Numerical simulation of the flow around a simplified vehicle model with active flow control

Large-eddy simulation (LES) was used to study the influence and the resulting flow mechanisms of active flow control applied to a two-dimensional vehicle geometry. The LES results were validated against existing Particle Image Velocimetry (PIV) and force measurement data. This was followed by an exploration of the influence of flow actuation on the near-wake flow and resulting aerodynamic forces. Not only was good agreement found with the previous experimental study, but new knowledge was gained in the form of a complex interaction of the actuation with the coherent flow structures. The resulting time-averaged flow shows a strong influence of the extension of the actuation slots and the lateral solid walls on the near-wake flow structures and thereby on the resulting drag.     

Effect of side ratio on fluid flow and heat transfer from rectangular cylinders using the PANS method

A computational study of heat transfer from rectangular cylinders is carried out. Rectangular cylinders are distinguished based on the ratio of the length of streamwise face to the height of the cross-stream face (side ratio, R). The simulations were performed to understand the heat transfer in a flow field comprising separation, reattachment, vortex shedding and stagnation. The Partially-Averaged Navier–Stokes (PANS) modeling approach is used to solve the turbulent flow physics associated and the wall resolve approach is used for the near wall treatment because of the flow separation involved. The simulations were performed using a finite volume based opensource software, OpenFOAM, at Reynolds number (Re) = 22,000 for rectangular cylinder at constant temperature kept in an air stream. Two critical side ratios were obtained, R = 0.62 and 3.0. At R = 0.62, the maximum value of the drag coefficient (C_d) = 2.681 was observed which gradually reduced by 54% at R = 4.0. The base pressure coefficient and global Nusselt number also attained the maximum value at R = 0.62 and from R = 2.5 to 3.0 a sharp discontinuous increase by 140% in the Strouhal number was observed. At R = 0.62, it was observed that the separated flow reattaches at the trailing edge after rolling over the side face and therefore increases the overall Nusselt number. The phase averaging was also performed to analyze the unsteady behavior of heat transfer.     

Multiphase flow with a simplified model for oil entrapment

A computationally simple procedure is described to model effects of oil entrapment on three-phase permeability-saturation-capillary pressure relations. The model requires knowledge of airwater saturation-capillary pressure relations, which are assumed to be nonhysteretic and are characterized by Van Genuchten's parametric model; scaling factors equal to the ratio of water surface tension to oil surface tension and to oil-water interfacial tension; and the maximum oil (also referred to as nonwetting liquid in a three-phase medium) saturation which would occur following water flooding of oil saturated soil. Trapped nonwetting liquid saturation is predicted as a function of present oil-water and air-oil capillary pressures and minimum historical water saturation since the occurrence of oil at a given location using an empirically-based algorithm. Oil relative permeability is predicted as a simple function of apparent water saturation (sum of actual water saturation and trapped oil saturation) and free oil saturation (difference between total oil and trapped oil saturation), and water relative permeability is treated as a unique function of actual water saturation. The proposed method was implemented in a two-dimensional finite-element simulator for three-phase flow and component transport, MOFAT. The fluid entrapment model requires minimal additional computational effort and computer storage and is numerically robust. The applicability of the model is illustrated by a number of hypothetical one- and two-dimensional simulations involving infiltration and redistribution with changes in water-table elevations. Results of the simulations indicate that the fraction of a hydrocarbon spill that becomes trapped under given boundary conditions increases as a nonlinear function of the maximum trapped nonwetting liquid saturation. Dense organic liquid plumes may exhibit more pronounced effects of entrapment due to the more dynamic nature of flow, even under static water table conditions. Disregarding nonwetting fluid entrapment may lead to significant errors in predictions of immiscible plume migration.     

A simplified method for the estimation of soil thrust exerted by a tracked vehicle

A simplified method for estimating the soil thrust exerted by a tracked vehicle is proposed. The relationship between the soil shear torque curve (shear torque-deformation curve) obtained from ring shear test and the thrust curve (soil thrust-slip ratio curve) of a tracked vehicle is analyzed and it is shown that there is a transformation law between these curves. A simplified analytical method for estimating the soil thrust exerted by a tracked vehicle is developed by using the above-mentioned transformation law. Soil thrust can be estimated by using the soil shear torque curve, shear ring and vehicle parameters. It is experimentally confirmed that the soil thrust can be easily estimated by using the proposed method.     

Separation flow control on a generic ground vehicle using steady microjet arrays

A model of a generic vehicle shape, the Ahmed body with a 25° slant, is equipped with an array of blowing steady microjets 6 mm downstream of the separation line between the roof and the slanted rear window. The goal of the present study is to evaluate the effectiveness of this actuation method in reducing the aerodynamic drag, by reducing or suppressing the 3D closed separation bubble located on the slanted surface. The efficiency of this control approach is quantified with the help of aerodynamic load measurements. The changes in the flow field when control is applied are examined using PIV and wall pressure measurements and skin friction visualisations. By activating the steady microjet array, the drag coefficient was reduced by 9–14% and the lift coefficient up to 42%, depending on the Reynolds number. The strong modification of the flow topology under progressive flow control is particularly studied.     

