Aerodynamic Drag on Vehicles in Tunnels

1969 ◽  
Vol 91 (4) ◽  
pp. 694-706 ◽  
Author(s):  
S. William Gouse ◽  
B. S. Noyes ◽  
J. K. Nwude ◽  
M. C. Swarden
Keyword(s):  
Laminar Flow ◽  
Drag Coefficient ◽  
Surface Area ◽  
Incompressible Flow ◽  
High Speed ◽  
Aerodynamic Drag ◽  
Diameter Ratio ◽  
Infinite Body ◽  
Tunnel Wall ◽  
Wetted Surface Area

The purpose of this study was to investigate the aerodynamic drag on vehicles moving in guideways of varying degrees of enclosure. The reason for this study was that several potential high speed ground transport system concepts involve high speed motion of vehicles in enclosed guideways for significant portions of their travel time. Analytical and experimental investigations have been carried out. The analytical studies developed the solution for the aerodynamic drag on a vehicle in an enclosed guideway in laminar flow. The analysis is based on an analogy between the governing equations for the unsteady flow resulting when an infinite body is started impulsively from rest and the steady flow that results from steady motion of a semi-infinite body. The results of this analysis for laminar flow provided a base from which to begin in turbulent flow and were used to justify the basing of a drag coefficient on the wetted surface area of a vehicle rather than the frontal area of a vehicle. Preliminary experiments were executed using spheres as vehicle models. Final experimental studies were carried out using cylindrical models in circular tunnels of various lengths and various degrees of wall porosity. A drop testing apparatus was employed and results were obtained for Reynolds number of the order of 5 · 105. Results to date indicate that for vehicle length-diameter ratios of the order of 15 and above, with tunnel to vehicle diameter ratios of 1.5 and greater, a drag coefficient based on the wetted surface area of the vehicle is independent of the vehicle length-diameter ratio for incompressible flow. Results also indicate that, for incompressible flow, employing a tunnel model with a closed end simulates a tunnel length-diameter ratio of infinity. Tunnel wall porosity, assuming relatively unobstructed motion of fluid outside the porous wall, has a marked effect on decreasing the aerodynamic drag on vehicles moving in enclosed guideways and that for the range of variables investigated (clearance ratio as low as 1.4) tunnel wall porosity of 20 per cent is adequate for all the significant drag reduction that is possible. Qualitative predictions of loss coefficient analytical modeling and literature on transonic flow wind tunnel testing with porous walls are in agreement with the data presented.

scholarly journals Analysis of trimaran-pentamaran side hull location based on clearance and staggers with stern form variations

2018 ◽  
Vol 67 ◽  
pp. 04003
Author(s):  
Yanuar ◽  
Wiwin Sulistyawati ◽  
R. Joshua Yones ◽  
Samodero Mahardika
Keyword(s):  
Surface Area ◽  
Optimum Design ◽  
High Speed ◽  
Frictional Resistance ◽  
Experimental Tests ◽  
Hull Form ◽  
Negative Interference ◽  
Friction Resistance ◽  
Resistance Reduction ◽  
Wetted Surface Area

An optimum design of ship is to achieve the required speed with minimum power requirements. On multihull, sidehull position against to mainhull influences the friction resistance and its stability. Frictional resistance of multi-hull increases due to the addition of wetted surface area of hull, but wave making resistance can be lowered by a slender hull form. This research are experimental tests of trimaran with five Wigley hulls on a combination transom and without transom. The test varied on stagger, clearance and trim at several speeds. A ship with formation arrow tri-hull on forward was given to prove the resistance reduction due to cancellation wave which was indicated by negative interference. The influence diverse position of sidehull has shown that model non-transom (NT) stern moreover give beneficial resistance than model with transom (WT) at high speed. Similarly, in the trim conditions that NT more favorable on trim specifically for high speed depending on the position of the sidehull to the mainhull.

A new moving model test method for the measurement of aerodynamic drag coefficient of high-speed trains based on machine vision

2017 ◽  
Vol 232 (5) ◽  
pp. 1425-1436 ◽  
Author(s):  
Zhiwei Li ◽  
Mingzhi Yang ◽  
Sha Huang ◽  
Dan Zhou
Keyword(s):  
Machine Vision ◽  
Drag Coefficient ◽  
Model Test ◽  
High Speed ◽  
Aerodynamic Drag ◽  
Full Scale ◽  
Test Method ◽  
Test Accuracy ◽  
Friction Resistance ◽  
Aerodynamic Drag Coefficient

