Beyond metallurgical aspects to yield clean steels, purging plugs in the ladle and beams in the tundish play a key role in generating bubble curtains to maximize the nonmetallic inclusion removal in a short time. However, technical challenges might be noted on how to control the bubble size through the design of the purging device and how to predict the kinetics of induced flotation for each bubble plume. Therefore, this work investigated two bubble size distributions and their effect on the kinetics of particle removal in a water model, providing insights into the design of purging devices for clean steelmaking.

Control systems are essential to support the use of building structures as short-term thermal energy storage (TES). Due to modeling and forecast imperfections, the controller must be able to deal with uncertainties. This paper proposes a robust model predictive controller (MPC) with a new uncertainty set construction technique to regulate the heat supply in a building envelope. We extend the Support Vector Clustering-based set construction technique to estimate modeling and forecast uncertainty sets. Subsequently, we integrate the sets into a Min-Max MPC framework to ensure robust feasibility by tightening the constraints. The resulting controller successfully deals with modeling and forecast uncertainties. The quality of the presented framework is compared with a nominal MPC and a robust MPC with different uncertainty set estimates. On the basis of a numerical simulation, we demonstrate that the proposed controller successfully maintains the room temperature within the comfort limits. The result also shows that our MPC is less conservative than the controller designed using a box-shaped non-falsified parametric uncertainty set.

Measurements were conducted in the fully developed turbulent flow in a pipe with internal diameter D at a Reynolds number of Re _D= 1.6 × 10 ⁵ . The pipe walls were equipped with regularly spaced square ribs of relative height h/ D= 0.154 , while the pitch-to-roughness height was varied between p/ h= 1.67 and p/ h= 6.67 . The measurements include mean velocity components, Reynolds shear and normal stresses and pressure losses. It is investigated whether the effects of the large roughness on the (time and axially averaged) velocity profile can be described by the classical rough-wall formulation by allowing the value of the von Kármán constant to deviate from its standard value of 0.41.

We report on the experimental investigation of the large-scale instantaneous flow structures in turbulent Taylor-Couette flow using tomographic particle image velocimetry. The results indicate three distinct regimes for counter-rotating flow within a shear Reynolds number range of 11 000 < Re _S < 47 000. Close to only inner cylinder rotation, large-scale structures are aligned in the azimuthal direction, similar to Taylor vortices. Near the point of only outer cylinder rotation, we observe columnar vortical structures in the axial direction, which are associated with small Rossby numbers. This is the first time such columnar structures are reported in a fully turbulent Taylor-Couette flow. A transition between these two regimes is observed around the point of exact counter-rotation, where the instantaneous azimuthal structures are inclined with respect to the walls. Furthermore, it is shown that the reported transitions in the turbulent flow structure modify the angular momentum transport, thereby affecting the torque scaling.

We investigate the deformation of a linear viscoelastic compliant coating in a turbulent flow for a wide range of coating parameters. A one-way coupling model is proposed in which the turbulent surface stresses are expressed as a sum of streamwise-travelling waves with amplitudes determined from the stress spectra of the corresponding flow over a rigid wall. The analytically calculated coating deformation is analysed in terms of the root-mean-square (r.m.s.) surface displacement and the corresponding point frequency spectra. The present study systematically investigates the influence of five coating properties namely density, stiffness, thickness, viscoelasticity and compressibility. The surface displacements increase linearly with the fluid/solid density ratio. They are linearly proportional to the coating thickness for thin coatings, while they become independent of the thickness for thick coatings. Very soft coatings show resonant behaviour, but the displacement for stiffer coatings is proportional to the inverse of the shear modulus. The viscoelastic loss angle has only a significant influence when resonances occur in the coating response, while Poisson's ratio has a minor effect for most cases. The modelled surface displacement is qualitatively compared with recent measurements on the deformation of three different coatings in a turbulent boundary-layer flow. The model predicts the order of magnitude of the surface displacement, and it captures the increase of the coating displacement with the Reynolds number and the coating softness. Finally, we propose a scaling that collapses all the experimental data for the r.m.s. of the vertical surface displacement onto a single curve.

The flow motions in the turbulent boundary layer between water and a rowing boat initiate a turbulent skin friction. Reducing this skin friction results in better rowing performances. A Taylor-Couette (TC) facility was used to verify the power losses due to velocity fluctuations P_V′ in relation to the total power, as a function of the velocity amplitude A. It was demonstrated that an increase of the velocity fluctuations results in a tremendous decrease of the velocity efficiency eV. The velocity efficiency eV for a typical rowing velocity amplitude A of 20-25% was about 0.92-0.95%. Suppressing boat velocity fluctuations with 60% will increase boat speed with 1.6%. Riblet surfaces were applied on the inner and outer cylinder wall to indicate the drag reducing ability of such surfaces. The results of the measurements at constant velocity are identical as the results reported earlier, while the experimental configuration was different. This confirms once more the consistency of the TC-system for drag studies. The maximum drag reduction DR was 3.4% at a Reynolds number Res 4.7 × 104, which corresponds to a shear velocity in this TC-system with water of V 4.7 m/s. For typical rowing velocity fluctuations, the riblets maintain to reduce the drag with 2.8% and corresponds to a averaged velocity increase of 0.9%. The drag reducing ability of riblets is partly lost due to velocity fluctuations with high amplitudes (A > 20%). From these results, it is concluded that the friction coefficient Cf will vary within one cycle. Higher acceleration/deceleration leads to a additional level of turbulent kinetic energy.