On the generation of yawing moment using active flow control

The generation of control moments without moving control surfaces is of great practical importance. Following a successful flight demonstration of creating roll motion without ailerons using differential, lift oriented, flow control the current study is a first step towards generating yawing motion via differential flow controlled drag.A wind tunnel study was conducted on a 21% thick Glauert type airfoil. The upper surface flow is partially separated from the two-thirds chord location and downstream on this airfoil at all incidence angles. An array of mass-less Piezo-fluidic actuators, located at x/c = 0.65, are capable of fully reattaching the flow in a gradual, controlled manner. The actuators are individually operated such that the boundary layer could be controlled in a 3D fashion.Several concepts for creating yaw motion without moving control surface are examined. The ultimate goal is to generate the same lift on both wings, while decreasing the drag on one wing and increasing the drag on the other, therefore creating a yawing moment. Decreased drag is created by effective part-span separation delay while increased drag can be created by enhanced generation of vortex shedding or by highly localized 3D actuation.Detailed measurements of 3D surface pressure distributions and wake data with three velocity and streamwise vorticity components are presented and discussed along with surface flow visualization images. The data provide evidence that yawing moments can be generated with AFC.     

Parametric active aeroelastic control of a morphing wing using the receptance method

This study proposes the parametric active aeroelastic control of a folding wing, which is a promising concept of morphing wings, by integrating the parameterized aeroservoelastic model and the receptance-based control strategy. It starts with establishing the parameterized aeroservoelastic model of the folding wing with respect to its folding angle and air speed. The transfer functions between the embedded sensors and the actuators of the folding wing are then efficiently obtained using the parameterized aeroservoelastic model. Finally, control gains for varying folding angle and air speed of the wing are synthesized using the receptance method. The results of numerical analyses show that smooth evolutions of the control gains can be obtained over a wide range of folding angles and air speeds, although the dynamic behavior of the folding wing is sensitive to these parameters. In addition, the active aeroelastic control can effectively suppress aeroelastic vibrations and expand flutter boundaries of the folding wing. The benefit of the parametric active aeroelastic control for the folding wing, i.e., smoothly switching among the control laws without exciting undesirable vibrations is highlighted.     

A homogeneous domination output feedback control method for active suspension of intelligent electric vehicle

Nonlinear Dynamics - An active suspension of an intelligent electric vehicle driven by four in-wheel motors (IEV-DFIM) is a strong nonlinear system because of time-varying parameters in practice,...     

Dual leading-edge vortex structure for flow over a simplified butterfly model

The dye visualization experiments show that a dual leading-edge vortex (LEV) structure exists on the suction side of a simplified butterfly model of Papilio ulysses at α = 8°−12°. Furthermore, the results of particle image velocimetry (PIV) measurement indicate that the axial velocity of the primary (outer) vortex core reaches the lower extreme value while a transition from a “wake-like” to a “jet-like” axial velocity profile occurs. The work reveals for the first time the existence of dual LEV structure on the butterfly-like forward-sweep wing configuration.     

Aerodynamic drag reduction of a simplified squareback vehicle using steady blowing

A large contribution to the aerodynamic drag of a vehicle arises from the failure to fully recover pressure in the wake region, especially on squareback configurations. A degree of base pressure recovery can be achieved through careful shape optimisation, but the freedom of an automotive aerodynamicist to implement significant shape changes is limited by a variety of additional factors such styling, ergonomics and loading capacity. Active flow control technologies present the potential to create flow field modifications without the need for external shape changes and have received much attention in previous years within the aeronautical industry and, more recently, within the automotive industry. In this work the influence of steady blowing applied at a variety of angles on the roof trailing edge of a simplified ? scale squareback style vehicle has been investigated. Hot-wire anemometry, force balance measurements, surface pressure measurements and PIV have been used to investigate the effects of the steady blowing on the vehicle wake structures and the resulting body forces. The energy consumption of the steady jet is calculated and is used to deduce an aerodynamic drag power change. Results show that overall gains can be achieved; however, the large mass flow rate required restricts the applicability of the technique to road vehicles. Means by which the mass flow rate requirements of the jet may be reduced are discussed and suggestions for further work put forward.     

Bayesian optimization for active flow control

Acta Mechanica Sinica - A key question in flow control is that of the design of optimal controllers when the control space is high-dimensional and the experimental or computational budget is...     

