A three-dimensional and pulsatile blood flow in a human aortic arch and its three major branches has been studied numerically for a peak Reynolds number of 2500 and a frequency (or Womersley) parameter of 10. The simulation geometry was derived from the three-dimensional reconstruction of a series of two-dimensional slices obtained in vivo using CAT scan imaging on a human aorta. The numerical simulations were obtained using a projection method, and a finite-volume formulation of the Navier-Stokes equations was used on a system of overset grids. Our results demonstrate that the primary flow velocity is skewed towards the inner aortic wall in the ascending aorta, but this skewness shifts to the outer wall in the descending thoracic aorta. Within the arch branches, the flow velocities were skewed to the distal walls with flow reversal along the proximal walls. Extensive secondary flow motion was observed in the aorta, and the structure of these secondary flows was influenced considerably by the presence of the branches. Within the aorta, wall shear stresses were highly dynamic, but were generally high along the outer wall in the vicinity of the branches and low along the inner wall, particularly in the descending thoracic aorta. Within the branches, the shear stresses were considerably higher along the distal walls than along the proximal walls. Wall pressure was low along the inner aortic wall and high around the branches and along the outer wall in the ascending thoracic aorta. Comparison of our numerical results with the localization of early atherosclerotic lesions broadly suggests preferential development of these lesions in regions of extrema (either maxima or minima) in wall shear stress and pressure.

Emissions from four heavy-duty and medium-duty diesel vehicles were tested in six different aftertreatment configurations using a chassis dynamometer. The aftertreatment included four different diesel particle filters (DPF) and two prototype selective catalytic reduction (SCR) devices for NO(x) control. The goal of the project was to fully characterize emissions from various in-use vehicles meeting the 2007 particulate matter (PM) standard for the United States and California and to provide a snapshot of emissions from 2010 compliant vehicles. The aftertreatment devices all worked as designed, realizing significant reductions of PM and NO(x). The DPF realized > 95% PM reductions irrespective of cycle and the SCRs > 75% NO(x) reductions during cruise and transient modes, but no NO(x) reductions during idle. Because of the large test matrix of vehicles and aftertreatment devices, we were able to characterize effects on additional emission species (CO, organics, and nucleation mode particles) from these devices as a function of their individual characteristics. The two predicting parameters were found to be exhaust temperature and available catalytic surface in the aftertreatment, which combine to create varying degrees of oxidizing conditions. The aftertreatments were not found to incur a fuel penalty.

Three-dimensional numerical solutions have been obtained for steady, linear shear flow past a fixed, heated spherical particle over a wide range of Reynolds number (0.1 [les ] R [les ] 100) and dimensionless shear rates (0.005 [les ] α [les ] 0.4). The results indicate that at a fixed shear rate, the dimensionless lift coefficient is approximately constant over a wide range of intermediate Reynolds numbers, and the drag coefficient also remains constant when normalized by the known values of drag for a sphere in uniform flow. At lower values of the Reynolds number, the lift and drag coefficients increase sharply with decreasing R, with the lift coefficient being directly proportional to R−½. For the range of shear rates studied here, the rate of heat transfer to the particle surface was found to depend only on the Reynolds number, that is, it was insensitive to the shear rate. The dimensionless rate of heat transfer, the Nussel number Nu, was seen to increase monotonically with R.

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