Parametric Optimization of Wheel Spoke Structure for Drag Reduction of an Ahmed Body

The wheels have a considerable influence on the aerodynamic properties and can contribute up to 25%of the total drag on modern vehicles.In this study,the effect of the wheel spoke structure on the aerodynamic performance of the isolated wheel is investigated.Subsequently,the 35°Ahmed body with an optimized spoke structure is used to analyze the flow behavior and the mechanism of drag reduction.The Fluent software is employed for this investigation,with an inlet velocity of 40 m/s.The accuracy of the numerical study is validated by comparing it with experimental results obtained from the classical Ahmed model.To gain a clearer understanding of the effects of the wheel spoke parameters on the aerodynamics of both the wheel and Ahmedmodel,and five design variables are proposed:the fillet angleα,the inside arc radius R1,the outside radius R2,and the same length of the chord L1 and L2.These variables characterize the wheel spoke structure.The Optimal Latin Hypercube designmethod is utilized to conduct the experimental design.Based on the simulation results of various wheel spoke designs,the Kriging model and the adaptive simulated annealing algorithm is selected to optimize the design parameters.The objective is to achieve the best combination for maximum drag reduction.It is indicated that the optimized spoke structure resulted in amaximum drag reduction of 5.7%and 4.7%for the drag coefficient of the isolated wheel and Ahmed body,respectively.The drag reduction is primarily attributed to changes in the flow state around the wheel,which suppressed separation bubbles.Additionally,it influenced the boundary layer thickness around the car body and reduced the turbulent kinetic energy in the wake flow.These effects collectively contributed to the observed drag reduction.

Numerical Simulation on Flow Control for Drag Reduction of Revolution Body Using Dimpled Surface

Numerical simulation on the flow fields near the dimpled and the smooth revolution bodies are performed and compared by using SST k-ω turbulence model, to explain the reasons of friction and base drag reductions on the bionic dimpled surface and the control behaviors of dimpled surface to boundary layer near wall of the revolution body. The simulation results show that the dimpled surface reduces the skin friction drag through reducing the velocity gradient and turbulent intensity, and reduces the base drag through weakening the pumping action on the flow behind the revolution body caused by the external flow; the low speed rotating vortexes in the dimples segregate the external flow and the revolution body; and the low speed rotating vortexes forming in the bottom of dimples can produce negative skin friction.

逆向射流对高超声速升力体构型的减阻特性研究

在高超声速飞行过程中,飞行器往往会面临巨大的阻力,严重限制了其飞行性能,并增加了飞行器表面的热负荷和材料应力。针对这一问题,通过数值模拟系统地分析了射流孔数量、位置和攻角对升力体减阻性能的影响。研究结果表明,随着射流孔数量的增加,整体减阻率显著提高,有效降低了升力体头部的高压区域,但也导致四周流场的不稳定性增强。射流孔位置对激波脱体距离和“气膜”厚度具有重要影响。此外,增大攻角会导致整体减阻率下降,但对局部减阻率影响较小,同时会增加上下壁面之间的压差。进一步比较研究发现,在20 km和55 km高空条件下,这3种因素对减阻性能的影响规律保持一致。研究结果为设计高效减阻方案提供了重要参考。

Investigation of vortical flow over bluff bodies with base cavities

Based on our previous research about drag reduction in term of the base cavity length using two dimensional simulations, this paper describes a numerical study of a bluff body of which the number of base cavities is successively increased and the cavity geometries are also modified to assume different shapes. Here we attempt to find an effective configuration to reduce the drag by increasing the number of base cavities. The numerical simulations examining varied number of base cavities reveal the presence of different strength of vortices in the wake zone which is the reason why the drag coefficients are distinctly different for different cases. In the case with double and triple rectangular cavities, we use the pressure contours snapshots at successive time instants to describe the wake evolution. We further investigate the effect of variable base cavity shapes for a constant cavity length at an identical time instant. A total of two different geometries of base cavities are discussed here： the rectangular and the sinusoidal cavities with sharp and rounded trailing edges, respectively. The numerical results reveal that the for- mer is an effective drag reduction configuration which can produce a significant base pressure recovery corresponding to the strength of the vortices shown in the pressure contour figures. While the latter shows no obvious reduction in drag coefficient and a similar intensity of vortex in the wake zone compared with the unmodified case. Reductions in drag are observed for all the investigated cavity configurations, and additionally it is found that the magnitude of the reduction bears a direct relationship with the number of the cavities up to a certain minimum value.