A moving model test method has been proposed to measure the aerodynamic drag coefficient of a high-speed train based on machine vision technology. The total resistance can be expressed as the track friction resistance and the aerodynamic drag according to Davis equation. Cameras are set on one side of the track to capture the pictures of the train, from which the line marks on the side surface of the train are extracted and analyzed to calculate the speed and acceleration of the train. According to Newton’s second law, the aerodynamic drag coefficient can be resolved through multiple tests at different train speeds. Comparisons are carried out with the full-scale coasting test, wind tunnel test, and numerical simulation; good agreement is obtained between the moving model test and the full-scale field coasting test with difference within 1.51%, which verifies that the method proposed in this paper is feasible and reliable. This method can accurately simulate the relative movement between the train, air, and ground. The non-contact measurement characteristic will increase the test accuracy, providing a new experimental method for the aerodynamic measurement.

Sting-free measurements of sphere drag in laminar flow

1972 ◽  
Vol 54 (3) ◽  
pp. 385-392 ◽  
Author(s):  
M. Vlajinac ◽  
E. E. Covert
Keyword(s):  
Wind Tunnel ◽  
Laminar Flow ◽  
Drag Coefficient ◽  
Primary Source ◽  
Reynolds Numbers ◽  
Range Data ◽  
Tunnel Wall ◽  
Balance System ◽  
Flow Drag ◽  
Sphere Drag

An aerodynamic investigation was conducted to determine the laminar-flow drag coefficient of spheres of various sizes in a subsonic wind tunnel. The tests were conducted using the M.I.T.-N.A.S.A. prototype magnetic-balance system. By measuring the drag of different sized spheres without model support interference the tunnel wall effect can be deduced. The present results indicate that the classical wind tunnel correction does not completely account for the effects of model size and wall interference. That is, the corrected drag coefficient data for the different sphere sizes differ among themselves in the region of Reynolds number overlap.A comparison of the present sphere drag results with those of numerous other investigations including free-flight and ballistic-range data is given. The drag coefficients presented here are slightly lower than those of other workers for Reynolds numbers ranging from 20 000 to 150 000, but fall between the limits of experimental scatter for Reynolds numbers from 150 000 to 260 000.An analysis of the estimated error in the present data indicates the primary source to be measurement of the wind tunnel parameters rather than errors resulting from the balance system.

scholarly journals Experimental Investigation of Aerodynamic Characteristics of Bat Carcasses after Collision with a Wind Turbine

2019 ◽  
Author(s):  
Shivendra Prakash ◽  
Corey D. Markfort
Keyword(s):  
Drag Coefficient ◽  
High Speed ◽  
Wind Farm ◽  
Time Series Data ◽  
Aerodynamic Drag ◽  
Turbine Blades ◽  
Wind Farms ◽  
Measured Data ◽  
Series Data ◽  
Ballistic Model

Abstract. Large number of bat fatalities have been reported in wind energy facilities in different parts of the world. The wind farm regulators are required to monitor the bat fatalities by conducting carcass survey in the wind farms. Previous studies have implemented ballistic model to characterize the carcass fall zone after strike with turbine blades. Ballistic model contains the aerodynamic drag force term which is dependent upon carcass drag coefficient. The bat carcass drag coefficient is highly uncertain and of which no measurement is available. This manuscript introduces a new methodology for bat carcass drag coefficient estimation. Field investigation at Macksburg wind farm resulted in the discovery of three bat species: Eastern Red bat (Lasiurus borealis), Hoary bat (Lasiurus cinereus) and Evening bat (Nycticeius humeralis). Carcass drop experiments were performed from a dropping platform at finite height and carcass position time series data was recorded using a high-speed camera. Falling carcasses were subjected to aerodynamic drag and gravitational force. Carcasses were observed to undergo rotation; often rotating around multiple axes simultaneously and lateral translation. The carcass complex fall dynamics along with drop from limited height prohibits it from attaining the terminal velocity. Under this limitation, drag coefficient can be estimated by fitting ballistic model to the measured data. A new multivariable optimization algorithm was performed to find the best-fit of the ballistic model to the measured data resulting in an optimized drag coefficient estimate. Sensitivity analysis demonstrated significant variation in drag coefficient with small a change in initial position highlighting the chaotic nature of carcass fall dynamics. Based on the limited sampling, the bat carcass drag coefficient range was found to be between 0.70–1.23.

