Separation Flow Control of a Generic Ground Vehicle Using an SDBD Plasma Actuator

Zheng, Hui; Hu, Xianliang; Guo, Peng; Wang, Zewei; Wang, Jingyu

doi:10.3390/en12203805

Cited by 12 publications

(6 citation statements)

References 36 publications

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“…From the 6 SJA method, neither DR nor Count values had connection with the St values. From St 0.1 [47] 12.1 [10], it had low and high reductions, which made it difficult to establish general connection to the actuation frequency, though it supports Kourta et al [14]'s findings.…”

Section: Quantitative Analysismentioning

confidence: 70%

“…Gil [8] reported 1.7% uncertainty in his work. C D measurement accuracy can be increased to 0.05% [10]. The drag reduction is often measured in Count, which is equal to 0.001 C D change compared to the initial.…”

Section: Aerodynamic Dragmentioning

confidence: 99%

“…With higher flowrate (and more jets), larger DR was achieved. In work by Hui et al [10], high frequency (f = 6.7 kHz) plasma flow was induced.…”

Section: Active Systemsmentioning

confidence: 99%

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Quantitative Analysis of Drag Reduction Methods for Blunt Shaped Automobiles

Szodrai

2020

Applied Sciences

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In fluid mechanics, drag related problems aim to reduce fuel consumption. This paper is intended to provide guidance for drag reduction applications on cars. The review covers papers from the beginning of 2000 to April 2020 related to drag reduction research for ground vehicles. Research papers were collected from the library of Science Direct, Web of Science, and Multidisciplinary Digital Publishing Institute (MDPI). Achieved drag reductions of each research paper was collected and evaluated. The assessed research papers attained their results by wind tunnel measurements or calculating validated numerical models. The study mainly focuses on hatchback and notchback shaped ground vehicle drag reduction methods, such as active and passive systems. Quantitative analysis was made for the drag reduction methods where relative and absolute drag changes were used for evaluations.

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Section: Quantitative Analysismentioning

confidence: 70%

Section: Aerodynamic Dragmentioning

confidence: 99%

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Quantitative Analysis of Drag Reduction Methods for Blunt Shaped Automobiles

Szodrai

2020

Applied Sciences

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“…Plasma actuator reduce drag by redirect the air flow around the rear edges, controlling the flow structure in the wake as shown in Figure 5. Meanwhile Hui et al, [11] stated in their paper that when ions collide with neutral particles in the gas around the actuator, the local momentum of airflow in the region is increased and ionic wind is induced thus injecting momentum into the boundary layer. It was observed that the drag reduction (DR) using this flow control becoming less effective at higher wind speed due to limitation of increasing actuator voltage.…”

Section: Active Flow Control 21 Plasma Actuatormentioning

confidence: 99%

Review on Flow Controls for Vehicles Aerodynamic Drag Reduction

Mariaprakasam

Mat²,

Samin³

et al. 2023

ARFMTS

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Reducing aerodynamic drag in automobiles has been one of the focuses in automotive industry as it will increase vehicles performance and reduce power consumption which subsequently save the environment. Drag is a force that tend to pull the vehicle backwards. Pressure drag is the major contributor to drag of vehicle which caused by lower pressure in the rear area compared to front of vehicle. When vehicle moves forward, the stagnation point occurs in the front part of vehicle. The airflow then goes over the vehicle and separate at the back due to adverse pressure gradient. Thus, flow separation is created in the rear area of vehicle as indicated by the wake. Wake is a low-pressure region that need to be reduced so that the pressure between the front and rear could be reduced to minimize the drag. Flow control is introduced to delay this flow separation and it has been categorized as active and passive. Active flow controls require power input while passive flow controls do not need power input. This review article will explore those studies on flow controls applied in automobiles and investigate their working mechanisms along with research gaps detected. Relative comparison of effectiveness for each flow control is unfeasible as the parameters used differs but this problem can be resolved. Standard parameters need to be used in future researches in order address the discrepancy of results obtained from numerous studies around the globe. A current flow control technique is proposed to be conducted in UTM Aerolab to further investigate this interesting flow field.

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“…Comparing the control effects of linear and serpentine plasma actuators on the rear flow field of the tractor-trailer truck by Roy et al [33], it was found that the former fails to reduce the drag, while the latter has a big change in the drag, and obtained the drag drops by more than 14% and 10% at an inflow velocity of 26.8 and 31.3 m/s. At the same time, some researchers use plasma actuators to control the airflow separation on the rear window of the Ahmed model, so as to achieve the purpose of reducing drag [34][35][36].…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Drag Reduction and Optimization of MIRA Model Based on Plasma Actuator

Lai

Can

et al. 2020

Actuators

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Active flow control of surface dielectric barrier discharge (SDBD) plasma is a technology that converts electrical energy into kinetic energy to achieve flow control. Its main application areas are concentrated in the aviation field. Undoubtedly, few studies have applied it in the field of automobile flow control. Meanwhile, during high-speed driving, there is a serious airflow separation phenomenon at the rear of notch-back cars, which brings a large area of negative pressure to the back of the cars. Due to the huge pressure difference between the front and end of the cars, it will increase the driving drag and fuel cost of the car. In this context, we seek to discuss the control effect on the airflow separation at the rear of the notch-back by using the phenomenological numerical simulation method of plasma flow control. Firstly, the plasma actuator is arranged separately on the rear end of the roof, c-pillar, upper and side of the trunk to study the control effect of airflow separation. After that, the plasma actuators at each position are combined and actuated simultaneously. We try to observe the control effect of airflow separation and select the combination with the best drag reduction effect. In the third stage, an efficient global optimization (EGO) algorithm based on kriging response surface is applied to optimize the supply voltage of the best combination that has been obtained before and obtain the driving voltage parameter of each actuator optimized under this combination. The results show that when plasma actuation is applied at four locations, only the actuation applied to the side of the luggage compartment has a significant drag reduction effect, while in other cases, the drag coefficient will increase. Specifically, drag reduction is better when the actuation is applied at four positions simultaneously. The maximum drag reduction coefficient of the car is reduced by 13.17%.

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Separation Flow Control of a Generic Ground Vehicle Using an SDBD Plasma Actuator

Cited by 12 publications

References 36 publications

Quantitative Analysis of Drag Reduction Methods for Blunt Shaped Automobiles

Quantitative Analysis of Drag Reduction Methods for Blunt Shaped Automobiles

Review on Flow Controls for Vehicles Aerodynamic Drag Reduction

Aerodynamic Drag Reduction and Optimization of MIRA Model Based on Plasma Actuator

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