Particle-laden turbulent flows occur in various natural and industrial processes, highlighting the need for a comprehensive understanding of the interaction between the dispersed phase and the carrier flow. This study investigates the fluid dynamics of a simplified car side-view mirror model, experimentally analyzed using the particle tracking velocimetry technique in the laboratories of Delft University of Technology. Experimental measurements are used to validate a computational fluid dynamics model developed in the OpenFOAM environment. The overall objective of the research is to establish a benchmark for validating Eulerian–Lagrangian numerical models in terms of both flow dynamics and particle trajectories. In this study, the validation is limited to the Eulerian fields; validation of the discrete-phase modeling will be addressed in future work.

The aim of the present study is to analyze the performances of unsteady Reynolds-averaged Navier-Stokes (URANS) and large eddy simulation (LES) approaches in predicting the airflow patterns inside car cabins and to give insight in the design of computational fluid dynamics simulations of a real car cabin. For this purpose, one eddy viscosity-based turbulence model (shear stress transport k-ω) and two subgrid scale models (wall-adapting local eddy-viscosity and dynamic kinetic energy) were tested, and numerical results were compared with particle image velocimetry measurements carried out on a commercial car. The URANS model exhibited great accuracy in predicting the mean flow behavior and was appreciably outperformed by the LES models only far from the inlet sections. For this reason, it was deemed suitable for conducting further analyses, aimed at characterizing the airflow patterns in winter and summer conditions and performing a thermal comfort analysis. The thermal regime was found to have a very little effect on the air flow patterns, once the quasi-steady state regime is achieved; in fact, both in winter and in summer, the temperature field is fairly uniform within the car cabin, making the contribution of buoyancy negligible and velocity fields to be very similar in the two seasons. Findings also reveal that thermal comfort sensation can be different for passengers sharing the same car but sitting on different seats; this aspect should be considered when designing and operating the ventilation system, since the minimum comfort requirements should be met for all the occupants.

The ventilation flow in a car cabin has been experimentally investigated. The study has been carried out in a car commercially available, by testing one ventilation mode (panel-vent mode) at one fan strength (level 3 of the 4 available) with fresh air intake (without any re-circulation). The flow velocity at the exit of the vents has been measured using a 5-hole pressure probe. The flow velocity fields inside the car cabin have been measured by particle image velocimetry (PIV) in three longitudinal sections: (i) the car centre plane, including both the front and rear area; (ii) the driver's seat centre plane, only in the front area; (iii) the passenger's seat centre plane, only in the front area. At these longitudinal planes, the time-average flow velocity is presented and discussed. The experimental results provide new insights in the ventilation flow in a car cabin.

Although the interpersonal distance represents an important parameter affecting the risk of infection due to respiratory viruses, the mechanism of exposure to exhaled droplets remains insufficiently characterized. In this study, an integrated risk assessment is presented for SARS-CoV-2 close proximity exposure between a speaking infectious subject and a susceptible subject. It is based on a three-dimensional transient numerical model for the description of exhaled droplet spread once emitted by a speaking person, coupled with a recently proposed SARS-CoV-2 emission approach. Particle image velocimetry measurements were conducted to validate the numerical model. The contribution of the large droplets to the risk is barely noticeable only for distances well below 0.6 m, whereas it drops to zero for greater distances where it depends only on airborne droplets. In particular, for short exposures (10 s) a minimum safety distance of 0.75 m should be maintained to lower the risk below 0.1%; for exposures of 1 and 15 min this distance increases to about 1.1 and 1.5 m, respectively. Based on the interpersonal distances across countries reported as a function of interacting individuals, cultural differences, and environmental and sociopsychological factors, the approach presented here revealed that, in addition to intimate and personal distances, particular attention must be paid to exposures longer than 1 min within social distances (of about 1 m).

We present an experimental benchmark database for the transitional cavity flow. The database is obtained by planar Particle Image Velocimetry measurements at the median plane of the cavity model, for Reynolds numbers between 6300 and 19,000 based on the cavity height. A detailed uncertainty analysis of the experimental results is performed via the correlation statistics method for PIV uncertainty quantification and linear error propagation. The experimental results are compared to two-dimensional Reynolds-Averaged Navier Stokes (RANS) numerical simulations with different turbulence models. It is shown that, when the standard k-ω turbulence model is employed, the discrepancy between numerical simulations and experimental results exceeds the uncertainty of the latter. Conversely, RANS simulations with the SST k-ω turbulence model agree well with the experimental data in terms of time-averaged flow properties; however, the turbulent kinetic energy results present significant discrepancies at all considered Reynolds numbers. The data presented in this paper is made available for open-access download via the 4TU.ResearchData repository with DOI: https://do i.org//10.4121/14061233.