Numerical simulation on drag reduction of revolution body through bionic riblet surface

Numerical simulations of flow fields on the bionic riblet and the smooth revolution bodies were performed based on the SST k-ω turbulence model in order to explain the mechanisms of the skin friction drag reduction, base drag reduction on the riblet surface, and flow control behaviors of riblet surface near the wall. The simulation results show that the riblet surface arranged on the rearward of the revolution body can reduce the skin friction drag by 8.27%, the base drag by 9.91% and the total drag by 8.59% at Ma number 0.8. The riblet surface reduces the skin friction drag by reducing the velocity gradient and turbulent intensity, and reduces the base drag by weakening the pumping action on the dead water region which behind the body of revolution caused by the external flow. The flow control behavior on boundary layer shows that the riblet surface can cut the low-speed flow near the wall effectively, and restrain the low-speed flow concentrating in span direction, thus weaken the instability of the low speed steaks produced by turbulent flow bursting.

Use of bionic inspired surfaces for aerodynamic drag reduction on motor vehicle body panels

Inspired by the successful applications of biological non-smoothness,we introduced bionic non-smooth surfaces as appendices into vehicle body design,aiming to further reduce aerodynamic drag.The size range of the non-smooth units with pits and grooves was determined according to our analysis with the mechanisms underlying non-smooth unit mediated aerodynamic drag reduction.The bionic non-smooth units reported here were designed to adapt the structure of a given vehicle body from the point of boundary layer control that reduces the burst and the loss of turbulent kinetic energy.The engine cover lid and vehicle body cap were individually treated with the non-smooth units,and the treated vehicles were subjected to aerodynamic drag coefficient simulation tests using the computational fluid dynamics(CFD) analysis method.The simulation results showed that,in comparison with smooth surfaces,properly designed non-smooth surfaces can have greater effects on drag reduction.The mechanism underlying drag reduction mediated by non-smooth surfaces was revealed by further analyses,in which the effects of non-smooth and smooth surfaces were directly compared.

Numerical simulation of micro-bubble drag reduction of an axisymmetric body using OpenFOAM

The two-phase micro-bubble flow over an axisymmetric body is investigated using the OpenFOAM framework.The numerical model consists of an Eulerian-Eulerian two-fluid model with closure relationships for the interfacial momentum transfer to capture the multiphase flow,a standard A:-￡*model for the continuous phase and one turbulence model inside the OpenFOAM for the dispersed phase.The bubble sizes are calculated based on the solution of the transport equation of the interfacial area density.The simulations in this work are carried out with different air injection rates and different flow velocities.The effects of bubble size on drag reduction are analyzed.The numerical results are compared against some available experiments and other numerical simulations.The numerical results indicate that the airflow rate and air volume fraction within the boundary layer near the body play important roles in micro-bubble drag reduction.The frictional drag reduction effect by micro bubbles is larger for lower water speed,and the presence of the micro bubbles can increase the pressure resistance of the body.Drag reduction rates are generally higher when the bubble diameter is smaller.

Numerical study of air layer drag reduction of an axisymmetric body in oscillatory motions

The air layer drag reduction(ALDR)of an axisymmetric body in oscillatory motions is investigated in this paper with open source toolbox OpenFOAM.The unsteady Reynolds-averaged Navier-Stokes(URANS)equations are used to determine the viscous flow and the volume of fluid(VOF)model is adopted to capture the interface of the air-water two-phase flow.The k-e turbulence model is adopted to simulate the turbulence.The dynamic mesh technique is applied to model the movement of the axisymmetric body.Firstly,the ALDR results are validated by the experimental data.Then,the effects of the movements of the body on the drag reduction during the ALDR state are investigated.Two representative kinds of movements are considered,namely,the pitch and the heave.The numerical results show that the drag reduction varies during the movements and the average drag reduction rates will be reduced.The variation of the drag reduction is related to the morphological change of the air layer.The heave motion is more likely to reduce the effects of the ALDR than the pitch motion.For both oscillatory motions,the large motion amplitude and the low motion period are not conductive to improving the effects of the ALDR.The effects of the oscillatory motion on the ALDR are more sensitive at high water speeds than at low water speeds.Besides,increasing the air flow ratio can be considered as one way to improve the effects of the ALDR.

