LEADER 02918nam 2200445 450 001 9910824138903321 005 20230802001523.0 010 $a3-8325-9365-9 035 $a(CKB)4340000000244414 035 $a(MiAaPQ)EBC5247164 035 $a(Au-PeEL)EBL5247164 035 $a(CaPaEBR)ebr11541653 035 $a(OCoLC)1021806479 035 $a58a1c692-d474-444a-a478-3edeb0dd2d03 035 $a(EXLCZ)994340000000244414 100 $a20180521d2012 uy 0 101 0 $aeng 135 $aurcnu|||||||| 181 $ctxt$2rdacontent 182 $cc$2rdamedia 183 $acr$2rdacarrier 200 10$aOil film dynamics in aero engine bearing chambers $efundamental investigations and numerical modelling /$fvon Amir Aleem Hashmi 210 1$aBerlin :$cLogos,$d[2012] 210 4$d©2012 215 $a1 online resource (164 pages) 225 0 $aForschungsberichte Aus Dem Institut Fu?r Thermische Stro?mungsmaschinen ;$vBand 20 300 $aPublicationDate: 20121115 311 $a3-8325-3228-5 330 $aLong description: Aero engine bearing chambers are complex machine elements inside the engines, supporting up to three concentric shafts on bearings. For safety reasons, the aero engines always employ rolling-element type bearings and therefore require a sufficient oil supply for lubrication in order to guarantee a reliable operation. As a consequence, a complex two-phase flow consisting of oil and sealing air governs the bearing chambers. A highly dynamic oil film, flowing along the chamber walls, plays a vital role to fulfill the tasks of cooling, lubricating and cleaning the bearing chambers. The design and optimization process of the bearing chambers requires a detailed understanding in order to accurately simulate the film behaviour inside the bearing chambers. Based on the earlier experimental investigations, it is known that near the scavenge off-take a relatively thick film exists. The numerical model to simulate these films must therefore take into account the elliptical behaviour of such films. Among the different models, the Volume Of Fluid (VOF) Model offers the best compromise between accuracy and efforts. However, preliminary attempts to model a fully developed and turbulent test case from literature revealed an unphysical pressure drop and velocity profile in the gas phase above the film flow. An inadequate turbulence modelling near the gas-liquid interface was identified as the problem source. The 2-Equation turbulence models (k-ε& k-ω) were extended to achieve a substantial improvement. 606 $aAirplanes$xMotors 615 0$aAirplanes$xMotors. 676 $a629.13435 700 $aHashmi$b Amir A.$01194002 801 0$bMiAaPQ 801 1$bMiAaPQ 801 2$bMiAaPQ 906 $aBOOK 912 $a9910824138903321 996 $aOil film dynamics in aero engine bearing chambers$94064777 997 $aUNINA LEADER 01366nam0-22004211i-450 001 990000767020403321 005 20251118094923.0 035 $a000076702 035 $aFED01000076702 035 $a(Aleph)000076702FED01 100 $a20001010d1983----km-y0itay50------ba 101 1 $aita$ceng 102 $aIT 105 $aa-------001yy 200 1 $a<>forma segue il fiasco$eperchè l'architettura moderna non ha funzionato$d= Form follows fiasco$ewhy modern architectur hasn't worked$fPeter Blake$gnota introduttiva di Giorgio Villa 210 $aFirenze$cAlinea Editrice$d1983 215 $a183 p.$cill.$d22 cm 225 1 $aSaggi e documenti$v33 454 0$12001$aForm follows fiasco$ewhy modern architecture hasn't worked$94457168 610 0 $aArchitettura contemporanea 610 0 $aArchitettura funzionale 676 $a724$v18 700 1$aBlake,$bPeter$f<1920-2006>$033595 702 1$aVilla,$bGiorgio 801 0$aIT$bUNINA$gRICA$2UNIMARC 901 $aBK 912 $a990000767020403321 952 $aARCH B 407$b1136$fFARBC 952 $a521071$fDCATA 952 $aLEPORE 14$b14/2021$fFARBC 952 $aB 1357 CAN$b149/2025$fDARPU 952 $aDE FUSCO 1746$bRDF 1805$fDARST 959 $aDARST 959 $aFARBC 959 $aDCATA 959 $aDARPU 996 $aForm follows fiasco$94457168 997 $aUNINA