A wind tunnel investigation into the effects of roof curvature on the aerodynamic drag experienced by a light goods vehicle

Roof curvature is used to increase ground vehicle camber and enhance rear-body boat-tailing to reduce aerodynamic drag. Little aerodynamic data is published for light goods vehicles (LGVs) which account for a significant proportion of annual UK licensed vehicle miles. This paper details scale wind tunnel measurements at Re = 1.6 × 106 of a generic LGV utilising interchangeable roof panels to investigate the effects of curved roof profile on aerodynamic drag at simulated crosswinds between -6° and 16°. Optimum magnitudes of roof profile depth and axial location are suggested and the limited dataset indicates that increasing roof curvature is effective in reducing drag over a large yaw range, compared to a flat roof profile. This is primarily due to increased base pressure, possibly from enhanced mixing of longitudinal vortices shed from the rear-body upper side edges and increased turbulent mixing in the near-wake due to the increased effective boat-tail angle

Investigation of the aerodynamic characteristics of a lifting body in ground proximity

The use of cambered hull shapes in the next generation of lighter-than-air vehicles to enhance aerodynamic performance, together with optimized take-off manoeuvre profiles, will require a more detailed understanding of ground proximity effects for such aircraft. A series of sub-scale wind tunnel tests at Re = 1.4 x 106 on a 6:1 prolate spheroid are used to identify potential changes in aerodynamic lift, drag and pitching moment coefficients that are likely to be experienced on the vehicle hull in isolation when in close ground proximity. The experimental data is supported by a preliminary assessment of surface pressure changes using a high order panel method (PANAIR) and RANS CFD simulations to assess the flow structure. The effect of ground proximity, most evident when non-dimensional ground clearance (h/c) < 0.3, is to reduce lift coefficient, increase drag coefficient and increase the body pitching moment coefficient

In Vivo Targeting of Organic Calcium Sensors via Genetically Selected Peptides

AbstractA library of constrained peptides that form stable folded structures was screened for aptamers that bind with high affinity to the fluorescent dye Texas red. Two selected clones had binding constants to Texas red of 25 and 80 pM as phage and binding had minimal effects on the fluorescence of Texas red. The peptides interact with distinct but overlapping regions of Texas red. One peptide bound to X-rhod calcium sensors, which share the same core fluorophore as Texas red. These dyes retained calcium sensitivity when bound to the peptide. This peptide was used to label a fusion protein with X-rhod-5F in vivo, and X-rhod sensed changes in calcium locally. Thus, minimal, constrained peptides can functionally bind to environmentally sensitive dyes or other organic agents in biological contexts, suggesting tools for in vivo imaging and analysis

Comparison of the far-field aerodynamic wake development for three DrivAer model configurations using a cost-effective RANS simulation

The flow field and body aerodynamic loads on the DrivAer reference model have been extensively investigated since its introduction in 2012. However, there is a relative lack of information relating to the models wake development resulting from the different rear-body configurations, particularly in the far-field.Given current interest in the aerodynamic interaction between two or more vehicles, the results from a preliminary CFD study are presented to address the development of the wake from the Fastback, Notchback, and Estateback DrivAer configurations. The primary focus is on the differences in the far-field wake and simulations are assessed in the range up to three vehicle lengths downstream, at Reynolds and Mach numbers of 5.2×106 and 0.13, respectively.Wake development is modelled using the results from a Reynolds-Averaged Navier-Stokes (RANS) simulation within a computational mesh having nominally 1.0×107 cells. This approach was chosen to reflect a simple, cost-effective solution, using an industry-standard CFD solver. Each vehicle configuration has a smooth underbody, with exterior rear-view mirrors. The computational modelling includes a ground simulation set, and all simulations are for zero freestream yaw angle. A mesh sensitivity study was undertaken and the simulation validated against published experimental data for the body pressure distribution and aerodynamic drag.Critical assessment of the results highlights the benefits of focussed mesh refinement and specific numerical strategies for optimum performance of the CFD solver. Comparison of the far-field aerodynamic wake for the three model configurations exhibits significant differences in both extent and structure within the wake region up to three vehicle lengths downstream of the base. Total pressure loss coefficient is used as the primary aerodynamic parameter for analysis. The study is an element of a larger programme related to vehicle wake simulation and strategies are identified for possible wake modelling using simplified, computationally and experimentally efficient, shapes

Extremum seeking control for truck drag reduction

The aerodynamic drag on a heavy truck tractor and semi-trailer combination can be reduced by means of a wind deflector installed on the roof of the tractor cab. The drag reduction is dependent upon the height and shape of the deflector. A variable height deflector has been constructed and tested in a wind-tunnel and on-road. In this paper, an extremum-seeking control scheme is proposed to adjust on-line the deflector height to minimize the aerodynamic drag. The effectiveness of the scheme is evaluated by simulation and its practicality is evaluated

Examination of three candidate technologies for high-lift devices on an aircraft wing

