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Search results for: aerodynamic force
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text-center" style="font-size:1.6rem;">Search results for: aerodynamic force</h1> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1504</span> Simulations of NACA 65-415 and NACA 64-206 Airfoils Using Computational Fluid Dynamics</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=David%20Nagy">David Nagy</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This paper exemplifies the influence of the purpose of an aircraft on the aerodynamic properties of its airfoil. In particular, the research takes into consideration two types of aircraft, namely cargo aircraft and military high-speed aircraft and compares their airfoil characteristics using their NACA airfoils as well as computational fluid dynamics. The results show that airfoils of aircraft designed for cargo have a heavier focus on maintaining a large lift force whereas speed-oriented airplanes focus on minimizing the drag force. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20simulation" title="aerodynamic simulation">aerodynamic simulation</a>, <a href="https://publications.waset.org/abstracts/search?q=aircraft" title=" aircraft"> aircraft</a>, <a href="https://publications.waset.org/abstracts/search?q=airfoil" title=" airfoil"> airfoil</a>, <a href="https://publications.waset.org/abstracts/search?q=computational%20fluid%20dynamics" title=" computational fluid dynamics"> computational fluid dynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=lift%20to%20drag%20ratio" title=" lift to drag ratio"> lift to drag ratio</a>, <a href="https://publications.waset.org/abstracts/search?q=NACA%2064-206" title=" NACA 64-206"> NACA 64-206</a>, <a href="https://publications.waset.org/abstracts/search?q=NACA%2065-415" title=" NACA 65-415"> NACA 65-415</a> </p> <a href="https://publications.waset.org/abstracts/137836/simulations-of-naca-65-415-and-naca-64-206-airfoils-using-computational-fluid-dynamics" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/137836.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">388</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1503</span> Research on Aerodynamic Brake Device for High-Speed Train</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=S.%20Yun">S. Yun</a>, <a href="https://publications.waset.org/abstracts/search?q=M.%20Kwak"> M. Kwak </a> </p> <p class="card-text"><strong>Abstract:</strong></p> This study is about an aerodynamic brake device for a high-speed train. In order to apply an aerodynamic brake device, an influence of the aerodynamic brake device on a high-speed train was studied aerodynamically, acoustically and dynamically. Wind tunnel test was conducted to predict an effect of braking distance reduction with a scale model of 1/30. Aerodynamic drag increases by 244% with a brake panel of a 90 degree angle. Braking distance for an emergency state was predicted to decrease by 13%. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20brake" title="aerodynamic brake">aerodynamic brake</a>, <a href="https://publications.waset.org/abstracts/search?q=braking%20distance" title=" braking distance"> braking distance</a>, <a href="https://publications.waset.org/abstracts/search?q=drag%20coefficient" title=" drag coefficient"> drag coefficient</a>, <a href="https://publications.waset.org/abstracts/search?q=high-speed%20train" title=" high-speed train"> high-speed train</a>, <a href="https://publications.waset.org/abstracts/search?q=wind-tunnel%20test" title=" wind-tunnel test"> wind-tunnel test</a> </p> <a href="https://publications.waset.org/abstracts/65559/research-on-aerodynamic-brake-device-for-high-speed-train" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/65559.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">321</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1502</span> Designing an Aerodynamic Braking in Order to Increase Power and Speed of Braking System of Vehicles</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Hamidreza%20Ahmadi">Hamidreza Ahmadi</a>, <a href="https://publications.waset.org/abstracts/search?q=Majid%20Abbasalizadeh"> Majid Abbasalizadeh</a>, <a href="https://publications.waset.org/abstracts/search?q=Ghasem%20Yazdani"> Ghasem Yazdani</a>, <a href="https://publications.waset.org/abstracts/search?q=Masoud%20Ahmadi"> Masoud Ahmadi</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In this paper a special kind of aerodynamic system as a spoiler has been designed and tried to show effects of this devise on braking system of vehicle. Moreover, position of this spoiler has been considered in order to find optimum point from safety and highest rate of braking view for spoiler. Fluent software is our main tool to calculate rate of extra force that is produced by spoiler and this article has been tried to use various figures that are showed effects of spoiler at different speeds, angles and also heights. Other major points in this paper are static pressure of vehicle at different speed and statues. Undoubtedly, shape of spoiler would be very important, so in this investigation spoiler has been designed and proposed after a lot of simulation for different shape of spoiler. In the end, there is very important part as validation since these simulations must be validated by experimental way to prove our claims. In this case, a special kind of BMW has been simulated and results have been compared by experimental results that have been presented by BMW Company. Difference between simulation results and experimental results are very little and it could be a suitable validation for this project. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=drag%20force" title="drag force">drag force</a>, <a href="https://publications.waset.org/abstracts/search?q=down%20force" title=" down force"> down force</a>, <a href="https://publications.waset.org/abstracts/search?q=vehicle" title=" vehicle"> vehicle</a>, <a href="https://publications.waset.org/abstracts/search?q=spoiler" title=" spoiler"> spoiler</a> </p> <a href="https://publications.waset.org/abstracts/12431/designing-an-aerodynamic-braking-in-order-to-increase-power-and-speed-of-braking-system-of-vehicles" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/12431.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">337</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1501</span> Analysis of Aerodynamic Forces Acting on a Train Passing Through a Tornado</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Masahiro%20Suzuki">Masahiro Suzuki</a>, <a href="https://publications.waset.org/abstracts/search?q=Nobuyuki%20Okura"> Nobuyuki Okura</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The crosswind effect on ground transportations has been extensively investigated for decades. The effect of tornado, however, has been hardly studied in spite of the fact that even heavy ground vehicles, namely, trains were overturned by tornadoes with casualties in the past. Therefore, aerodynamic effects of the tornado on the train were studied by several approaches in this study. First, an experimental facility was developed to clarify aerodynamic forces acting on a vehicle running through a tornado. Our experimental set-up consists of two apparatus. One is a tornado simulator, and the other is a moving model rig. PIV measurements showed that the tornado simulator can generate a swirling-flow field similar to those of the natural tornadoes. The flow field has the maximum tangential velocity of 7.4 m/s and the vortex core radius of 96 mm. The moving model rig makes a 1/40 scale model train of single-car/three-car unit run thorough the swirling flow with the maximum speed of 4.3 m/s. The model car has 72 pressure ports on its surface to estimate the aerodynamic forces. The experimental results show that the aerodynamic forces vary its magnitude and direction depends on the location of the vehicle in the flow field. Second, the aerodynamic forces on the train were estimated by using Rankin vortex model. The Rankin vortex model is a simple tornado model which widely used in the field of civil engineering. The estimated aerodynamic forces on the middle car were fairly good agreement with the experimental results. Effects of the vortex core radius and the path of the train on the aerodynamic forces were investigated using the Rankin vortex model. The results shows that the side and lift forces increases as the vortex core radius increases, while the yawing moment is maximum when the core radius is 0.3875 times of the car length. Third, a computational simulation was conducted to clarify the flow field around the train. The simulated results qualitatively agreed with the experimental ones. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20force" title="aerodynamic force">aerodynamic force</a>, <a href="https://publications.waset.org/abstracts/search?q=experimental%20method" title=" experimental method"> experimental method</a>, <a href="https://publications.waset.org/abstracts/search?q=tornado" title=" tornado"> tornado</a>, <a href="https://publications.waset.org/abstracts/search?q=train" title=" train"> train</a> </p> <a href="https://publications.waset.org/abstracts/56105/analysis-of-aerodynamic-forces-acting-on-a-train-passing-through-a-tornado" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/56105.