砂质海底管土相互作用的有限元分析

<span style="font-family: 'Trebuchet MS', 'Lucida Sans Unicode', Arial, sans-serif; line-height: 22px">海底管线的稳定性是保证油气输送管道正常运行的关键。本文通过研制开发计算管土相互作用的有限元程序，对管土相互作用进行数值模拟，分析管道在自重和环境荷载作用下在砂质海床中的沉降发展，分析影响土体对管道的侧向阻力的各种因素，以便为管道稳定性设计提供参考。采用二维非线性有限元计算技术，计算管道在自重、静水压力和环境荷载的作用下土体的静态响应，以土的临界破坏状态作为管土系统的稳定性的极限状态，分析管道－土体这一对类似挡土结构－土体力学系统在临界状态时的相互作用。通过对计算结果的分析和有关文献试验结果的比较，证明了该程序基本上能够正确地完成关于土的非线性特征、管道自沉降的发展过程和管土系统的相互作用等数值模拟任务，从而为深入研究管土的非线性相互作用和管土相互作用对管道的在位稳定性的影响提供了思路和有力的分析工具。span>

Large-eddy simulations of fully developed turbulent channel and pipe flows with smooth and rough walls

Studies in turbulence often focus on two flow conditions, both of which occur frequently in real-world flows and are sought-after for their value in advancing turbulence theory. These are the high Reynolds number regime and the effect of wall surface roughness. In this dissertation, a Large-Eddy Simulation (LES) recreates both conditions over a wide range of Reynolds numbers Re_τ = O(10²)-O(10⁸) and accounts for roughness by locally modeling the statistical effects of near-wall anisotropic fine scales in a thin layer immediately above the rough surface. A subgrid, roughness-corrected wall model is introduced to dynamically transmit this modeled information from the wall to the outer LES, which uses a stretched-vortex subgrid-scale model operating in the bulk of the flow. Of primary interest is the Reynolds number and roughness dependence of these flows in terms of first and second order statistics. The LES is first applied to a fully turbulent uniformly-smooth/rough channel flow to capture the flow dynamics over smooth, transitionally rough and fully rough regimes. Results include a Moody-like diagram for the wall averaged friction factor, believed to be the first of its kind obtained from LES. Confirmation is found for experimentally observed logarithmic behavior in the normalized stream-wise turbulent intensities. Tight logarithmic collapse, scaled on the wall friction velocity, is found for smooth-wall flows when Re_τ ≥ O(10⁶) and in fully rough cases. Since the wall model operates locally and dynamically, the framework is used to investigate non-uniform roughness distribution cases in a channel, where the flow adjustments to sudden surface changes are investigated. Recovery of mean quantities and turbulent statistics after transitions are discussed qualitatively and quantitatively at various roughness and Reynolds number levels. The internal boundary layer, which is defined as the border between the flow affected by the new surface condition and the unaffected part, is computed, and a collapse of the profiles on a length scale containing the logarithm of friction Reynolds number is presented. Finally, we turn to the possibility of expanding the present framework to accommodate more general geometries. As a first step, the whole LES framework is modified for use in the curvilinear geometry of a fully-developed turbulent pipe flow, with implementation carried out in a spectral element solver capable of handling complex wall profiles. The friction factors have shown favorable agreement with the superpipe data, and the LES estimates of the Karman constant and additive constant of the log-law closely match values obtained from experiment.

A report on increasing the thrust of a turbojet engine by combustion of fuel in the tail pipe

The purpose of this work was to develop a means of increasing the thrust of a turbojet engine by burning kerosene in the tail pipe.

A combustion system was developed which gave the following results:
(l) Maximum thrust increase using a G.E. I-14 engine was 64 per cent over straight tail pipe thrust corresponding to 42 per cent increase over the normal engine thrust. This increase was accomplished at an engine rpm of 12,000.
(2) Increase of maximum thrust obtained was 51 per cent over the straight tail pipe thrust corresponding to 23 per cent over the normal engine thrust. This increase was accomplished at an engine rpm of l6,000.
(3) For the thrust increases mentioned in (1) and (2) above, increases of Specific Fuel Consumption were 66 per cent and 76 per cent respectively over normal engine SFC.