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DOI 10.1007/s00348-009-0770-y
RESEARCH ARTICLE
Received: 15 September 2008 / Revised: 30 September 2009 / Accepted: 2 October 2009 / Published online: 16 October 2009
! Springer-Verlag 2009
1 Introduction
Flow control of separated and complex flows is a challenge
in both academic and industrial research. From the industrial point of view, flow control is a way to increase the
performance of a given vehicle (aeronautics, car manufacturer, naval industry) or of the production apparatus
(chemical industry, energy production). From the academic
point of view, it is an exciting theoretical and experimental
problem implying a good knowledge of the target flow in
order to choose the optimal perturbation to control the
flow. The first step is then to define a control strategy to
modify the flow in order to reach the chosen objective. If
the objective is to reduce the drag or lift forces it is then
important to identify the flow structures that contribute the
most to the aerodynamics forces to be able to choose and to
place properly the actuator.
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Fig. 1 a Side view and upper view of the original Ahmed body with a
30" rear slant. b Schematic view of the rear of the model together with
a sketch of the main flow structures expected over the rear of the
Ahmed body with a rear slant angle 15" B h B 30": recirculation
simplification of the real topology of the flow as demonstrated by Spohn and Gillieron (2002) for the h = 25"
configuration and by Vino et al. (2005) for the h = 30"
configuration, but it is sufficient for the following discussions. In particular, the unsteady characteristics of the flow
would not be considered in order to focus on the timeaveraged structure of the near-wake. One of the main differences in the description of the flow given by Vino et al.
(2005), compared to the one of Ahmed et al. (1984) is that
the separated flow does not reattach over the rear slant
leading to strong interaction with the recirculation torus as
shown also by Gillieron and Chometon (1999). One can
also notice that this sketch shows vortex shedding in the
recirculation bubble, which can be witnessed only in
instantaneous visualizations or measurements. They are
cancelled out by time-averaging, which may be an explanation for the fact that these spanwise vortices were not
observed in other studies. Whatever the exact topology of
the flow, one of the main interest of this geometry is that it
reproduces the main features of the near-wake of a hatchback vehicle. It was also especially useful to demonstrate
the influence of the rear slant angle on the near-wake
structure and on the drag force. In the perspective of flow
control, and more precisely boundary layer manipulation,
the rear part of the Ahmed body has been modified. The new
geometry is detailed in Sect. 2.
From a general point of view, one can distinguish many
different strategies to control a separated flow. Depending
on the configurations and objectives, one can:
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Fig. 2 On the left (a) side view of the bluff-body used in this study.
The front part (on the left of the picture) is similar to the original
Ahmed body while the rear part has a constant radius cross-section
(0.45 m) in order to create an unsteady separation line. The origin of
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The coordinate axis are the following: x is the streamwise direction and is positive downstream, y is the spanwise direction and is positive left, while z is the vertical
direction and is positive upward, as it is the convention in
automotive aerodynamics. The axis system origin is located on the ground at mid-wheelbase and mid-track. The
velocity components (u, v, w) are then defined respectively
along the (x, y, z) axis.
As can be seen in Fig. 3, a fixed raised floor was used
for the measurements. The interest of such a configuration
is to control the boundary layer thickness. It can be seen as
an alternative to a boundary layer suction device. The
raised floor is 3 m wide and 0.052 m thick. The overall
blockage coefficient, including the bluff-body, the raised
floor and its profiled struts, is about 5%. The leading edge
of the raised floor has been covered with sandpaper to
avoid separation and generate a turbulent boundary layer
over the raised floor. It has been checked through visualization and hot-wire velocimetry. The boundary layer
thickness d (reached when u = 0.99 9 Uo) upstream of
the model quickly decreases with tunnel speed: d = 6 9
10-2 m for Uo = 20 m s-1, d = 3.5 9 10-2 m for
Uo = 30 m s-1 and d = 1.6 9 10-2 m for Uo = 40 m s-1.