A research programme was initiated to examine three candidate high-lift technologies, which would, if implemented, simplify the mechanical complexity of the multiple component trailing-edge devices traditionally employed on civil transport aircraft. Experimental studies were undertaken with the aim of examining each technology in terms of its potential to favourably influence boundary layer development and improve the aerodynamic characteristics of a high-lift configuration. Preliminary studies of triangular serrated geometries, at the trailing edge of a modified flat plate, highlighted that the ability of the serrations to favourably influence the flow field development over an aft positioned single slotted flap was critically dependent upon the flap lap/gap and deflection angle. Under the test conditions, the serrations were most effective at low flap deflection angles, particularly serrations with a length corresponding to 13% flap chord. Extending these studies to a representative high-lift configuration significantly limited the range of flap laps/gaps and deflection angles over which the serrations were favourable. Furthermore, oil flow visualisation provided evidence of wake structures emanating from serration vertices, corroborating earlier hypotheses and suggesting the flow mechanism by which serrations favourably influenced boundary layer development over the upper surface of the downstream flap. Experiments indicated that when optimised, blowing tangentially from a slot at the trailing edge of the main element over the upper surface of a flap within a three-element high-lift configuration, provided a highly effective means of preventing boundary layer separation and increasing lift. This was corroborated by oil flow visualisation and computational simulations. Maintaining the same momentum coefficient and blowing through discrete orifices at the trailing edge of the main element, proved highly favourable, heightening the increment in lift in comparison to the corresponding tangential slot blowing configuration. Hence, the mass flow rate could be reduced in comparison to the tangential slot blowing configuration, without compromising the aerodynamic performance.EThOS - Electronic Theses Online ServiceGBUnited Kingdo

On the aerodynamics of an enclosed-wheel racing car: an assessment and proposal of add-on devices for a fourth, high-performance configuration of the DrivAer model

A modern benchmark for passenger cars – DrivAer model – has provided significant contributions to aerodynamics-related topics in automotive engineering, where three categories of passenger cars have been successfully represented. However, a reference model for highperformance car configurations has not been considered appropriately yet. Technical knowledge in motorsport is also restricted due to competitiveness in performance, reputation and commercial gains. The consequence is a shortage of open-access material to be used as technical references for either motorsport community or academic research purposes. In this paper, a parametric assessment of race car aerodynamic devices are presented into four groups of studies. These are: (i) forebody strakes (dive planes), (ii) front bumper splitter, (iii) rear-end spoiler, and (iv) underbody diffuser. The simplified design of these add-ons focuses on the main parameters (such as length, position, or incidence), leading to easier manufacturing for experiments and implementation in computational studies. Consequently, a proposed model aims to address enclosed-wheel racing car categories, adapting a simplified, 35% scaled-model DrivAer Fastback shape (i.e. smooth underbody, no wheels, and with side mirrors). Experimental data were obtained at the 8ft x 6ft Cranfield Wind Tunnel using an internal balance for force and moment measurements. The aerodynamic performance of each group of add-on was assessed individually in a range of ride heights over a moving belt. All cases represent the vehicle at a zero-yaw condition, Reynolds number (car length-based) of 4.2 × 106 and Mach number equal to 0.12. The proposed high-performance configuration (DrivAer hp-F) was tested and a respective Reynolds number dependency study is also provided. In line with the open-access concept of the DrivAer model, the CAD geometry and experimental data will be made available online to the international community to support independent studies

Development and application of optical fibre strain and pressure sensors for in-flight measurements

Fibre optic based sensors are becoming increasingly viable as replacements for traditional flight test sensors. Here we present laboratory, wind tunnel and flight test results of fibre Bragg gratings (FBG) used to measure surface strain and an extrinsic fibre Fabry–Perot interferometric (EFFPI) sensor used to measure unsteady pressure. The calibrated full scale resolution and bandwidth of the FBG and EFFPI sensors were shown to be 0.29% at 2.5 kHz up to 600 με and 0.15% at up to 10 kHz respectively up to 400 Pa. The wind tunnel tests, completed on a 30% scale model, allowed the EFFPI sensor to be developed before incorporation with the FBG system into a Bulldog aerobatic light aircraft. The aircraft was modified and certified based on Certification Standards 23 (CS-23) and flight tested with steady and dynamic manoeuvres. Aerobatic dynamic manoeuvres were performed in flight including a spin over a g-range −1g to +4g and demonstrated both the FBG and the EFFPI instruments to have sufficient resolution to analyse the wing strain and fuselage unsteady pressure characteristics. The steady manoeuvres from the EFFPI sensor matched the wind tunnel data to within experimental error while comparisons of the flight test and wind tunnel EFFPI results with a Kulite pressure sensor showed significant discrepancies between the two sets of data, greater than experimental error. This issue is discussed further in the paper

Combinatorial gene therapy accelerates bone regeneration: non-viral dual delivery of VEGF and BMP2 in a collagen-nanohydroxyapatite scaffold.

Vascularization and bone repair are accelerated by a series of gene-activated scaffolds delivering both an angiogenic and an osteogenic gene. Stem cell-mediated osteogenesis in vitro, in addition to increased vascularization and bone repair by host cells in vivo, is enhanced using all systems while the use of the nanohydroxyapatite vector to deliver both genes markedly enhances bone healing

Jetstream 31 National Flying Laboratory: Lift and Drag Measurement and Modelling

Lift and drag flight test data is presented from the National Flying Laboratory Centre, Jetstream 31 aircraft. The aircraft has been modified as a flying classroom for completing flight test training courses, for engineering degree accreditation. The straight and level flight test data is compared to data from 10% and 17% scale wind tunnel models, a Reynolds Averaged Navier Stokes steady-state computational fluid dynamics model and an empirical model. Estimated standard errors in the flight test data are ±2.4%±2.4% in lift coefficient, ±2.7%±2.7% in drag coefficient. The flight test data also shows the aircraft to have a maximum lift to drag ratio of 10.5 at Mach 0.32, a zero lift drag coefficient of 0.0376 and an induced drag correction factor of 0.0607. When comparing the characteristics from the other models, the best overall comparison with the flight test data, in terms of lift coefficient, was with the empirical model. For the drag comparisons, all the models under predicted levels of drag by up to 43% when compared to the flight test data, with the best overall match between the flight test data and the 10% scale wind tunnel model. These discrepancies were attributed to various factors including zero lift drag Reynolds number effects, omission of a propeller system and surface excrescences on the models, as well as surface finish differences