Numerical investigation of flow around a 3D bluff body using deflector plate

Raina, Ankush; Harmain, G.A.; Haq, Mir Irfan Ul

doi:10.1016/j.ijmecsci.2017.08.018

Cited by 13 publications

(11 citation statements)

References 41 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…However, some details of the flow contained in the instantaneous fluctuations were discarded due to the time-averaging operations on the momentum equations (Versteeg & Malalasekera, 2007), thus, the SST k-ω model has been applied to model Reynolds stresses terms in the time-averaged momentum equations to predict the effects of the turbulence. The SST k-ω turbulence model was employed because it (Menter, 1994;Menter et al, 2003) was widely used because of its good prediction abilities for various turbulences and more precise simulations for adverse pressure-gradient boundary layer airflows and separations (ANSYS Inc, 2017;Li et al, 2018;Rahman et al, 2018;Raina et al, 2017).…”

Section: Methodsmentioning

confidence: 99%

“…Thus, for the HSTs (high-speed trains) with a higher speed, the proportion of the aerodynamic drag becomes larger. A HST (high-speed train) desired is usually expected to have the characteristic of high efficiency and low energy consumption (Baker, 2014a;Raghunathan et al, 2002;Raina et al, 2017;Zhang, Wang, et al, 2018), which is closely related to the aerodynamic drag. Thus, A comprehensive understanding of the aerodynamic drag and other performances of the HST cruising at zero yaw is essential for the design and operation of HSTs.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Aerodynamic effects of the gap spacing between adjacent vehicles on wind tunnel train models

Xia

Liu

et al. 2020

Engineering Applications of Computational Fluid Mechanics

View full text Add to dashboard Cite

A certain gap spacing between adjacent vehicles is usually inevitable in wind tunnel force tests of high-speed trains under no crosswind, which may affect the wind tunnel test results. Thus, to understand the influence of gap spacings on the train aerodynamics, the aerodynamic drag, pressure distributions and airflow structures of 1/8th-scale high-speed train models with gap spacings of 0, 5, 8, 10, 20, and 30 mm were studied using RANS based on SST k-ω turbulence model. The simulation method was verified by the wind tunnel experiment data. The results show that the gap spacing significantly affects the airflow structure around inter-car gap and aerodynamic resistances of train models. For the high-speed train model scaled at 1/8th at zero yaw, compared with gap spacing of 0 mm, the gap spacings lead to a significant reduction in the aerodynamic drag of the head car and an increase in that of the tail car, whereas which of the middle car is not significant. The maximum difference of the drag coefficient of the entire train model is smaller than 2.0%. When the gap spacing does not exceed 8 mm, the discrepancies of the drag coefficients of three cars are within 6.15%.

show abstract

Section: Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Aerodynamic effects of the gap spacing between adjacent vehicles on wind tunnel train models

Xia

Liu

et al. 2020

Engineering Applications of Computational Fluid Mechanics

View full text Add to dashboard Cite

show abstract

“…Plasma Actuator 1.110 9.20 Fourrie et al 48 Deflectors 0.310 9.00 Edwige et al 12 Synthetic Jet 0.500 8.61 Boucinha et al 37 Plasma Actuator 0.670 8.00 Joseph et al 8 Pulsed Jets 1.400 8.00 Metka and Gregory 49 Fluidic Oscillators 1.400 7.50 Raina et al 15 Deflectors 0.310 7.00 McNally et al 6 Steady Microjets 1.940 6.00 Wang et al 18 Dimple 2.780 5.20…”

Section: Resultsmentioning

confidence: 99%

“…Recently, several researches have been conducted to study different flow control techniques around standard 25°Ahmed body. These active and passive flow control techniques include steady and pulsed jet flow injection, 4 steady microjet arrays, 5,6 placing vortex generators on the roof of model, 7 experimental and numerical investigation of pulsed jets, [8][9][10] suction/blowing pulsed jets and synthetic jets, [11][12][13] rear diffuser, 14 deflectors, 15,16 flaps, 17 and body surface modification like roughening the surface of Ahmed body. 18 The maximum drag reduction of different flow control techniques implied on Ahmed body are summarized in Table 2.…”

Section: Introductionmentioning

confidence: 99%

Drag reduction of 3D bluff body using SDBD plasma actuators

Kazemi

Ghanooni

Mani

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

View full text Add to dashboard Cite

In the current research, a series of different combinations of plasma SDBD actuators mounted on a simplified road vehicle have been experimentally studied to find the optimum position of the actuators for controlling the flow separation and reducing the vehicle form drag. Separation point of the flow over the rear ramp, large trailing vortices of the standard model, and laminar separation bubble (LSB) of the rear ramp leading edge are among the most significant factors to be controlled. The experiments were conducted at Reynolds numbers ranging from 0.55 × 106 to 1.11 × 106 in a subsonic wind tunnel while the pressure distribution over the model and its streamwise force balance were accurately measured. Significant drag reduction due to the use of DBD actuators was observed. As such, for the range of tested Reynolds numbers, a maximum of 25.1% of drag reduction in the vehicle drag coefficient could be achieved. The optimum combinations of activation voltages (6, 9, and 12 kV) and wave frequencies (6, 10, and 14 kHz) for plasma actuators were also found. Furthermore, it was observed that SDBD actuators mounted on the rear ramp of the model had a deeper impact on the vehicle drag coefficient compared to the other actuators.

show abstract

“…The aerodynamic studies are performed to reduce the lift and drag coefficients. This paper is an extension of the previous work wherein the effect of deflector angle on the different inlet flow velocities was presented [16]. In this article, the aim is to explore the effect of additional flow velocities on drag coefficient, but with a different turbulence model ie k-ɛ model.…”

Section: Introductionmentioning

confidence: 97%

Flow Control Around a 3d-Bluff Body Using Passive Device

Raina

Khajuria

2018

EIJSE

View full text Add to dashboard Cite

This article focuses on the flow control around an Ahmed body using deflector plate. The coefficient of drag was obtained numerically for different flow velocities. The study was carried out using a k-ɛ model for an Ahmed body of 25o rear slant. Grid independence studies were carried out prior to the simulation in order to validate the selected turbulence model. It was observed that coefficient of drag decreases with the increase in flow velocity whereas the lift coefficient increases. A maximum of 13.34 % decrease in drag coefficient was observed for inlet flow velocity of 80 m/s.

show abstract

Numerical investigation of flow around a 3D bluff body using deflector plate

Cited by 13 publications

References 41 publications

Aerodynamic effects of the gap spacing between adjacent vehicles on wind tunnel train models

Aerodynamic effects of the gap spacing between adjacent vehicles on wind tunnel train models

Drag reduction of 3D bluff body using SDBD plasma actuators

Flow Control Around a 3d-Bluff Body Using Passive Device

Contact Info

Product

Resources

About