Gliding flight: drag and torque of a hawk and a falcon with straight and turned heads, and a lower value for the parasite drag coefficient

2000 ◽  
Vol 203 (24) ◽  
pp. 3733-3744 ◽  
Author(s):  
V.A. Tucker
Keyword(s):  
Wind Tunnel ◽  
Mathematical Models ◽  
Drag Coefficient ◽  
High Speed ◽  
Aerodynamic Drag ◽  
The Body ◽  
Head Turning ◽  
Drag Coefficients ◽  
Spiral Path ◽  
Gliding Flight

Raptors - falcons, hawks and eagles in this study - such as peregrine falcons (Falco peregrinus) that attack distant prey from high-speed dives face a paradox. Anatomical and behavioral measurements show that raptors of many species must turn their heads approximately 40 degrees to one side to see the prey straight ahead with maximum visual acuity, yet turning the head would presumably slow their diving speed by increasing aerodynamic drag. This paper investigates the aerodynamic drag part of this paradox by measuring the drag and torque on wingless model bodies of a peregrine falcon and a red-tailed hawk (Buteo jamaicensis) with straight and turned heads in a wind tunnel at a speed of 11.7 m s(−)(1). With a turned head, drag increased more than 50 %, and torque developed that tended to yaw the model towards the direction in which the head pointed. Mathematical models for the drag required to prevent yawing showed that the total drag could plausibly more than double with head-turning. Thus, the presumption about increased drag in the paradox is correct. The relationships between drag, head angle and torque developed here are prerequisites to the explanation of how a raptor could avoid the paradox by holding its head straight and flying along a spiral path that keeps its line of sight for maximum acuity pointed sideways at the prey. Although the spiral path to the prey is longer than the straight path, the raptor's higher speed can theoretically compensate for the difference in distances; and wild peregrines do indeed approach prey by flying along curved paths that resemble spirals. In addition to providing data that explain the paradox, this paper reports the lowest drag coefficients yet measured for raptor bodies (0.11 for the peregrine and 0.12 for the red-tailed hawk) when the body models with straight heads were set to pitch and yaw angles for minimum drag. These values are markedly lower than value of the parasite drag coefficient (C(D,par)) of 0.18 previously used for calculating the gliding performance of a peregrine. The accuracy with which drag coefficients measured on wingless bird bodies in a wind tunnel represent the C(D,par) of a living bird is unknown. Another method for determining C(D,par) selects values that improve the fit between speeds predicted by mathematical models and those observed in living birds. This method yields lower values for C(D,par) (0.05-0.07) than wind tunnel measurements, and the present study suggests a value of 0.1 for raptors as a compromise.

scholarly journals Numerical Investigation of Aerodynamic Drag and Pressure Waves in Hyperloop Systems

Mathematics ◽  
2020 ◽  
Vol 8 (11) ◽  
pp. 1973
Author(s):  
Thi Thanh Giang Le ◽  
Kyeong Sik Jang ◽  
Kwan-Sup Lee ◽  
Jaiyoung Ryu
Keyword(s):  
Wave Propagation ◽  
Drag Coefficient ◽  
Speed Of Sound ◽  
High Speed ◽  
Aerodynamic Drag ◽  
Propagation Speed ◽  
Pressure Waves ◽  
Wave Propagation Speed ◽  
Pod Length ◽  
Very High

Hyperloop is a new, alternative, very high-speed mode of transport wherein Hyperloop pods (or capsules) transport cargo and passengers at very high speeds in a near-vacuum tube. Such high-speed operations, however, cause a large aerodynamic drag. This study investigates the effects of pod speed, blockage ratio (BR), tube pressure, and pod length on the drag and drag coefficient of a Hyperloop. To study the compressibility of air when the pod is operating in a tube, the effect of pressure waves in terms of propagation speed and magnitude are investigated based on normal shockwave theories. To represent the pod motion and propagation of pressure waves, unsteady simulation using the moving-mesh method was applied under the sheer stress transport k–ω turbulence model. Numerical simulations were performed for different pod speeds from 100 to 350 m/s. The results indicate that the drag coefficient increases with increase in BR, pod speed, and pod length. In the Hyperloop system, the compression wave propagation speed is much higher than the speed of sound and the expansion wave propagation speed that experiences values around the speed of sound.

Steady and Unsteady Laminar Flow Past an Equilateral Triangular Cylinder for Two Different Orientations

2007 ◽  
Author(s):  
Zakir Faruquee ◽  
Temitope V. Olatunji
Keyword(s):  
Fluid Flow ◽  
Laminar Flow ◽  
Drag Coefficient ◽  
Incompressible Flow ◽  
Vortex Shedding ◽  
Equilateral Triangle ◽  
Downstream Side ◽  
Flow Past

Unconfined fluid flow past an equilateral triangle was numerically studied for laminar incompressible flow. Two configurations of the cylinder were studied. In the first configuration; a vertex was placed upstream and a side was placed in the downstream position normal to the flow, while in the second configuration; the orientation of the triangle was reversed, i.e. the side normal to the flow was placed upstream and a vertex was placed at the downstream. Both steady and unsteady simulations were performed at 30 ≤ Re ≤ 150. The results clearly show that the orientation of the triangle with the vertex at the downstream side stabilized the flow and delayed the onset of vortex shedding. Significant differences of drag coefficient, wake length, and velocity distributions were found between the two orientations of the equilateral triangle.