A detailed analysis of the boundary layer over the raised
floor can be found in Golhke et al. (2008) where it is
clearly shown that the boundary layer is turbulent.
2.3 Experimental measurements
2.3.1 Aerodynamic balance
To evaluate the efficiency of the VGs on the aerodynamic
forces, a six-components aerodynamic balance is used.
Only the results on the drag and lift forces will be discussed. Cd and Cl are respectively the global drag and lift
coefficients, while ClRear is the lift coefficient applied on
the rear-axle. They are defined as:
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Table 1 Reference values of the drag, global lift and rear-axle lift of
the bluff-body for the three freestream velocities
Uo (m s-1)
Cd
Cl
ClRear
20
0.315
0.460
0.193
30
0.291
0.396
0.147
40
0.278
0.352
0.117
Fx
Fz
FzRear
Cd 1
; Cl 1
and ClRear 1
2
2
2
qSU
qSU
0
0
2
2
2qSU0
P & P0
1
2
2qU0
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http://www.citroen.com/CWW/fr-FR/CONCEPTCARS/
C-AIRLOUNGE/Cairlounge_1/).
In these passive control experiments, the VGs are
set along a line parallel to the y axis (Fig. 6), and are moved
downstream along the curved surface. Their position is
given in the curvilinear coordinate s as defined on Fig. 2a).
There are many other parameters which will play an
important role in the efficiency of the VGs. For a given
geometry of the trapezoidal blade, one can still vary four
important parameters:
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cases, the sign of the lift on the rear axle is reversed, i.e. the
model is no longer lifted up but pulled down to the ground.
Such a result is of course very interesting for automotive
applications to improve longitudinal stability of the vehicle. The slight differences between the optimal positions
for drag or lift reduction and the much larger lift reduction
compared to the drag reduction can be explained by the
fact that the lift force is mainly associated to the pressure
distribution over the rear slant. The low pressure over the
rear slant is at the origin of the vertical force pulling
upward the vehicle. The origin of the drag force is more
complex and is also influenced by the longitudinal structure
as will be discussed in the last section. The large lift
reduction shows that the wall pressure distribution is
strongly modified, and the pressure globally increased over
the rear slant by the VG.
In Fig. 11a, the drag evolution is plotted as a function of
the curvilinear position of the vortex line for three different
spacings for the VGs (k = 15, 20 and 25 mm) and for the
a = 120" configuration. As mentioned previously, the VGs
are regularly distributed along the width of the model so
that the k = 25 mm configuration is obtained with 13 VGs.
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Cd
Reference
flow
Complete
line
14 VGs in
the center
4 VGs on
each side
0.315
0.280
0.272
0.334
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Table 3 Maximum drag and lift reduction for the three freestream
velocities. One can also notice the strong reduction of the rear axle
lift. For the sake of comparison with a common aerodynamic device,
a rear spoiler has also been tested. The results are given in the
parenthesis next to reductions obtained with the VGs
Uo
(m s-1)
20
-14 (-6.3)
-44.4 (-62.8)
-89.4 (-107.3)
30
-11.3 (-0.3)
-38.4 (-57.8)
-92.2 (-107.5)
40
-10.6 (?2.88)
-39.0 (-52.8)
-99.2 (-109)
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Fig. 15 Contour plots of drag and lift reduction obtained for three
freestream velocities: U0 = 20 m s-1 (a, b), U0 = 30 m s-1 (c, d)
and U0 = 40 m s-1 (e, f). Drag reduction are shown on the left
column and the lift reduction on the right one. Each contour plot gives
a global view of the influence of both the position of the line of vortex
generators and of the angle of the blades compared to the wall. It
represents as much as 390 drag and lift measurements
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Fig. 16 Evolution of the boundary layer along the curved rear part of
the model without Vortex Generators for Uo = 20 m s-1. The
boundary layer grows from d & 1.7 9 10-2 m on the top of the
model (s = -0.102 m) to d & 3.5 9 10-2 m on the rounded rear
slant upstream the separation (s = -0.210 m) and in the region
where the drag reduction is the highest
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inflow regions, which are the regions where the highmomentum fluid from above the boundary layer is
taken toward the wall,
outflow regions, which are the regions where the lowmomentum fluid from the boundary layer is taken
outside the boundary layer.