动车组车体断面气动外形优化研究

动车组横截面外形与其横风空气动力学性能息息相关,是影响动车组横风效应的关键因素。为了实现动车组横截面的气动外形优化,文中采用一套高效的气动外形优化策略对某型动车组横截面进行优化研究。首先,通过求解N-S方程得到强横风条件下列车周围的流场信息,利用遗传算法寻求全局最优解,利用任意几何变形技术直接改变截面形状和网格,节省重构网格的时间。将三者结合起来,显著地提升了优化效率,极大地节省了优化的时间。其次,优化结束后再对设计空间中的设计点进行统计分析,得到设计变量与优化目标的相关性,得到影响优化效果的关键设计变量,并对其使用Kriging代理模型进行响应面分析,得到关键设计变量与优化目标之间的非线性关系。研究结果可以为动车组在横风条件下的气动外形设计提供一定的技术指导。

超声速钝体逆向喷流减阻的数值模拟研究

为研究逆向喷流技术对超声速钝体减阻的影响,采用标准k-ε湍流模型,通过求解二维Navier-Stokes方程对超声速球头体逆向冷喷流流场进行了数值模拟,并着重分析了喷口总压、喷口尺寸对流场模态和减阻效果的影响。计算结果显示:随着喷流总压的变化,流场可出现两种流动模态,即长射流穿透模态和短射流穿透模态;喷流能使球头体受到的阻力明显减小;存在最大减阻临界喷流总压值(在所研究参数范围内最大减阻可达51.1%);在其它喷流物理参数不变时,随着喷口尺寸的增大,同一流动模态下的减阻效果下降。本文的研究对超声速钝体减阻技术在工程上的应用具有一定的参考价值。

旋成体仿生凹坑表面流场控制减阻仿真分析

应用SSTk-ω湍流模型对仿生凹坑表面旋成体与光滑旋成体进行了对比数值模拟,解释了仿生凹坑表面减小摩擦阻力和压差阻力的原因以及对旋成体近壁区边界层的控制行为。研究结果表明:来流马赫数为0.4时置于旋成体后部的凹坑表面减小了旋成体8.05%的摩擦阻力,1.9%的压差阻力,总阻力减小了6.24%;仿生凹坑表面通过减小壁面的速度梯度和湍流强度减小摩擦阻力,通过减弱外部气流对旋成体截尾底部气流的抽吸作用减小底部阻力;凹坑表面对边界层的控制行为表现为凹坑内部的低速旋转气流造成了凹坑内部气流与凹坑外部气流的气—气接触,形成涡垫效应;同时,旋转气流在凹坑底部产生的摩擦阻力作为一种附加动力产生推动效应。

开缝钝体火焰稳定器的冷态流场分析

利用RNGk ε湍流模型对开缝钝体火焰稳定器的流场进行了数值模拟 ,模拟结果与阻力实验值相符 .对尾迹结构的分析结果表明 :如果选择合适的缝宽比 (δ/D =18% ) ,开缝钝体可同时具有阻力低、火焰稳定性好的特点 ;而在缝宽比δ/D =10 %和δ/D =2 5 %两种情况下 ,由于主、次回流区和中缝流之间的干扰加剧 ,易形成尾迹振荡 ,增加总压损失 .

仿生非光滑用于旋成体减阻的试验研究

基于仿生非光滑表面具有减粘降阻特性的基本思想,通过仿生非光滑表面控制旋成体附壁区的边界层结构来减小旋成体的阻力。利用6因素3水平的正交试验,考察了对旋成体阻力影响较大的6个因素。对具有不同尺寸的凸包、凹坑以及棱纹等形态的非光滑旋成体及光滑旋成体进行了低、亚、超音速风洞试验,并将减阻率作为试验指标。对减阻率的分析表明,三种非光滑表面均能起到减小旋成体阻力的作用,总阻力最大减阻效果为5%左右。用极差法进行正交试验设计分析,得到了影响旋成体阻力因素的主次顺序及最优水平,并探讨了不同仿生表面对旋成体粘性前部阻力(包括表面摩擦阻力及激波阻力等)及底部阻力的不同影响。

宽体客机巡航机翼变弯度减阻技术

针对宽体客机可变弯度机翼,建立了适用于原理性研究的参数化模型,验证了方法的可行性。以CRM机翼为研究对象,开展了前后缘变弯度对气动力、压力分布和展向升力载荷分布的影响分析,研究了巡航速度多个升力状态下的最优变弯度,并对比了单独变后缘弯度和前后缘同时变弯度的差异。研究结果表明:宽体客机机翼前后缘小角度偏转可使气动特性产生较明显变化,其中后缘变弯度的影响更为显著;定升力状态下通过变弯度可改变机翼展向当地攻角及弯度分布,从而减小激波阻力或诱导阻力;在小升力系数时变弯度获得的减阻量不超过0.0001,而较大升力系数时可达0.0010,并同时降低翼根弯矩、改善激波诱导分离;相比于单独变后缘弯度,前后缘同时偏转可在进一步抑制抖振边界附近低头力矩增长的同时获得更大的减阻量。研究过程充分体现了建模方法在避免引入型面质量干扰、提高三维外形及网格生成效率上的优势,得到的原理性结论可为可变弯度机翼技术的工程应用提供参考。

