Two-Dimensional Airfoil in Ground Effect, An Experimental and Computational Study

Ranzenbach, Robert; Barlow, Jewel B.

doi:10.4271/942509

Cited by 47 publications

(25 citation statements)

References 4 publications

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“…A larger pitch angle results in a higher increase in lift coefficient. This result, greater lift at lower height, agrees well with those of other research[5,17,24,25]. It is also shown inFig.…”

supporting

confidence: 95%

Three-dimensional flow characteristics of propeller-propulsion WIG effect vehicle with direct underside pressurization

Kim

Park

2011

J Mech Sci Technol

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Numerical investigations for a 3-dimensional WIG effect vehicle with DUP (direct underside pressurization) have been performed. The purpose of this study is to analyze the aerodynamic characteristics and static height stability of DUP using computational fluid dynamics (CFD). When a WIG effect vehicle accelerates to take off on water, increased pressure under the fuselage by DUP (propeller and air chamber) can considerably reduce the take-off speed and thus minimize the effect of the hump drag which is one of the technical difficulties of a WIG effect vehicle. The accelerated air by the propeller enters the air chamber through a channel in the middle of the fuselage resulting in an augmentation of the lift by changing the air pressure from dynamic to static. However, the DUP is not favorable for both stability and aerodynamic performance of the WIG effect vehicle because the accelerated air produces an excessive drag, negative pitching moment and 3-dimensional effects (that is, yawing and rolling moments). The result shows that the effect of yawing and rolling moments is not serious.

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supporting

confidence: 95%

Three-dimensional flow characteristics of propeller-propulsion WIG effect vehicle with direct underside pressurization

Kim

Park

2011

J Mech Sci Technol

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“…Fully structured grids of up to 30,000 grid nodes were used. Both of them found that the down-force increases with reducing ground clearance until a maximum is reached, but in contrast to Ranzenbach and Barlow [7][8][9], they associated the force-reduction phenomena to the starting of stall. Mahon and Zhang [13] conducted a further computational analysis for the surface pressure and wake characteristics.…”

Section: Introductionmentioning

confidence: 96%

“…Katz [5] noticed that as the airfoil got closer to the ground it generated more down-force. In the mid of 1990s, Ranzenbach and Barlow [7][8] performed a series of two-dimensional (2D) numerical investigations of wings in ground effect. A NACA 0015 airfoil at zero incidence was studied.…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Characteristics of CLARK-Y Smoothed Inverted Wing with Ground Effects

Hussain¹

2016

IJCA

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A two-dimensional computational study had been performed regarding aerodynamic forces and pressures affecting a cambered inverted airfoil, CLARK-Y smoothed with ground effects by solving the Reynolds-averaged Navier-Stokes equations, using the commercial software COMSOL Multiphysics 5.0 solver. Turbulence effects are modeled using the Menter shear-stress transport (SST) two-equation model. The negative lift (down-force), drag forces and pressures surface were predicted through the simulation of wings over inverted wings in different parameters namely; varying incidences i.e. angles of attack of the airfoils, varying the ride hide from the ground covering various force regions, twodimensional cross-section of the inverted front wings to be fixed on nose of a race car-and varying speeds of initial airflow (Reynolds number). The results show that the downforce increases as the angle of attack increases; however, if an inverted wing is fixed on a car at high angles of attack the wing starts to stall which is not a desired condition that affects the vehicle stability and performance. As the ride height was reduced, the down-force was increased; at clearances between the suction surface and the ground of less than 0.2 of the chord length c, the down-force is significantly higher. Very close to the ground, at a ride height of less than 0.1c, downforce decreases as the wing stalls. Also, down-force increases as the free-stream velocity (Reynolds number) increases. The pressures for lower and upper surface of the wing increased with increasing both of angle of attack and ride height, but remains relatively ineffective with varying the speeds.

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“…In the case of the performance of single-element front wings with NACA 0015 [21] and 4412 airfoils [22], a comparison between experimental and computational results showed fairly good agreement at ground clearances greater than 0.1 chord lengths. The key to the research and development of aerodynamics of a racing car is to provide sufficient downforce and minimum aerodynamic drag.…”

Section: Introductionmentioning

confidence: 99%

Passive variable rear-wing aerodynamics of an open-wheel racing car

Kajiwara

2017

Automot. Engine Technol.

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A rear wing designed to improve motoring performance and enhance stability during cornering needs to generate a large downforce at a relatively low speed. If the angle of attack of the rear wing is large, then air resistance is increased during high-speed driving, and thus, fuel consumption is increased due to the large drag values. On the other hand, the performance on high-speed cornering will improve overall lap time with an increased angle of attack. To mitigate this disadvantage, we aimed to reduce the angle of attack during high-speed driving to reduce downforce and drag and thus to reduce fuel consumption. Meanwhile, during low-speed driving, for example in cornering, the angle of attack was increased and a large downforce generated to improve driving stability. In order to achieve both goals, we developed a passive-type variable rear wing. This rear wing was designed to have a three-step shape where the second step in the center was designed to swing. We first confirmed the behavior through both computer-aided engineering analysis and wind tunnel experiments, and then we constructed a full-size rear wing and measured the downforce on a student Formula SAE vehicle. The results showed that it is possible to generate a downforce of 80 N at a low speed of 30 km/h (8.3 m/s) and a downforce of 145 N at a high speed of 50 km/h (13.9 m/ s).

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Two-Dimensional Airfoil in Ground Effect, An Experimental and Computational Study

Cited by 47 publications

References 4 publications

Three-dimensional flow characteristics of propeller-propulsion WIG effect vehicle with direct underside pressurization

Three-dimensional flow characteristics of propeller-propulsion WIG effect vehicle with direct underside pressurization

Aerodynamic Characteristics of CLARK-Y Smoothed Inverted Wing with Ground Effects

Passive variable rear-wing aerodynamics of an open-wheel racing car

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