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body and taking into account the pressure drop in the wake.
It leads to the following definition for the drag force Fx:
Z
Z
qu2 dr p0 & pdr
4
Fx qU02 R0 &
5.3 Discussion
The previous results can be interpreted using the relation
between the drag experienced by a body in a flow and its
wake. Indeed, it is possible to evaluate the drag applied on
a body in a stationary flow using the momentum conservation theorem applied on a finite domain containing the
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RS
RS
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C (m2/s)
Reference flow
s = 0.18 m
s = 0.24 m
1.58
2.28
0.87
# #
u 2
dr
1&
U0
RS
Z "" #2 " #2 #
Z
qU02
v
w
dr pt0 & pt dr
U0
U0
2
qU02
Fx
2
Z "
RS
"
RS
5
where pt is the total pressure. The second term in Eq. 5 can
clearly be interpreted as the contribution of the trailing
vortices to the global drag or vortex drag. The vortex
drag then appears to be a simple extension of the induced
drag, but in a more generic and well-suited formulation for
3D bluff-bodies. Finally, from a physical point of view one
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vortex generators is also found. For instance, a clear evolution of the drag and lift as a function of the longitudinal
position of the VG line has been shown, with a welldefined minimum for a position upstream of the natural
separation line. When focusing on two given angles for the
VGs, both configurations exhibit different dependencies on
longitudinal position and transversal spacing. Finally, a
new set-up with motorized VGs is presented. Thanks to
these mechanical vortex generators, the optimal configurations for both drag and lift can be found more easily in
the space parameter (s, a). The importance of both the
location of the VGs and of the angle between the blade and
the wall is clearly confirmed for both drag and lift. It is also
an important step toward a closed-loop experiment
(Beaudoin et al. 2006) as the motorization is not only a
trick for remotely changing the angle between the GVs and
the wall: the angle between the blade and the wall can now
be used as a dynamic parameter in a closed-loop experiment. In such a configuration, the angle of the VGs changes
as a function of a given input, which can be the freestream
velocity (Beaudoin et al. 2008).
To get a better understanding of the interactions between
the VGs and the overall flow structure, the velocity field in
the near-wake of the bluff-body for three different configurations are compared. An experimental investigation of
the three-dimensional time-averaged flow reveals that the
drag and lift reduction is closely related to the reduction of
the circulation of the streamwise vortices arising on the
side edges of the rear part of the model. It appears that the
vortex generators trigger an early separation leading to a
larger recirculation bubble over the rear slant and a
breakdown of the balance between the separation bubble
and the longitudinal vortices. It also leads to a modification
of their relative contributions to the global drag through
momentum and pressure deficits. As a result, a drag
reduction is clearly associated with a large separation
region and weak streamwise vortices. It is then demonstrated that triggering early separation can be a very efficient way to reduce the total drag of a bluff-body,
specifically when the trailing vortices and the recirculation
bubble interact in the near-wake.
6 Conclusion
An extensive parametric study of the influence of a vortex
generators line on the aerodynamic coefficients of a 3D
bluff-body has been carried out. Both the geometry of the
VGs (small trapezoidal blades) and of the bluff-body
(a modified Ahmed body) are non-conventional. The line
of vortex generators appears to be very efficient for drag
(-12%) and lift reduction (more than -60%). For some
configurations, the lift on the rear axle can even be cancelled out (more than -100%). A strong dependance on
most of the geometrical parameters defining the line of
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