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">236</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1500</span> Aerodynamic Devices Development for Model Aircraft Control and Wind-Driven Bicycle</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Yuta%20Moriyama">Yuta Moriyama</a>, <a href="https://publications.waset.org/abstracts/search?q=Tsuyoshi%20Yamazaki"> Tsuyoshi Yamazaki</a>, <a href="https://publications.waset.org/abstracts/search?q=Etsuo%20Morishita"> Etsuo Morishita</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Several aerodynamic devices currently attract engineers and research students. The plasma actuator is one of them, and it is very effective to control the flow. The actuator recovers a separated flow to an attached one. The actuator is also inversely applied to a spoiler. The model aircraft might be controlled by this actuator. We develop a model aircraft with the plasma actuator. Another interesting device is the Wells turbine which rotates in one direction. The present authors propose a bicycle with the Wells turbine in the wheels. Power reduction is measured when the turbine is driven by an electric motor at the exit of a wind tunnel. Several Watts power reduction might be possible. This means that the torque of the bike can be augmented by the turbine in the cross wind. These devices are tested in the wind tunnel with a three-component balance and the aerodynamic forces and moment are obtained. In this paper, we introduce these devices and their aerodynamic characteristics. The control force and moment of the plasma actuator are clarified and the power reduction of the bicycle is quantified. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamics" title="aerodynamics">aerodynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=model%20aircraft" title=" model aircraft"> model aircraft</a>, <a href="https://publications.waset.org/abstracts/search?q=plasma%20actuator" title=" plasma actuator"> plasma actuator</a>, <a href="https://publications.waset.org/abstracts/search?q=Wells%20turbine" title=" Wells turbine"> Wells turbine</a> </p> <a href="https://publications.waset.org/abstracts/92167/aerodynamic-devices-development-for-model-aircraft-control-and-wind-driven-bicycle" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/92167.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">246</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1499</span> Aerodynamic Interference of Propellers Group with Adjustable Mutual Position</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Michal%20Bia%C5%82y">Michal Biały</a>, <a href="https://publications.waset.org/abstracts/search?q=Krzysztof%20Skiba"> Krzysztof Skiba</a>, <a href="https://publications.waset.org/abstracts/search?q=Zdzislaw%20Kaminski"> Zdzislaw Kaminski</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The research results of the influence of the adjustable mutual position of the propellers for getting optimal lift force on a specially designed bench. The bench consists of frame with electric motors and with attached propellers. Engines were arranged in a matrix of two columns and three rows. The distance between the columns averages from 0 to 20”, while the engine was placed at a height of 8”, 15.5” and 23.6”. By adjusting the tilt of an electric motor, an angle of the propeller in the range of 0° to 60°, by 15° was controlled. Propellers with a diameter of 8" and pitch of 4.5” were driven by brushless model engines Roxxy BL-Outrunner 2827/26 with a power of 110W (each). Rotational speed control of electric motors were realized parallel for all propellers. The speed adjustment was realized using an aggregate of radio-controlled regulators. Electric power supplied to the engines from zero to maximum power, by the setting for every 14W, was controlled by radio system. Measurement system was placed on a laboratory scale. The lift was measured and recorded by an electronic scale. The lift force for different configurations of propellers arrangement was recorded during the test. All propellers were driven in one rotational direction and in different directions when they were in the same pairs. Propellers were driven concurrently and contra-concurrently along one of the columns and along the selected rows. During the tests, except the lift, parameters such as: rotational speed of propellers, voltage and current to the electric engines were recorded. The main aim of the research was to show the influence of aerodynamic interference between the propellers to receive lift force depending on the drive configuration of individual propellers. The research has shown that, this interference exists. The increase of the lift force for a distance between columns above 26.6” was noticed during the driving propellers in different directions. The optimum tilt angle of the propeller was 45°. Furthermore there has been also approx. 12% increase of the lift for propellers driven alternately in column and contra-concurrently in relation to the contra-rotating drive in the row. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic" title="aerodynamic">aerodynamic</a>, <a href="https://publications.waset.org/abstracts/search?q=interference" title=" interference"> interference</a>, <a href="https://publications.waset.org/abstracts/search?q=lift%20force" title=" lift force"> lift force</a>, <a href="https://publications.waset.org/abstracts/search?q=propeller" title=" propeller"> propeller</a>, <a href="https://publications.waset.org/abstracts/search?q=propulsion%20system" title=" propulsion system"> propulsion system</a> </p> <a href="https://publications.waset.org/abstracts/49980/aerodynamic-interference-of-propellers-group-with-adjustable-mutual-position" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/49980.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">344</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1498</span> Aerodynamic Design Optimization of High-Speed Hatchback Cars for Lucrative Commercial Applications</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=A.%20Aravind">A. Aravind</a>, <a href="https://publications.waset.org/abstracts/search?q=M.%20Vetrivel"> M. Vetrivel</a>, <a href="https://publications.waset.org/abstracts/search?q=P.%20Abhimanyu"> P. Abhimanyu</a>, <a href="https://publications.waset.org/abstracts/search?q=C.%20A.%20Akaash%20Emmanuel%20Raj"> C. A. Akaash Emmanuel Raj</a>, <a href="https://publications.waset.org/abstracts/search?q=K.%20Sundararaj"> K. Sundararaj</a>, <a href="https://publications.waset.org/abstracts/search?q=V.%20R.%20S.%20Kumar"> V. R. S. Kumar</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The choice of high-speed, low budget hatchback car with diversified options is increasing for meeting the new generation buyers trend. This paper is aimed to augment the current speed of the hatchback cars through the aerodynamic drag reduction technique. The inverted airfoils are facilitated at the bottom of the car for generating the downward force for negating the lift while increasing the current speed range for achieving a better road performance. The numerical simulations have been carried out using a 2D steady pressure-based k-ɛ realizable model with enhanced wall treatment. In our numerical studies, Reynolds-averaged Navier-Stokes model and its code of solution are used. The code is calibrated and validated using the exact solution of the 2D boundary layer displacement thickness at the <em>Sanal flow choking</em> condition for adiabatic flows. We observed through the parametric analytical studies that the inverted airfoil integrated with the bottom surface at various predesigned locations of Hatchback cars can improve its overall aerodynamic efficiency through drag reduction, which obviously decreases the fuel consumption significantly and ensure an optimum road performance lucratively with maximum permissible speed within the framework of the manufactures constraints. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamics%20of%20commercial%20cars" title="aerodynamics of commercial cars">aerodynamics of commercial cars</a>, <a href="https://publications.waset.org/abstracts/search?q=downward%20force" title=" downward force"> downward force</a>, <a href="https://publications.waset.org/abstracts/search?q=hatchback%20car" title=" hatchback car"> hatchback car</a>, <a href="https://publications.waset.org/abstracts/search?q=inverted%20airfoil" title=" inverted airfoil"> inverted airfoil</a> </p> <a href="https://publications.waset.org/abstracts/89486/aerodynamic-design-optimization-of-high-speed-hatchback-cars-for-lucrative-commercial-applications" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/89486.