In recent years, the concept of autonomous road vehicles has gained a great deal of technical respectability, with expected fuel benefits arising from running vehicles closely in platoons. However, the aerodynamics of such vehicles travelling in close proximity is still not understood. This paper presents for the first time a detailed study of drag benefits and the flow structure around a platoon of high-sided lorries, through conducting Delayed Detached Eddy Simulations (DDES). The lorry surface pressure and slipstream flow characteristics show good agreement with experimental data. Drag reductions of up to 70% have been observed for all trailing lorries in the platoon. Analysis of the flow field indicated highly turbulent regions on the top and sides of trailing lorries. Turbulent kinetic energy and Reynolds stresses were found to concentrate at the connection region between lorry cab and box. Spectral analysis of the side forces identified oscillating behaviour on each lorry in the platoon due to strong vortex shedding, suggesting that platooning lorries are potentially more likely to develop lateral instabilities than an isolated lorry. The study indicates that autonomous vehicle developers and operators should consider the significant drag reduction benefits of platooning against the risk associated with potential lateral instabilities.
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Technological developments in Connected and Autonomous Vehicles (AVs) have created opportunities to allow groups of vehicles to travel in close proximity, through methods known as platooning. There are potential benefits from platooning in terms of fuel consumption, through a reduction in aerodynamic drag for trailing vehicles in the platoon; however, it is still not understood whether these benefits remain when the platoon is subject to crosswind. For the first time, this study examines the flow structure and aerodynamic response of a platoon of eight closely spaced lorry type vehicles subjected to a crosswind with a 30o yaw angle. The numerical study is conducted using a Delayed Detached Eddy Simulation. It is observed that there is an increase in the overall drag when compared to a similar simulation with no crosswinds. Streamline illustrations indicate that a recirculation region is formed on the leeside of the lorries, which with the chosen vehicle spacing does not exhibit any interactions with the consecutive lorry, resulting in a diminished drag reduction. High pressure on the windward side of the lorries and a low pressure region on the top of the lorry boxes results in high lift, side force and rolling moment coefficients, but relatively minor pitching and yawing moments.
This paper investigates the effects of tornado translation on pressure and overall force experienced by an airfoil subjected to tornado loading and presents a framework to reproduce the flow conditions and effects of a moving tornado. A thin symmetrical airfoil was used to explore the effects of tornado translation on a body. A panel method was used to compute the flow around an airfoil and an idealised tornado is represented using a moving vortex via unsteady potential flow. Analysis showed that the maximum overall pressure at a point was found to increase by up to 20% when the normalised translating velocity was 10% of the tangential velocity, but increases up to 60% when the normalised translating velocity is 30% of the tangential velocity. Investigation on the impact of varying airfoil thickness (Case 2) revealed that the location of the tornado has significant effect on the overall lift force. However, the overall lift force appeared to be largely insensitive to the tornado translation velocity due gross changes in pressure on either side of the airfoil cancelling each other out. Further comparison with varying airfoil sizes and distance to tornado translating path (Case 3) showed that the relative inflow and outflow angle is the primary factor affecting the lift on the airfoil. Additionally, the maximum forces on a body subjected to a moving tornado can be predicted using uniform flow providing that the appropriate range of inflow angles are known. Based on the analysis on the database of National Oceanic and Atmospheric Administration (NOAA), the normalised translation speed of the recorded tornadoes across the EF scales, appears to vary from 0.25 to 0.37, with an average of 0.32 (∼18.8 m/s). Finally, the framework using uniform flow to reproduce the flow conditions which are comparable to those generated by a translating vortex simulator is proposed and discussed in detail.
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