采用尾部隔板降低类客车体阻力的研究

针对类客车体(Ahmed Model)1:1.5模型,采用风洞试验和数值模拟相结合的研究方法,研究了在模型尾部安装多种构型的隔板对气动阻力特性的影响规律。通过分析各种构型隔板对尾流结构和尾部压力分布的影响,初步分析了尾部隔板的减阻机理。研究结果表明:①隔板须根据尾涡结构设计其参数和构型布置,才能达到较理想的减阻效果;②隔板以适当的参数及构型布置时,可以控制尾涡、提高尾部压力、减小压差阻力;③针对该文模型,当隔板宽度为60mm,距尾部后缘10mm,并以3横3纵构型布置时,模型阻力系数降低达15.58%。

车身非光滑表面组合布置对气动特性影响分析

为了研究非光滑表面尺寸及组合布置位置对汽车气动性能的影响.以MIRA阶梯背模型为研究对象,采用CFD与风洞试验相结合的方法对3种不同位置组合模型的气动性能进行了研究,并与光滑表面模型进行对比分析,探讨其减阻机理.结果表明,行李舱盖,车身尾部和车身底部组合布置非光滑单元体减阻效果最佳,减阻率为5.90%.非光滑表面通过改善汽车的尾部涡流,降低了模型压差阻力;同时通过改变近壁面气流的流动状态,降低了车身表面的气流速度,减小车身的摩擦阻力.

MIRA阶梯背模型尾部非光滑表面优化设计方法

为探索车身非光滑表面特征参数的优化设计方法,在MIRA阶梯背模型尾部分别布置凹坑型、凸包型和沟槽型非光滑表面,进行计算仿真和风洞模型试验对比分析不同非光滑单元的减阻效果。以非光滑单元体间距与高度为设计变量,以模型气动阻力系数为优化目标,采用拉丁超抽样方法进行样本设计,建立Kringing近似模型并检验拟合精度,运用NSGA-II遗传优化算法分别对凹坑型、凸包型和沟槽型非光滑表面特征参数进行优化。对比优化前后流场参数,分析车身非光滑表面减阻的机理。仿真结果和风洞试验数据表明优化后的凹坑、凸包及沟槽型非光滑表面模型的气动阻力均进一步减小,减阻率分别达到6.92%、4.03%、4.24%,减阻效果明显。

机身后体装置对阻力的影响

1.引言 切尾运输机的机身后体阻力在总阻力中所占的比例仅次于表面摩阻及诱导阻力。机身后体附近的绕流不仅影响飞机的阻力,而且对空中投放及空中加油也有很大的影响。过去的研究得出底部附加隔板(减阻片)可起到减阻作用。现除了对减阻片的几何尺寸和安装位置需进行优化外,还需探索平尾上附加隔板以及后体台阶的减阻效果,以扩展减阻方案。

高超声速飞行器激波控制减阻技术

针对高超声速飞行器巨大的激波阻力,采用数值方法研究了由钝头体、气动杆和侧向喷流构成的组合模型的减阻性能。侧向喷流将弓形激波推离气动杆,组合模型的再附激波明显弱于传统气动杆模型,其阻力系数比气动杆模型低了33.52%,从而验证了本文组合模型优异的减阻效率。进行了组合模型的影响因素分析,随侧向喷流总压比和气动杆的长度的增加,再附激波强度减弱,减阻效率升高,但减阻效率的变化速率逐渐减小。随喷口位置向下游移动,再附激波逐渐增强,减阻效率降低,且减阻效率的变化速率逐渐增加。此外本文还研究了以上参数对流场结构及钝头体压力峰值位置的影响。

带减阻杆高超声速飞行器外形气动特性研究

采用高超声速风洞测力试验方法测量钝头飞行器头部减阻杆的高超声速气动特性,研究减阻杆的气动减阻原理,分析了多组不同构型减阻杆的减阻效果。结果表明,减阻杆显著减少了钝头飞行器高超声速的阻力,最大的减阻率达到60%之多;减阻效果与减阻杆构型和迎角状态密切相关;减阻杆会诱发稳定性、'热斑'以及非定常脉动等不利问题。