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">275</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1497</span> Formula Student Car: Design, Analysis and Lap Time Simulation</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Rachit%20Ahuja">Rachit Ahuja</a>, <a href="https://publications.waset.org/abstracts/search?q=Ayush%20Chugh"> Ayush Chugh</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Aerodynamic forces and moments, as well as tire-road forces largely affects the maneuverability of the vehicle. Car manufacturers are largely fascinated and influenced by various aerodynamic improvements made in formula cars. There is constant effort of applying these aerodynamic improvements in road vehicles. In motor racing, the key differentiating factor in a high performance car is its ability to maintain highest possible acceleration in appropriate direction. One of the main areas of concern in motor racing is balance of aerodynamic forces and stream line the flow of air across the body of the vehicle. At present, formula racing cars are regulated by stringent FIA norms, there are constrains for dimensions of the vehicle, engine capacity etc. So one of the fields in which there is a large scope of improvement is aerodynamics of the vehicle. In this project work, an attempt has been made to design a formula- student (FS) car, improve its aerodynamic characteristics through steady state CFD simulations and simultaneously calculate its lap time. Initially, a CAD model of a formula student car is made using SOLIDWORKS as per the given dimensions and a steady-state external air-flow simulation is performed on the baseline model of the formula student car without any add on device to evaluate and analyze the air-flow pattern around the car and aerodynamic forces using FLUENT Solver. A detailed survey on different add-on devices used in racing application like: - front wing, diffuser, shark pin, T- wing etc. is made and geometric model of these add-on devices are created. These add-on devices are assembled with the baseline model. Steady state CFD simulations are done on the modified car to evaluate the aerodynamic effects of these add-on devices on the car. Later comparison of lap time simulation of the formula student car with and without the add-on devices is done with the help of MATLAB. Aerodynamic performances like: - lift, drag and their coefficients are evaluated for different configuration and design of the add-on devices at different speed of the vehicle. From parametric CFD simulations on formula student car attached with add-on devices, there is a considerable amount of drag and lift force reduction besides streamlining the airflow across the car. The best possible configuration of these add-on devices is obtained from these CFD simulations and also use of these add-on devices have shown an improvement in performance of the car which can be compared by various lap time simulations of the car. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20performance" title="aerodynamic performance">aerodynamic performance</a>, <a href="https://publications.waset.org/abstracts/search?q=front%20wing" title=" front wing"> front wing</a>, <a href="https://publications.waset.org/abstracts/search?q=laptime%20simulation" title=" laptime simulation"> laptime simulation</a>, <a href="https://publications.waset.org/abstracts/search?q=t-wing" title=" t-wing"> t-wing</a> </p> <a href="https://publications.waset.org/abstracts/78638/formula-student-car-design-analysis-and-lap-time-simulation" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/78638.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">197</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1496</span> Aerodynamic Interaction between Two Speed Skaters Measured in a Closed Wind Tunnel</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Ola%20Elfmark">Ola Elfmark</a>, <a href="https://publications.waset.org/abstracts/search?q=Lars%20M.%20Bardal"> Lars M. Bardal</a>, <a href="https://publications.waset.org/abstracts/search?q=Luca%20Oggiano"> Luca Oggiano</a>, <a href="https://publications.waset.org/abstracts/search?q=H%CB%9Aavard%20Myklebust"> H˚avard Myklebust</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Team pursuit is a relatively new event in international long track speed skating. For a single speed skater the aerodynamic drag will account for up to 80% of the braking force, thus reducing the drag can greatly improve the performance. In a team pursuit the interactions between athletes in near proximity will also be essential, but is not well studied. In this study, systematic measurements of the aerodynamic drag, body posture and relative positioning of speed skaters have been performed in the low speed wind tunnel at the Norwegian University of Science and Technology, in order to investigate the aerodynamic interaction between two speed skaters. Drag measurements of static speed skaters drafting, leading, side-by-side, and dynamic drag measurements in a synchronized and unsynchronized movement at different distances, were performed. The projected frontal area was measured for all postures and movements and a blockage correction was performed, as the blockage ratio ranged from 5-15% in the different setups. The static drag measurements where performed on two test subjects in two different postures, a low posture and a high posture, and two different distances between the test subjects 1.5T and 3T where T being the length of the torso (T=0.63m). A drag reduction was observed for all distances and configurations, from 39% to 11.4%, for the drafting test subject. The drag of the leading test subject was only influenced at -1.5T, with the biggest drag reduction of 5.6%. An increase in drag was seen for all side-by-side measurements, the biggest increase was observed to be 25.7%, at the closest distance between the test subjects, and the lowest at 2.7% with ∼ 0.7 m between the test subjects. A clear aerodynamic interaction between the test subjects and their postures was observed for most measurements during static measurements, with results corresponding well to recent studies. For the dynamic measurements, the leading test subject had a drag reduction of 3% even at -3T. The drafting showed a drag reduction of 15% when being in a synchronized (sync) motion with the leading test subject at 4.5T. The maximal drag reduction for both the leading and the drafting test subject were observed when being as close as possible in sync, with a drag reduction of 8.5% and 25.7% respectively. This study emphasize the importance of keeping a synchronized movement by showing that the maximal gain for the leading and drafting dropped to 3.2% and 3.3% respectively when the skaters are in opposite phase. Individual differences in technique also appear to influence the drag of the other test subject. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20interaction" title="aerodynamic interaction">aerodynamic interaction</a>, <a href="https://publications.waset.org/abstracts/search?q=drag%20force" title=" drag force"> drag force</a>, <a href="https://publications.waset.org/abstracts/search?q=frontal%20area" title=" frontal area"> frontal area</a>, <a href="https://publications.waset.org/abstracts/search?q=speed%20skating" title=" speed skating"> speed skating</a> </p> <a href="https://publications.waset.org/abstracts/101609/aerodynamic-interaction-between-two-speed-skaters-measured-in-a-closed-wind-tunnel" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/101609.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">131</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1495</span> Application of the Total Least Squares Estimation Method for an Aircraft Aerodynamic Model Identification</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Zaouche%20Mohamed">Zaouche Mohamed</a>, <a href="https://publications.waset.org/abstracts/search?q=Amini%20Mohamed"> Amini Mohamed</a>, <a href="https://publications.waset.org/abstracts/search?q=Foughali%20Khaled"> Foughali Khaled</a>, <a href="https://publications.waset.org/abstracts/search?q=Aitkaid%20Souhila"> Aitkaid Souhila</a>, <a href="https://publications.waset.org/abstracts/search?q=Bouchiha%20Nihad%20Sarah"> Bouchiha Nihad Sarah</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The aerodynamic coefficients are important in the evaluation of an aircraft performance and stability-control characteristics. These coefficients also can be used in the automatic flight control systems and mathematical model of flight simulator. The study of the aerodynamic aspect of flying systems is a reserved domain and inaccessible for the developers. Doing tests in a wind tunnel to extract aerodynamic forces and moments requires a specific and expensive means. Besides, the glaring lack of published documentation in this field of study makes the aerodynamic coefficients determination complicated. This work is devoted to the identification of an aerodynamic model, by using an aircraft in virtual simulated environment. We deal with the identification of the system, we present an environment framework based on Software In the Loop (SIL) methodology and we use Microsoft<sup>TM</sup> Flight Simulator (FS-2004) as the environment for plane simulation. We propose The Total Least Squares Estimation technique (TLSE) to identify the aerodynamic parameters, which are unknown, variable, classified and used in the expression of the piloting law. In this paper, we define each aerodynamic coefficient as the mean of its numerical values. All other variations are considered as modeling uncertainties that will be compensated by the robustness of the piloting control. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aircraft%20aerodynamic%20model" title="aircraft aerodynamic model">aircraft aerodynamic model</a>, <a href="https://publications.waset.org/abstracts/search?q=total%20least%20squares%20estimation" title=" total least squares estimation"> total least squares estimation</a>, <a href="https://publications.waset.org/abstracts/search?q=piloting%20the%20aircraft" title=" piloting the aircraft"> piloting the aircraft</a>, <a href="https://publications.waset.org/abstracts/search?q=robust%20control" title=" robust control"> robust control</a>, <a href="https://publications.waset.org/abstracts/search?q=Microsoft%20Flight%20Simulator" title=" Microsoft Flight Simulator"> Microsoft Flight Simulator</a>, <a href="https://publications.waset.org/abstracts/search?q=MQ-1%20predator" title=" MQ-1 predator"> MQ-1 predator</a> </p> <a href="https://publications.waset.org/abstracts/44416/application-of-the-total-least-squares-estimation-method-for-an-aircraft-aerodynamic-model-identification" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/44416.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">287</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1494</span> Multi-Objective Optimization of an Aerodynamic Feeding System Using Genetic Algorithm</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Jan%20Busch">Jan Busch</a>, <a href="https://publications.waset.org/abstracts/search?q=Peter%20Nyhuis"> Peter Nyhuis</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Considering the challenges of short product life cycles and growing variant diversity, cost minimization and manufacturing flexibility increasingly gain importance to maintain a competitive edge in today’s global and dynamic markets. In this context, an aerodynamic part feeding system for high-speed industrial assembly applications has been developed at the Institute of Production Systems and Logistics (IFA), Leibniz Universitaet Hannover. The aerodynamic part feeding system outperforms conventional systems with respect to its process safety, reliability, and operating speed. In this paper, a multi-objective optimisation of the aerodynamic feeding system regarding the orientation rate, the feeding velocity and the required nozzle pressure is presented. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20feeding%20system" title="aerodynamic feeding system">aerodynamic feeding system</a>, <a href="https://publications.waset.org/abstracts/search?q=genetic%20algorithm" title=" genetic algorithm"> genetic algorithm</a>, <a href="https://publications.waset.org/abstracts/search?q=multi-objective%20optimization" title=" multi-objective optimization"> multi-objective optimization</a>, <a href="https://publications.waset.org/abstracts/search?q=workpiece%20orientation" title=" workpiece orientation"> workpiece orientation</a> </p> <a href="https://publications.waset.org/abstracts/34640/multi-objective-optimization-of-an-aerodynamic-feeding-system-using-genetic-algorithm" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/34640.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">577</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1493</span> Improvement of the Aerodynamic Behaviour of a Land Rover Discovery 4 in Turbulent Flow Using Computational Fluid Dynamics (CFD)</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Ahmed%20Al-Saadi">Ahmed Al-Saadi</a>, <a href="https://publications.waset.org/abstracts/search?q=Ali%20Hassanpour"> Ali Hassanpour</a>, <a href="https://publications.waset.org/abstracts/search?q=Tariq%20Mahmud"> Tariq Mahmud</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The main objective of this study is to investigate ways to reduce the aerodynamic drag coefficient and to increase the stability of the full-size Sport Utility Vehicle using three-dimensional Computational Fluid Dynamics (CFD) simulation. The baseline model in the simulation was the Land Rover Discovery 4. Many aerodynamic devices and external design modifications were used in this study. These reduction aerodynamic techniques were tested individually or in combination to get the best design. All new models have the same capacity and comfort of the baseline model. Uniform freestream velocity of the air at inlet ranging from 28 m/s to 40 m/s was used. ANSYS Fluent software (version 16.0) was used to simulate all models. The drag coefficient obtained from the ANSYS Fluent for the baseline model was validated with experimental data. It is found that the use of modern aerodynamic add-on devices and modifications has a significant effect in reducing the aerodynamic drag coefficient. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamics" title="aerodynamics">aerodynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=RANS" title=" RANS"> RANS</a>, <a href="https://publications.waset.org/abstracts/search?q=sport%20utility%20vehicle" title=" sport utility vehicle"> sport utility vehicle</a>, <a href="https://publications.waset.org/abstracts/search?q=turbulent%20flow" title=" turbulent flow"> turbulent flow</a> </p> <a href="https://publications.waset.org/abstracts/63731/improvement-of-the-aerodynamic-behaviour-of-a-land-rover-discovery-4-in-turbulent-flow-using-computational-fluid-dynamics-cfd" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/63731.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">316</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1492</span> Aerodynamic Analysis of a Frontal Deflector for Vehicles</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=C.%20Mal%C3%A7a">C. Malça</a>, <a href="https://publications.waset.org/abstracts/search?q=N.%20Alves"> N. Alves</a>, <a href="https://publications.waset.org/abstracts/search?q=A.%20Mateus"> A. Mateus</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This work was one of the tasks of the Manufacturing2Client project, whose objective was to develop a frontal deflector to be commercialized in the automotive industry, using new project and manufacturing methods. In this task, in particular, it was proposed to develop the ability to predict computationally the aerodynamic influence of flow in vehicles, in an effort to reduce fuel consumption in vehicles from class 3 to 8. With this aim, two deflector models were developed and their aerodynamic performance analyzed. The aerodynamic study was done using the Computational Fluid Dynamics (CFD) software Ansys CFX and allowed the calculation of the drag coefficient caused by the vehicle motion for the different configurations considered. Moreover, the reduction of diesel consumption and carbon dioxide (CO2) emissions associated with the optimized deflector geometry could be assessed. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=erodynamic%20analysis" title="erodynamic analysis">erodynamic analysis</a>, <a href="https://publications.waset.org/abstracts/search?q=CFD" title=" CFD"> CFD</a>, <a href="https://publications.waset.org/abstracts/search?q=CO2%20emissions" title=" CO2 emissions"> CO2 emissions</a>, <a href="https://publications.waset.org/abstracts/search?q=drag%20coefficient" title=" drag coefficient"> drag coefficient</a>, <a href="https://publications.waset.org/abstracts/search?q=frontal%20deflector" title=" frontal deflector"> frontal deflector</a>, <a href="https://publications.waset.org/abstracts/search?q=fuel%20consumption" title=" fuel consumption"> fuel consumption</a> </p> <a href="https://publications.waset.org/abstracts/17891/aerodynamic-analysis-of-a-frontal-deflector-for-vehicles" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/17891.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">407</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1491</span> Quantification of Aerodynamic Variables Using Analytical Technique and Computational Fluid Dynamics</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Adil%20Loya">Adil Loya</a>, <a href="https://publications.waset.org/abstracts/search?q=Kamran%20Maqsood"> Kamran Maqsood</a>, <a href="https://publications.waset.org/abstracts/search?q=Muhammad%20Duraid"> Muhammad Duraid</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Aerodynamic stability coefficients are necessary to be known before any unmanned aircraft flight is performed. This requires expertise on aerodynamics and stability control of the aircraft. To enable efficacious performance of aircraft requires that a well-defined flight path and aerodynamics should be defined beforehand. This paper presents a study on the aerodynamics of an unmanned aero vehicle (UAV) during flight conditions. Current research holds comparative studies of different parameters for flight aerodynamic, measured using two different open source analytical software programs. These software packages are DATCOM and XLRF5, which help in depicting the flight aerodynamic variables. Computational fluid dynamics (CFD) was also used to perform aerodynamic analysis for which Star CCM+ was used. Output trends of the study demonstrate high accuracies between the two software programs with that of CFD. It can be seen that the Coefficient of Lift (CL) obtained from DATCOM and XFLR is similar to CL of CFD simulation. In the similar manner, other potential aerodynamic stability parameters obtained from analytical software are in good agreement with CFD. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=XFLR5" title="XFLR5">XFLR5</a>, <a href="https://publications.waset.org/abstracts/search?q=DATCOM" title=" DATCOM"> DATCOM</a>, <a href="https://publications.waset.org/abstracts/search?q=computational%20fluid%20dynamic" title=" computational fluid dynamic"> computational fluid dynamic</a>, <a href="https://publications.waset.org/abstracts/search?q=unmanned%20aero%20vehicle" title=" unmanned aero vehicle"> unmanned aero vehicle</a> </p> <a href="https://publications.waset.org/abstracts/89932/quantification-of-aerodynamic-variables-using-analytical-technique-and-computational-fluid-dynamics" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/89932.