A minimal model for flow control on an aerofoil using a poro-elastic coating

A minimal model is obtained for vortex-shedding from an aerofoil with a porous coating of flow-compliant feather-like actuators, in order to better understand this passive way to achieve flow control. This model is realized by linearly coupling a minimal-order model for vortex-shedding from the same aerofoil without any such coating with an equation for the poro-elastic coating, here modelled as a linear damped oscillator. The various coefficients in this model, derived using perturbation techniques, aid in our understanding of the physics of this fluid–structure interaction problem. The minimal model for a coated aerofoil indicates the presence of distinct regimes that are dependent on the flow and coating characteristics. The models and the parametric studies performed provide insight into the selection of optimal coating parameters, to enable flow control at low Reynolds numbers.     

Drag reduction of motor vehicles by active flow control using the Coanda effect

A test facility has been constructed to realistically simulate the flow around a two dimensional car shaped body in a wind tunnel. A moving belt simulator has been employed to generate the relative motion between model and ground. In a first step, the aerodynamic coefficients c _L and c _D of the model are determined using static pressure and force measurements. LDA-measurements behind the model show the large vortex and turbulence structures of the near and far wake. In a second step, the ambient flow around the model is modified by way of an active flow control which uses the Coanda effect, whereby the base-pressure increases by nearly 50% and the total drag can be reduced by 10%. The recirculating region is completely eliminated. The current work reveals the fundamental physical phenomena of the new method by observing the pressure forces on the model surface as well as the time averaged velocities and turbulence distributions for the near and far wake. A theory resting on this empirical information is developed and provides information about the effectiveness of the blowing method. For this, momentum and energy equations were applied to the flow around the vehicle to enable a validation of the theoretical results using experimental values. Received: 9 June 1998 / Accepted: 20 July 1999     

PIV analysis of merging flow in a simplified model of a rotary kiln

Rotary kilns are used in a variety of industrial applications. The focus in this work is on characterizing the non-reacting, isothermal flow field in a rotary kiln used for iron ore pelletization. A downscaled, simplified model of the kiln is experimentally investigated using particle image velocimetry. Five different momentum flux ratios of the two inlet ducts to the kiln are investigated in order to evaluate its effect on the flow field in general and the recirculation zone in particular. Time-averaged and phase-averaged analyses are reported, and it is found that the flow field resembles that of two parallel merging jets, with the same characteristic flow zones. The back plate separating the inlet ducts acts as a bluff body to the flow and creates a region of reversed flow behind it. Due to the semicircular cross-section of the jets, the wake is elongated along the walls. Conclusions are that the flow field shows a dependence on momentum flux ratio of the jets; as the momentum flux ratio approaches unity, there is an increasing presence of von Kármán-type coherent structures with a Strouhal number of between 0.16 and 0.18. These large-scale structures enhance the mixing of the jets and also affect the size of the recirculation zone. It is also shown that the inclination of the upper inlet duct leads to a decrease in length of the recirculation zone in certain cases.     

A simplified method proposal for practical determination of aperiodic two-phase flow instability

A short outline of the instability phenomenon is given. Two methods are explained for the problem solution, i.e. the practical determination of the existence or not of an aperiodic instability and, in the case of existence, what to do to eliminate it. The first method substantially comes from that used by boiler designers. A second, new method is suggested: this is a manual, simple method. The two methods are compared: the new one is reliable, and has the great advantage of the simplicity and the possibility of specifying the diaphragm at the pipe mouth for eliminating the two-phase flow instability.     

Stability analysis of the active control system with time delay using IHB method

In this paper, the incremental harmonic balance method is employed to solve the periodic solution that a vibration active control system with double time delays generates, and the stability analysis of which is achieved by the Poincare theorem. The system stability regions can be obtained in view of time delay and feedback gain, the variation of which is also studied. It turns out that along with the increase of time delay, the active control system is not always from stable to unstable, and the system can be from stable to unstable state, whereas the system can be from unstable to stable state. The extent that the two times delays impact on the system stability region is mainly related to the relative magnitude of the two feedback gains. The system can maintain the stable state under the condition of the well-matched feedback gains. The results can provide evidence to design the control strategy of time-delayed feedback.     

Observer-based fault-tolerant control for an air-breathing hypersonic vehicle model

This paper focuses on controller and observer design for the longitudinal model of an air-breathing hypersonic vehicle (AHV) subject to actuator faults and limited measurements of the states. The feedback linearization method is firstly employed for a modified AHV model with actuator faults, and dynamic effect caused by the actuator faults on the linearized model is analyzed. Based on full state information, an adaptive controller is designed using the Lyapunov method, which guarantees reference command tracking of the AHV under actuator faults. Next, to estimate the unmeasurable states used in the adaptive controller, a sliding observer is designed based on the sliding control method and the Filippov’s construction of the equivalent dynamics (FCED). Finally, the adaptive controller is combined with the sliding observer to generate the observer-based adaptive controller, which relies only on partial state information. Simulations demonstrate that the observer-based adaptive controller achieves desired tracking performance and good robustness in the presence of actuator faults.