Fluid Flow Analysis

Predicted the free surface behavior of a liquid fuel under varying acceleration/deceleration conditions for a partially filled automotive fuel tank.

Implemented the time-varying acceleration/deceleration of the fuel tank through the source (body force) term. Used Volume of Fluid (VOF) to track the fuel free surface.

Monitored the VOF value on the inlet of pickup line throughout the simulation to ensure continuous fuel supply to an engine.

Conducted flow simulations on a Dry powder Inhaler (DPI) and its dose cavity to evaluate the device performance.

Followed an indirect method (without particles modeling) to simulate the drug retention inside the dosing cavity (through wall shear stress) and drug deaggregation (through turbulence intensity).

Investigated and proposed a design variant for maximum deaggregation and minimum retention.

Coupled System Level Analysis of Exhaust after-treatment system (GT-Power Axisuite, Star-CCM+, ANSA)

The objective is to analyze the full exhaust system (DOC, DPF, and SCR) and to couple it with CFD software to find the flow pattern, injection, and droplet flows in the system.

NEDC cycle is validated with experimental data for the full system level coupled analysis.

Exhaust emissions at the tailpipe are analyzed based on the Emission norms.

Flow over airfoil at low Reynolds numbers encounters separation bubble which can be generally controlled by active or passive methods.

In this project work, passive method is used. The effectiveness of bubble burst control plate at different locations (5 and 7.5 % of the chord of the airfoil) on a NACA 631-012 airfoil section for laminar separation bubble burst delay, stall separation, lift augmentation, and drag reduction will be analyzed computationally using commercial CFD code ANSYS FLUENT.

The effectiveness of burst control plate is governed by its height, width, geometry, and the distance between leading edge of the airfoil and trailing edge of the plate.

Flow patterns are analyzed and they are compared with experimental results. The results suggest that the stall angle of the original Airfoil (without the burst control plate) occurs at 10 degree

Flow over airfoil at low Reynolds numbers encounters separation bubble which can be generally controlled by active or passive methods.

In this project work, passive method is used. The effectiveness of bubble burst control plate at different locations (5 and 7.5 % of the chord of an airfoil) on a NACA 631-012 airfoil section for laminar separation bubble burst delay, stall separation, lift augmentation, and drag reduction will be analyzed computationally using commercial CFD code ANSYS FLUENT.

The effectiveness of burst control plate is governed by its height, width, geometry, and the distance between leading edge of the airfoil and trailing edge of the plate.

Flow patterns are analyzed and they are compared with experimental results. The results suggest that the stall angle of the original Airfoil (without the burst control plate) occurs at 10 degrees, and it is successfully postponed to 13 degrees (Airfoil with Triangular plate) and 14 degrees (Airfoil with Rectangular plate) when the burst control plate is attached to the Airfoil.

The lift forces were calculated for a range of angle of attack from 0 to 15 degree.

The overall analysis results demonstrated the application of the burst control plate on the NACA 631-012 Airfoil can be effective means of bubble burst control and Airfoil stall suppression in low speed flows.

The present study gives a detail description of separation flow and its effect on high Reynolds number. The unsteady three-dimensional flow simulation around a sphere using StarCCM for high Reynolds number between 200 000< Re < 700 000 is discussed. The separation angle and drag coefficient are also calculated. The results show that the increasing Reynolds number affecting the separation point and drag coefficient. The flow behavior around the sphere is changing as the Reynolds number is increasing. The flow is found to be in vortex shedding in all cases. The flow separates early as the Reynolds number increases. These predictions are ought to help engineers to improve the aerodynamic and hydrodynamic design application.

As far as my experience concerns, I have done a range of projects in workbench, ICEM CFD – outlined below:

1. Static Structural Analysis of Cantilever beam to understand the deformation and equivalent stress regions by applying fixed surfaces(holes) of bolts and force at the other end. The outcome of this project was as expected in the beginning that the deformation takes place as the force acts downwards maximum to an area near applied force but interestingly stress regions are visible in the vicinity of holes and the middle of the beam on sides.

 2. Modal, Transient & multi-step analysis of Solid and surface modeled T-profile to understand the deformation in various modes due to vibration at varying dynamic frequencies of a physical model. Modal analysis is the measuring or calculating the system/structure or fluid vibration by analyzing dynamic response under the excitation. In Modal analysis one face of the T-profile is fixed while the force acts downwards at the other top edge. Part deforms with different mode under frequencies. All generated frequencies can be applied to the transient analysis with the desired time step between 0 to 1 second.  Structural damage may occur and resonates if the natural frequency of the structure and frequency of the applied load matches.

3. Shockwave (Compressed Supersonic Flow) analysis on different shapes such as a bullet, delta wing and sphere in ICEM CFD applying an initial condition, creating part names, part mesh set up compute mesh, CFX-Preprocessor to apply boundary conditions like inlet, outlet,symmetry, wall and necessary conditions such as pressure,inlet velocity. In post processor changing default domain and boundary conditions in all locations. In results it is clear that all three profiles have not similar shock wave rather it is dependent on profile and delta shape was best among all at supersonic speed which generates sound after the object passed through that region.

4. Evaluation of the Lift and Drag coefficient with the angle of attack ranges from -5 degree to 25 degrees using ICEM CFD. Typical process but changing in angle by rotating an aerofoil from above-given angles, resulting initially more drag which raises the lift with an increased angle of attack up to 18 degrees. After 18 degrees angle of attack again drag increases and at higher angle drag dominates and stalling occurs (Depends on the shape of particular aerofoil). One can also interpret that as air strikes to the increased area of an aerofoil drag significantly goes higher and vice versa.