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">296</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1490</span> Application of a Hybrid Modified Blade Element Momentum Theory/Computational Fluid Dynamics Approach for Wine Turbine Aerodynamic Performances Prediction</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Samah%20Laalej">Samah Laalej</a>, <a href="https://publications.waset.org/abstracts/search?q=Abdelfattah%20Bouatem"> Abdelfattah Bouatem</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In the field of wind turbine blades, it is complicated to evaluate the aerodynamic performances through experimental measurements as it requires a lot of computing time and resources. Therefore, in this paper, a hybrid BEM-CFD numerical technique is developed to predict power and aerodynamic forces acting on the blades. Computational fluid dynamics (CFD) simulation was conducted to calculate the drag and lift forces through Ansys software using the K-w model. Then an enhanced BEM code was created to predict the power outputs generated by the wind turbine using the aerodynamic properties extracted from the CFD approach. The numerical approach was compared and validated with experimental data. The power curves calculated from this hybrid method were in good agreement with experimental measurements for all velocity ranges. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=blade%20element%20momentum" title="blade element momentum">blade element momentum</a>, <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20forces" title=" aerodynamic forces"> aerodynamic forces</a>, <a href="https://publications.waset.org/abstracts/search?q=wind%20turbine%20blades" title=" wind turbine blades"> wind turbine blades</a>, <a href="https://publications.waset.org/abstracts/search?q=computational%20fluid%20dynamics%20approach" title=" computational fluid dynamics approach"> computational fluid dynamics approach</a> </p> <a href="https://publications.waset.org/abstracts/183094/application-of-a-hybrid-modified-blade-element-momentum-theorycomputational-fluid-dynamics-approach-for-wine-turbine-aerodynamic-performances-prediction" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/183094.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">64</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1489</span> Computational Fluid Dynamics Design and Analysis of Aerodynamic Drag Reduction Devices for a Mazda T3500 Truck</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Basil%20Nkosilathi%20Dube">Basil Nkosilathi Dube</a>, <a href="https://publications.waset.org/abstracts/search?q=Wilson%20R.%20Nyemba"> Wilson R. Nyemba</a>, <a href="https://publications.waset.org/abstracts/search?q=Panashe%20Mandevu"> Panashe Mandevu</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In highway driving, over 50 percent of the power produced by the engine is used to overcome aerodynamic drag, which is a force that opposes a body’s motion through the air. Aerodynamic drag and thus fuel consumption increase rapidly at speeds above 90kph. It is desirable to minimize fuel consumption. Aerodynamic drag reduction in highway driving is the best approach to minimize fuel consumption and to reduce the negative impacts of greenhouse gas emissions on the natural environment. Fuel economy is the ultimate concern of automotive development. This study aims to design and analyze drag-reducing devices for a Mazda T3500 truck, namely, the cab roof and rear (trailer tail) fairings. The aerodynamic effects of adding these append devices were subsequently investigated. To accomplish this, two 3D CAD models of the Mazda truck were designed using the Design Modeler. One, with these, append devices and the other without. The models were exported to ANSYS Fluent for computational fluid dynamics analysis, no wind tunnel tests were performed. A fine mesh with more than 10 million cells was applied in the discretization of the models. The realizable k-ε turbulence model with enhanced wall treatment was used to solve the Reynold’s Averaged Navier-Stokes (RANS) equation. In order to simulate the highway driving conditions, the tests were simulated with a speed of 100 km/h. The effects of these devices were also investigated for low-speed driving. The drag coefficients for both models were obtained from the numerical calculations. By adding the cab roof and rear (trailer tail) fairings, the simulations show a significant reduction in aerodynamic drag at a higher speed. The results show that the greatest drag reduction is obtained when both devices are used. Visuals from post-processing show that the rear fairing minimized the low-pressure region at the rear of the trailer when moving at highway speed. The rear fairing achieved this by streamlining the turbulent airflow, thereby delaying airflow separation. For lower speeds, there were no significant differences in drag coefficients for both models (original and modified). The results show that these devices can be adopted for improving the aerodynamic efficiency of the Mazda T3500 truck at highway speeds. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20drag" title="aerodynamic drag">aerodynamic drag</a>, <a href="https://publications.waset.org/abstracts/search?q=computation%20fluid%20dynamics" title=" computation fluid dynamics"> computation fluid dynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=fluent" title=" fluent"> fluent</a>, <a href="https://publications.waset.org/abstracts/search?q=fuel%20consumption" title=" fuel consumption"> fuel consumption</a> </p> <a href="https://publications.waset.org/abstracts/123948/computational-fluid-dynamics-design-and-analysis-of-aerodynamic-drag-reduction-devices-for-a-mazda-t3500-truck" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/123948.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">138</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1488</span> Aerodynamic Design Optimization of Ferrari F430 Flying Car with Enhanced Takeoff Performance </h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=E.%20Manikandan">E. Manikandan</a>, <a href="https://publications.waset.org/abstracts/search?q=C.%20Chilambarasan"> C. Chilambarasan</a>, <a href="https://publications.waset.org/abstracts/search?q=M.%20Sulthan%20Ariff%20Rahman"> M. Sulthan Ariff Rahman</a>, <a href="https://publications.waset.org/abstracts/search?q=S.%20Kanagaraj"> S. Kanagaraj</a>, <a href="https://publications.waset.org/abstracts/search?q=Abhimanyu%20Pugazhandhi"> Abhimanyu Pugazhandhi</a>, <a href="https://publications.waset.org/abstracts/search?q=V.%20R.%20Sanal%20Kumar"> V. R. Sanal Kumar</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The designer of any flying car has the major concern on the creation of upward force with low takeoff velocity, with minimum drag, coupled with better stability and control warranting its overall high performance both in road and air. In this paper, 3D numerical simulations of external flow of a Ferrari F430 fitted with different NACA series rectangular wings have been carried out for finding the best aerodynamic design option in road and air. The principle that allows a car to rise off the ground by creating lift using deployable wings with desirable lifting characteristics is the main theme of our paper. Additionally, the car body is streamlined in accordance with the speed range. Further, the rounded and tapered shape of the top of the car is designed to slice through the air and minimize the wind resistance. The 3D SST k-ω turbulence model has been used for capturing the intrinsic flow physics during the take off phase. In the numerical study, a fully implicit finite volume scheme of the compressible, Reynolds-Averaged, Navier-Stokes equations is employed. Through the detailed parametric analytical studies, we have conjectured that Ferrari F430 can be converted into a lucrative flying car with best fit NACA wing through a proper aerodynamic design optimization. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamics%20of%20flying%20car" title="aerodynamics of flying car">aerodynamics of flying car</a>, <a href="https://publications.waset.org/abstracts/search?q=air%20taxi" title=" air taxi"> air taxi</a>, <a href="https://publications.waset.org/abstracts/search?q=Ferrari%20F430" title=" Ferrari F430"> Ferrari F430</a>, <a href="https://publications.waset.org/abstracts/search?q=roadable%20airplane" title=" roadable airplane"> roadable airplane</a> </p> <a href="https://publications.waset.org/abstracts/89195/aerodynamic-design-optimization-of-ferrari-f430-flying-car-with-enhanced-takeoff-performance" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/89195.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">210</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1487</span> Experimental Studies of Dragonfly Flight Aerodynamics</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Mohd%20Izmir%20Bin%20Yamin">Mohd Izmir Bin Yamin</a>, <a href="https://publications.waset.org/abstracts/search?q=Thomas%20Arthur%20Ward"> Thomas Arthur Ward</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Past aerodynamic studies of flapping wing flight have shown that it has increased aerodynamic performances compared to fixed wing steady flight. One of the dominant mechanisms that is responsible for causing this phenomenon is a leading edge vortex, generated by the flapping motion of a flexible wing. Wind tunnel experiments were conducted to observe the aerodynamic profile of a flapping wing, by measuring the lift, drag and thrust. Analysis was done to explain how unsteady aerodynamics leads towards better power performances than a fixed wing flight. The information from this study can be used as a base line for designing future Bio-mimetic Micro Air Vehicles that are based on flying insect aerodynamic mechanisms. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=flapping%20wing%20flight" title="flapping wing flight">flapping wing flight</a>, <a href="https://publications.waset.org/abstracts/search?q=leading%20edge%20vortex" title=" leading edge vortex"> leading edge vortex</a>, <a href="https://publications.waset.org/abstracts/search?q=aerodynamics%20performances" title=" aerodynamics performances"> aerodynamics performances</a>, <a href="https://publications.waset.org/abstracts/search?q=wind%20tunnel%20test" title=" wind tunnel test"> wind tunnel test</a> </p> <a href="https://publications.waset.org/abstracts/26556/experimental-studies-of-dragonfly-flight-aerodynamics" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/26556.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">386</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1486</span> Nonlinear Aerodynamic Parameter Estimation of a Supersonic Air to Air Missile by Using Artificial Neural Networks</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Tugba%20Bayoglu">Tugba Bayoglu</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Aerodynamic parameter estimation is very crucial in missile design phase, since accurate high fidelity aerodynamic model is required for designing high performance and robust control system, developing high fidelity flight simulations and verification of computational and wind tunnel test results. However, in literature, there is not enough missile aerodynamic parameter identification study for three main reasons: (1) most air to air missiles cannot fly with constant speed, (2) missile flight test number and flight duration are much less than that of fixed wing aircraft, (3) variation of the missile aerodynamic parameters with respect to Mach number is higher than that of fixed wing aircraft. In addition to these challenges, identification of aerodynamic parameters for high wind angles by using classical estimation techniques brings another difficulty in the estimation process. The reason for this, most of the estimation techniques require employing polynomials or splines to model the behavior of the aerodynamics. However, for the missiles with a large variation of aerodynamic parameters with respect to flight variables, the order of the proposed model increases, which brings computational burden and complexity. Therefore, in this study, it is aimed to solve nonlinear aerodynamic parameter identification problem for a supersonic air to air missile by using Artificial Neural Networks. The method proposed will be tested by using simulated data which will be generated with a six degree of freedom missile model, involving a nonlinear aerodynamic database. The data will be corrupted by adding noise to the measurement model. Then, by using the flight variables and measurements, the parameters will be estimated. Finally, the prediction accuracy will be investigated. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=air%20to%20air%20missile" title="air to air missile">air to air missile</a>, <a href="https://publications.waset.org/abstracts/search?q=artificial%20neural%20networks" title=" artificial neural networks"> artificial neural networks</a>, <a href="https://publications.waset.org/abstracts/search?q=open%20loop%20simulation" title=" open loop simulation"> open loop simulation</a>, <a href="https://publications.waset.org/abstracts/search?q=parameter%20identification" title=" parameter identification"> parameter identification</a> </p> <a href="https://publications.waset.org/abstracts/72976/nonlinear-aerodynamic-parameter-estimation-of-a-supersonic-air-to-air-missile-by-using-artificial-neural-networks" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/72976.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">279</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1485</span> Numerical Investigation of Aerodynamic Analysis on Passenger Vehicle</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Cafer%20G%C3%B6rkem%20P%C4%B1nar">Cafer Görkem Pınar</a>, <a href="https://publications.waset.org/abstracts/search?q=I%CC%87lker%20Co%C5%9Far"> İlker Coşar</a>, <a href="https://publications.waset.org/abstracts/search?q=Serkan%20Uzun"> Serkan Uzun</a>, <a href="https://publications.waset.org/abstracts/search?q=Atahan%20%C3%87elebi"> Atahan Çelebi</a>, <a href="https://publications.waset.org/abstracts/search?q=Mehmet%20Ali%20Ersoy"> Mehmet Ali Ersoy</a>, <a href="https://publications.waset.org/abstracts/search?q=Ali%20P%C4%B1narba%C5%9F%C4%B1"> Ali Pınarbaşı</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In this study, it was numerically investigated that a 1:1 scale model of the Renault Clio MK4 SW brand vehicle aerodynamic analysis was performed in the commercial computational fluid dynamics (CFD) package program of ANSYS CFX 2021 R1 under steady, subsonic, and 3-D conditions. The model of vehicle used for the analysis was made independent of the number of mesh elements, and the k-epsilon turbulence model was applied during the analysis. Results were interpreted as streamlines, pressure gradient, and turbulent kinetic energy contours around the vehicle at 50 km/h and 100 km/h speeds. In addition, the validity of the analysis was decided by comparing the drag coefficient of the vehicle with the values in the literature. As a result, the pressure gradient contours of the taillight of the Renault Clio MK4 SW vehicle were examined, and the behavior of the total force at speeds of 50 km/h and 100 km/h was interpreted. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=CFD" title="CFD">CFD</a>, <a href="https://publications.waset.org/abstracts/search?q=k-epsilon" title=" k-epsilon"> k-epsilon</a>, <a href="https://publications.waset.org/abstracts/search?q=aerodynamics" title=" aerodynamics"> aerodynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=drag%20coefficient" title=" drag coefficient"> drag coefficient</a>, <a href="https://publications.waset.org/abstracts/search?q=taillight" title=" taillight"> taillight</a> </p> <a href="https://publications.waset.org/abstracts/150772/numerical-investigation-of-aerodynamic-analysis-on-passenger-vehicle" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/150772.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">143</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1484</span> A Deep Explanation for the Formation of Force as a Foundational Law of Physics by Incorporating Unknown Degrees of Freedom into Space</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Mohsen%20Farshad">Mohsen Farshad</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Information and force definition has been intertwined with the concept of entropy for many years. The displacement information of degrees of freedom with Brownian motions at a given temperature in space emerges as an entropic force between species. Here, we use this concept of entropy to understand the underlying physics behind the formation of attractive and repulsive forces by imagining that space is filled with free Brownian degrees of freedom. We incorporate the radius of bodies and the distance between them into entropic force relation systematically. Using this modified gravitational entropic force, we derive the attractive entropic force between bodies without considering their spin. We further hypothesize a possible mechanism for the formation of the repulsive force between two bodies. We visually elaborate that the repulsive entropic force will be manifested through the rotation of degrees of freedom around the spinning particles. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=entropy" title="entropy">entropy</a>, <a href="https://publications.waset.org/abstracts/search?q=information" title=" information"> information</a>, <a href="https://publications.waset.org/abstracts/search?q=force" title=" force"> force</a>, <a href="https://publications.waset.org/abstracts/search?q=Brownian%20Motions" title=" Brownian Motions"> Brownian Motions</a> </p> <a href="https://publications.waset.org/abstracts/150175/a-deep-explanation-for-the-formation-of-force-as-a-foundational-law-of-physics-by-incorporating-unknown-degrees-of-freedom-into-space" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/150175.