scholarly journals Experimental investigation of aerodynamic characteristics of bat carcasses after collision with a wind turbine

2020 ◽  
Vol 5 (2) ◽  
pp. 745-758 ◽  
Author(s):  
Shivendra Prakash ◽  
Corey D. Markfort
Keyword(s):  
Drag Coefficient ◽  
Wind Turbine ◽  
High Speed ◽  
Wind Farm ◽  
Aerodynamic Drag ◽  
Turbine Blades ◽  
Terminal Velocity ◽  
Maximum Distance ◽  
Series Data ◽  
Measured Velocity

Abstract. A large number of bat fatalities have been reported in wind energy facilities in different regions globally. Wind farm operators are required to monitor bat fatalities by conducting carcass surveys at wind farms. A previous study implemented the ballistics model to characterize the carcass fall zone distributions after a bat is struck by turbine blades. The ballistics model considers the aerodynamic drag force term, which is dependent upon the carcass drag coefficient. The bat carcass drag coefficient is highly uncertain; no measurement of it is available. This paper introduces a methodology for bat carcass drag coefficient estimation. Field investigation at Macksburg wind farm resulted in the discovery of three bat species: the hoary bat (Lasiurus cinereus), eastern red bat (Lasiurus borealis), and evening bat (Nycticeius humeralis). Carcass drop experiments were performed from a dropping platform at finite height, and carcass position time series data were recorded using a high-speed camera. Falling carcasses were subjected to aerodynamic drag and gravitational forces. Carcasses were observed to undergo rotation, often rotating around multiple axes simultaneously, as well as lateral translation. The complex fall dynamics, along with drop from a limited height, prohibit the carcasses from attaining terminal velocity. Under this limitation, the drag coefficient is estimated by fitting a ballistics model to the measured velocity. Multivariable optimization was performed to fit the ballistics model to the measured velocity resulting, in an optimized estimate of the drag coefficient. A sensitivity analysis demonstrated significant variation in the drag coefficient with a small change in initial position, highlighting the chaotic nature of carcass fall dynamics. Based on the limited sample, the bat carcass drag coefficient and terminal velocity were found to be between 0.70–1.23 and 6.63–17.57 m s−1, respectively. The maximum distance carcasses are predicted to fall after impact with a typical utility-scale onshore wind turbine was computed using a 2-D ballistics model. Based on the range of drag coefficients found in this study, hoary and evening bats are estimated to fall within the rotor plane up to a maximum distance of 92 and 62 m, respectively, from the wind turbine tower. The ballistics model of carcasses after being struck by wind turbine blades can be used to obtain fall distributions for bats, guide carcass survey efforts, and correct survey data for limited or unsearched areas.

EXPERIMENTS WITH STEPPED PLANING HULLS FOR SPECIAL OPERATIONS CRAFT

2014 ◽  
Vol 156 (B2) ◽  
Author(s):  
M G Morabito ◽  
M E Pavkov
Keyword(s):  
Surface Area ◽  
High Speed ◽  
Single Step ◽  
Step Height ◽  
Reduced Model ◽  
Special Operations ◽  
Wide Range ◽  
Speed Regime ◽  
Wetted Surface Area ◽  
Short Method

Many of today’s special operations craft and high-speed patrol boats can operate at volume Froude numbers high enough to justify the use of a stepped planing hull; however most of these boats are un-stepped. This paper describes experiments to determine the effect of adding a single step into the bottom of a planing hull with loading parameters consistent with modern special operations craft. In contrast to multi-step pleasure craft, which can operate at volumetric Froude numbers of 10, special operations craft often operate at volumetric Froude numbers of around 5, owing to the increased payload and decreased speed. Previous towing tests on a variety of stepped hull configurations indicated that a promising configuration for special operations craft may be a single step located near the transom (alternatively known as a hydrodynamic transom forward of the stern). The present experiments investigate this configuration further, by testing a single-step hull, with step located at 25% of the length forward of the transom. The step height is systematically varied to observe the effect on resistance, trim, wetted surface area and porpoising stability over a wide range of speeds. Of the configurations tested, the best reduced model resistance by 25% at the highest speeds tested, while increasing resistance by 10% in the hump speed regime. The stepped hulls tested had porpoising limits similar to conventional planing monohulls. A short method is provided to illustrate when a stepped hull may be advantageous for a given design.

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