Experimental Study of Flow Control on Bluff Body using Piezoelectric Actuators

Tounsi, Nabil; Mestiri, Rafika; Keirsbulck, Laurent; Oualli, H.; Hanchi, S.; Aloui, Fethi

doi:10.18869/acadpub.jafm.68.225.24488

Cited by 24 publications

(13 citation statements)

References 30 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Active flow control includes steady jets, suction or unsteady jets see (Sudin et al (2014); Littlewood & Passmore (2012); Rouméas et al (2009); Zhang et al (2008); Freud & Mungal (1994); Englar (2003); Geropp & Odenthal (2000); Tesař et al (2016); Tounsi et al (2016) and Kavousfar et al (2016)). Amitay et al (1997) investigated flow separation on 2-D cylinder using spanwise pair of synthetic jet actuators.…”

Section: Introductionmentioning

confidence: 99%

Bluff Body Drag Control using Synthetic Jet

Gil¹,

Aeronautics²

2019

JAFM

View full text Add to dashboard Cite

The paper presents the results of an experimental investigation wherein the bullet form drag force as a function of oscillating actuator frequency, various voltage and for different orifice/slot configuration are studied. In order to perform the experiment, an axisymmetric bullet shape model with ellipsoidal nose was used in wind tunnel. The synthetic jet actuator was used to flow control at sharp cut end. The experiment was conducted in a wind tunnel with a working diameter of 1000 mm and a maximum velocity of 45 m/s. The measurements were carried out for the Reynolds number from 88000 to 352000 and for relatively large Strouhal numbers up to St = 4.5 based on model external diameter and free stream velocity. While synthetic jet was switched on, drag coefficient has been reduced by-6% and increased by +22% in relation to the case with the synthetic jet was switched off. The synthetic jet has more impact for relatively low free stream velocity and for single axisymmetric orifice.

show abstract

Section: Introductionmentioning

confidence: 99%

Bluff Body Drag Control using Synthetic Jet

Gil¹,

Aeronautics²

2019

JAFM

View full text Add to dashboard Cite

show abstract

“…Authors disclosed that among three turbulence models, realizable (k-ε) method provided consistent numerical data than the other two turbulence models. Tounsi (2016) investigated the aerodynamic behaviour of Ahmed body having a rear taper angle of 25° mounted with piezo-electric actuators at its rear end region. The intensity of wake gets attenuated and the evidence of the development of little swirling motion of air has been observed at the event of piezoelectric actuators were actuated.…”

Section: Introductionmentioning

confidence: 99%

Investigation on Aerodynamic Behaviour of a SUV Car Model with Vortex Generators at Different Yaw Conditions

Shankar

Devaradjane²,

Sunil³

2019

JAFM

View full text Add to dashboard Cite

The present work discusses the aerodynamic behaviour of a typical SUV car model mounted with three vortex generators (VGs) similar to the shape of a right-angled triangle in four different yaw angle configurations, the results of which have been quantitatively assessed in the sub-sonic wind tunnel and by using realizable (k-ε) model. The VG positioned in the middle is kept in the fixed state while the yaw position of VGs on either side has been modified and its significance is presented in this article. The pressure distribution data along the central plane of the car model for all the cases have been obtained by using 32 channel digital pressure scanner that is connected with the pressure tapings prepared in the symmetrical plane of the car model. Simultaneously two separate cantilever type load cell setup is used in this work to measure the magnitude of drag and lift force with measuring sensitivity of about 0.01N. From the experiments, it is determined that the car model with outer VGs heading the rear windshield and central plane possess the maximum drag and lift coefficient reduction rate of about 4.35% and 3.23% respectively compared to car model without VGs. In addition to these findings it is also determined that the vehicle model with VGs positioned perpendicular to the wind stream direction exhibited strong drag magnitude than that of the vehicle without VGs. This increased drag can be utilized for rapid deceleration of vehicle motion (Aerodynamic braking) particularly at the instance of vehicle is running at high speed conditions. The realizable (k-ε) model estimated the drag and lift coefficient closer to that of wind tunnel results and exhibited a maximum error deviation of 2.38%. Further, realizable (k-ε) model predicted the existence of the magnitude of velocity gradient, intensity of turbulent kinetic energy variation and streamlined pattern of velocity gradient around the vehicle with VGs compared to the case of vehicle model without VGs at its rear end.

show abstract

“…Some active control techniques have been developed and focusing on local intervention in wall turbulence dealing with steady blowing or suction [14][15][16][17][18][19][20][21][22]. Krentel et al modeled a predictive closed-loop actuation approach for one steady blowing excitation configuration [16].…”

Section: Introductionmentioning

confidence: 99%

Effect of blowing flow control and front geometry towards the reduction of aerodynamic drag on vehicle models

Tarakka¹,

Salam²,

Jalaluddin³

et al. 2019

FME Transactions

View full text Add to dashboard Cite

This paper presents analyses of the effect of blowing flow control and variations on front geometry towards the reduction of aerodynamic drag on vehicle models. Blowing flow control is an alternative measure in modifying the onset of flow separation in the boundary layer on the surface of the vehicle. The modification is expected to reduce the dominating influence of the separation area on the total drag. Conducted in computational and experimental approaches, the research investigated the effect of frontal slant angle variations (θ) of 25°, 30° and 35° towards the reduction of aerodynamic drag on vehicle models on the application of blowing flow control with upstream and blowing speed of 16.7 m/s and 0.5 m/s, respectively. Load cells were used in the experimental method to validate the reduction of aerodynamic drag obtained from computational method. It is indicated that the effects of blowing flow control and variations on front geometry are significant in the increasing on pressure coefficients and the reduction of aerodynamic drag on vehicle models. The largest increase on pressure coefficients of 38.93% is indicated on the vehicle model with θ=35°, while the largest reduction of aerodynamic drag occurred on the same model with the values of 14.81 and 12.54 for computational and experimental methods, respectively.

show abstract

Experimental Study of Flow Control on Bluff Body using Piezoelectric Actuators

Cited by 24 publications

References 30 publications

Bluff Body Drag Control using Synthetic Jet

Bluff Body Drag Control using Synthetic Jet

Investigation on Aerodynamic Behaviour of a SUV Car Model with Vortex Generators at Different Yaw Conditions

Effect of blowing flow control and front geometry towards the reduction of aerodynamic drag on vehicle models

Contact Info

Product

Resources

About