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">76</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1483</span> Computational Fluid Dynamics-Coupled Optimisation Strategy for Aerodynamic Design</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Anvar%20Atayev">Anvar Atayev</a>, <a href="https://publications.waset.org/abstracts/search?q=Karl%20Steinborn"> Karl Steinborn</a>, <a href="https://publications.waset.org/abstracts/search?q=Aleksander%20Lovric"> Aleksander Lovric</a>, <a href="https://publications.waset.org/abstracts/search?q=Saif%20Al-Ibadi"> Saif Al-Ibadi</a>, <a href="https://publications.waset.org/abstracts/search?q=Jorg%20Fliege"> Jorg Fliege</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In this paper, we present results obtained from optimising the aerodynamic performance of aerostructures in external ow. The optimisation method used was developed to efficiently handle multi-variable problems with numerous black-box objective functions and constraints. To demonstrate these capabilities, a series of CFD problems were considered; (1) a two-dimensional NACA aerofoil with three variables, (2) a two-dimensional morphing aerofoil with 17 variables, and (3) a three-dimensional morphing aeroplane tail with 33 variables. The objective functions considered were related to combinations of the mean aerodynamic coefficients, as well as their relative variations/oscillations. It was observed that for each CFD problem, an improved objective value was found. Notably, the scale-up in variables for the latter problems did not greatly hinder optimisation performance. This makes the method promising for scaled-up CFD problems, which require considerable computational resources. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=computational%20fluid%20dynamics" title="computational fluid dynamics">computational fluid dynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=optimisation%20algorithms" title=" optimisation algorithms"> optimisation algorithms</a>, <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20design" title=" aerodynamic design"> aerodynamic design</a>, <a href="https://publications.waset.org/abstracts/search?q=engineering%20design" title=" engineering design"> engineering design</a> </p> <a href="https://publications.waset.org/abstracts/152822/computational-fluid-dynamics-coupled-optimisation-strategy-for-aerodynamic-design" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/152822.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">120</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1482</span> Reduction of Aerodynamic Drag Using Vortex Generators</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Siddharth%20Ojha">Siddharth Ojha</a>, <a href="https://publications.waset.org/abstracts/search?q=Varun%20Dua"> Varun Dua</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Classified as one of the most important reasons of aerodynamic drag in the sedan automobiles is the fluid flow separation near the vehicle’s rear end. To retard the separation of flow, bump-shaped vortex generators are being tested for its implementation to the roof end of a sedan vehicle. Frequently used in the aircrafts to prevent the separation of fluid flow, vortex generators themselves produce drag, but they also substantially reduce drag by preventing flow separation at the downstream. The net effects of vortex generators can be calculated by summing the positive and negative impacts and effects. Since this effect depends on dimensions and geometry of vortex generators, those present on the vehicle roof are optimized for maximum efficiency and performance. The model was tested through ANSYS CFD analysis and modeling. The model was tested in the wind tunnel for observing it’s properties such as aerodynamic drag and flow separation and a major time lag was gained by employing vortex generators in the scaled model. Major conclusions which were recorded during the analysis were a substantial 24% reduction in the aerodynamic drag and 14% increase in the efficiency of the sedan automobile as the flow separation from the surface is delayed. This paper presents the results of optimization, the effect of vortex generators in the flow field and the mechanism by which these effects occur and are regulated. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamics" title="aerodynamics">aerodynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20devices" title=" aerodynamic devices"> aerodynamic devices</a>, <a href="https://publications.waset.org/abstracts/search?q=body" title=" body"> body</a>, <a href="https://publications.waset.org/abstracts/search?q=computational%20fluid%20dynamics%20%28CFD%29" title=" computational fluid dynamics (CFD)"> computational fluid dynamics (CFD)</a>, <a href="https://publications.waset.org/abstracts/search?q=flow%20visualization" title=" flow visualization"> flow visualization</a> </p> <a href="https://publications.waset.org/abstracts/76172/reduction-of-aerodynamic-drag-using-vortex-generators" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/76172.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">223</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1481</span> Numerical Study of 5kW Vertical Axis Wind Turbine Using DOE Method</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Yan-Ting%20Lin">Yan-Ting Lin</a>, <a href="https://publications.waset.org/abstracts/search?q=Wei-Nian%20Su"> Wei-Nian Su</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The purpose of this paper is to demonstrate the design of 5kW vertical axis wind turbine (VAWT) using DOE method. The NACA0015 airfoil was implemented for the design and 3D simulation. The critical design parameters are chord length, tip speed ratio (TSR), aspect ratio (AR) and pitch angle in this investigation. The RNG k-ε turbulent model and the sliding mesh method are adopted in the CFD simulation. The results show that the model with zero pitch, 0.3 m in chord length, TSR of 3, and AR of 10 demonstrated the optimum aerodynamic power under the uniform 10m/s inlet velocity. The aerodynamic power is 3.61kW and 3.89kW under TSR of 3 and 4 respectively. The aerodynamic power decreased dramatically while TSR increased to 5. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=vertical%20axis%20wind%20turbine" title="vertical axis wind turbine">vertical axis wind turbine</a>, <a href="https://publications.waset.org/abstracts/search?q=CFD" title=" CFD"> CFD</a>, <a href="https://publications.waset.org/abstracts/search?q=DOE" title=" DOE"> DOE</a>, <a href="https://publications.waset.org/abstracts/search?q=VAWT" title=" VAWT"> VAWT</a> </p> <a href="https://publications.waset.org/abstracts/16847/numerical-study-of-5kw-vertical-axis-wind-turbine-using-doe-method" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/16847.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">440</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1480</span> Aerodynamic Optimum Nose Shape Change of High-Speed Train by Design Variable Variation</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Minho%20Kwak">Minho Kwak</a>, <a href="https://publications.waset.org/abstracts/search?q=Suhwan%20Yun"> Suhwan Yun</a>, <a href="https://publications.waset.org/abstracts/search?q=Choonsoo%20Park"> Choonsoo Park</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Nose shape optimizations of high-speed train are performed for the improvement of aerodynamic characteristics. Based on the commercial train, KTX-Sancheon, multi-objective optimizations are conducted for the improvement of the side wind stability and the micro-pressure wave following the optimization for the reduction of aerodynamic drag. 3D nose shapes are modelled by the Vehicle Modeling Function. Aerodynamic drag and side wind stability are calculated by three-dimensional compressible Navier-Stokes solver, and micro pressure wave is done by axi-symmetric compressible Navier-Stokes solver. The Maxi-min Latin Hypercube Sampling method is used to extract sampling points to construct the approximation model. The kriging model is constructed for the approximation model and the NSGA-II algorithm was used as the multi-objective optimization algorithm. Nose length, nose tip height, and lower surface curvature are design variables. Because nose length is a dominant variable for aerodynamic characteristics of train nose, two optimization processes are progressed respectively with and without the design variable, nose length. Each pareto set was obtained and each optimized nose shape is selected respectively considering Honam high-speed rail line infrastructure in South Korea. Through the optimization process with the nose length, when compared to KTX Sancheon, aerodynamic drag was reduced by 9.0%, side wind stability was improved by 4.5%, micro-pressure wave was reduced by 5.4% whereas aerodynamic drag by 7.3%, side wind stability by 3.9%, micro-pressure wave by 3.9%, without the nose length. As a result of comparison between two optimized shapes, similar shapes are extracted other than the effect of nose length. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20characteristics" title="aerodynamic characteristics">aerodynamic characteristics</a>, <a href="https://publications.waset.org/abstracts/search?q=design%20variable" title=" design variable"> design variable</a>, <a href="https://publications.waset.org/abstracts/search?q=multi-objective%20optimization" title=" multi-objective optimization"> multi-objective optimization</a>, <a href="https://publications.waset.org/abstracts/search?q=train%20nose%20shape" title=" train nose shape"> train nose shape</a> </p> <a href="https://publications.waset.org/abstracts/67477/aerodynamic-optimum-nose-shape-change-of-high-speed-train-by-design-variable-variation" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/67477.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">347</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1479</span> Computational Aerodynamic Shape Optimisation Using a Concept of Control Nodes and Modified Cuckoo Search</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=D.%20S.