Shock accelerated vortex ring

The interaction of a shock wave with a spherical density inhomogeneity leads to the development of a vortex ring through the impulsive deposition of baroclinic vorticity. The present fluid dynamics videos display this phenomenon and were experimentally investigated at the Wisconsin Shock Tube Laboratory's (WiSTL) 9.2 m, downward firing shock tube. The tube has a square internal cross-section (0.25 m x 0.25 m) with multiple fused silica windows for optical access. The spherical soap bubble is generated by means of a pneumatically retracted injector and released into free-fall 200 ms prior to initial shock acceleration. The downward moving, M = 2.07 shock wave impulsively accelerates the bubble and reflects off the tube end wall. The reflected shock wave re-accelerates the bubble (reshock), which has now developed into a vortex ring, depositing additional vorticity. In the absence of any flow disturbances, the flow behind the reflected shock wave is stationary. As a result, any observed motion of the vortex ring is due to circulation. The shocked vortex ring is imaged at 12,500 fps with planar Mie scattering.Comment: For Gallery of Fluid Motion 200

DOE Project: Optimization of Advanced Diesel Engine Combustion Strategies "University Research in Advanced Combustion and Emissions Control" Office of FreedomCAR and Vehicle Technologies Program

The goal of the present technology development was to increase the efficiency of internal combustion engines while minimizing the energy penalty of meeting emissions regulations. This objective was achieved through experimentation and the development of advanced combustion regimes and emission control strategies, coupled with advanced petroleum and non-petroleum fuel formulations. To meet the goals of the project, it was necessary to improve the efficiency of expansion work extraction, and this required optimized combustion phasing and minimized in-cylinder heat transfer losses. To minimize fuel used for diesel particulate filter (DPF) regeneration, soot emissions were also minimized. Because of the complex nature of optimizing production engines for real-world variations in fuels, temperatures and pressures, the project applied high-fidelity computing and high-resolution engine experiments synergistically to create and apply advanced tools (i.e., fast, accurate predictive models) developed for low-emission, fuel-efficient engine designs. The companion experiments were conducted using representative single- and multi-cylinder automotive and truck diesel engines