%20Naumann">D. S. Naumann</a>, <a href="https://publications.waset.org/abstracts/search?q=B.%20J.%20Evans"> B. J. Evans</a>, <a href="https://publications.waset.org/abstracts/search?q=O.%20Hassan"> O. Hassan</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This paper outlines the development of an automated aerodynamic optimisation algorithm using a novel method of parameterising a computational mesh by employing user–defined control nodes. The shape boundary movement is coupled to the movement of the novel concept of the control nodes via a quasi-1D-linear deformation. Additionally, a second order smoothing step has been integrated to act on the boundary during the mesh movement based on the change in its second derivative. This allows for both linear and non-linear shape transformations dependent on the preference of the user. The domain mesh movement is then coupled to the shape boundary movement via a Delaunay graph mapping. A Modified Cuckoo Search (MCS) algorithm is used for optimisation within the prescribed design space defined by the allowed range of control node displacement. A finite volume compressible NavierStokes solver is used for aerodynamic modelling to predict aerodynamic design fitness. The resulting coupled algorithm is applied to a range of test cases in two dimensions including the design of a subsonic, transonic and supersonic intake and the optimisation approach is compared with more conventional optimisation strategies. Ultimately, the algorithm is tested on a three dimensional wing optimisation case. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=mesh%20movement" title="mesh movement">mesh movement</a>, <a href="https://publications.waset.org/abstracts/search?q=aerodynamic%20shape%20optimization" title=" aerodynamic shape optimization"> aerodynamic shape optimization</a>, <a href="https://publications.waset.org/abstracts/search?q=cuckoo%20search" title=" cuckoo search"> cuckoo search</a>, <a href="https://publications.waset.org/abstracts/search?q=shape%20parameterisation" title=" shape parameterisation"> shape parameterisation</a> </p> <a href="https://publications.waset.org/abstracts/42527/computational-aerodynamic-shape-optimisation-using-a-concept-of-control-nodes-and-modified-cuckoo-search" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/42527.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">337</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1478</span> Oblique Wing: Future Generation Transonic Aircraft</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Mushfiqul%20Alam">Mushfiqul Alam</a>, <a href="https://publications.waset.org/abstracts/search?q=Kashyapa%20Narenathreyas"> Kashyapa Narenathreyas</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The demand for efficient transonic transport has been growing every day and may turn out to be the most pressed innovation in coming years. Oblique wing configuration was proposed as an alternative to conventional wing configuration for supersonic and transonic passenger aircraft due to its aerodynamic advantages. This paper re-demonstrates the aerodynamic advantages of oblique wing configuration using open source CFD code. The aerodynamic data were generated using Panel Method. Results show that Oblique Wing concept with elliptical wing planform offers a significant reduction in drag at transonic and supersonic speeds and approximately twice the lift distribution compared to conventional operating aircrafts. The paper also presents a preliminary conceptual aircraft sizing which can be used for further experimental analysis. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamics" title="aerodynamics">aerodynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=asymmetric%20sweep" title=" asymmetric sweep"> asymmetric sweep</a>, <a href="https://publications.waset.org/abstracts/search?q=oblique%20wing" title=" oblique wing"> oblique wing</a>, <a href="https://publications.waset.org/abstracts/search?q=swing%20wing" title=" swing wing"> swing wing</a> </p> <a href="https://publications.waset.org/abstracts/5127/oblique-wing-future-generation-transonic-aircraft" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/5127.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">555</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1477</span> The Impact of Undisturbed Flow Speed on the Correlation of Aerodynamic Coefficients as a Function of the Angle of Attack for the Gyroplane Body</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Zbigniew%20Czyz">Zbigniew Czyz</a>, <a href="https://publications.waset.org/abstracts/search?q=Krzysztof%20Skiba"> Krzysztof Skiba</a>, <a href="https://publications.waset.org/abstracts/search?q=Miroslaw%20Wendeker"> Miroslaw Wendeker</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This paper discusses the results of aerodynamic investigation of the Tajfun gyroplane body designed by a Polish company, Aviation Artur Trendak. This gyroplane has been studied as a 1:8 scale model. Scaling objects for aerodynamic investigation is an inherent procedure in any kind of designing. If scaling, the criteria of similarity need to be satisfied. The basic criteria of similarity are geometric, kinematic and dynamic. Despite the results of aerodynamic research are often reduced to aerodynamic coefficients, one should pay attention to how values of coefficients behave if certain criteria are to be satisfied. To satisfy the dynamic criterion, for example, the Reynolds number should be focused on. This is the correlation of inertial to viscous forces. With the multiplied flow speed by the specific dimension as a numerator (with a constant kinematic viscosity coefficient), flow speed in a wind tunnel research should be increased as many times as an object is decreased. The aerodynamic coefficients specified in this research depend on the real forces that act on an object, its specific dimension, medium speed and variations in its density. Rapid prototyping with a 3D printer was applied to create the research object. The research was performed with a T-1 low-speed wind tunnel (its diameter of the measurement volume is 1.5 m) and a six-element aerodynamic internal scales, WDP1, at the Institute of Aviation in Warsaw. This T-1 wind tunnel is low-speed continuous operation with open space measurement. The research covered a number of the selected speeds of undisturbed flow, i.e. V = 20, 30 and 40 m/s, corresponding to the Reynolds numbers (as referred to 1 m) Re = 1.31∙106, 1.96∙106, 2.62∙106 for the angles of attack ranging -15° ≤ α ≤ 20°. Our research resulted in basic aerodynamic characteristics and observing the impact of undisturbed flow speed on the correlation of aerodynamic coefficients as a function of the angle of attack of the gyroplane body. If the speed of undisturbed flow in the wind tunnel changes, the aerodynamic coefficients are significantly impacted. At speed from 20 m/s to 30 m/s, drag coefficient, Cx, changes by 2.4% up to 9.9%, whereas lift coefficient, Cz, changes by -25.5% up to 15.7% if the angle of attack of 0° excluded or by -25.5% up to 236.9% if the angle of attack of 0° included. Within the same speed range, the coefficient of a pitching moment, Cmy, changes by -21.1% up to 7.3% if the angles of attack -15° and -10° excluded or by -142.8% up to 618.4% if the angle of attack -15° and -10° included. These discrepancies in the coefficients of aerodynamic forces definitely need to consider while designing the aircraft. For example, if load of certain aircraft surfaces is calculated, additional correction factors definitely need to be applied. This study allows us to estimate the discrepancies in the aerodynamic forces while scaling the aircraft. This work has been financed by the Polish Ministry of Science and Higher Education. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamics" title="aerodynamics">aerodynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=criteria%20of%20similarity" title=" criteria of similarity"> criteria of similarity</a>, <a href="https://publications.waset.org/abstracts/search?q=gyroplane" title=" gyroplane"> gyroplane</a>, <a href="https://publications.waset.org/abstracts/search?q=research%20tunnel" title=" research tunnel"> research tunnel</a> </p> <a href="https://publications.waset.org/abstracts/50084/the-impact-of-undisturbed-flow-speed-on-the-correlation-of-aerodynamic-coefficients-as-a-function-of-the-angle-of-attack-for-the-gyroplane-body" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/50084.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">393</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1476</span> Studying the Temperature Field of Hypersonic Vehicle Structure with Aero-Thermo-Elasticity Deformation</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Geng%20Xiangren">Geng Xiangren</a>, <a href="https://publications.waset.org/abstracts/search?q=Liu%20Lei"> Liu Lei</a>, <a href="https://publications.waset.org/abstracts/search?q=Gui%20Ye-Wei"> Gui Ye-Wei</a>, <a href="https://publications.waset.org/abstracts/search?q=Tang%20Wei"> Tang Wei</a>, <a href="https://publications.waset.org/abstracts/search?q=Wang%20An-ling"> Wang An-ling</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The malfunction of thermal protection system (TPS) caused by aerodynamic heating is a latent trouble to aircraft structure safety. Accurately predicting the structure temperature field is quite important for the TPS design of hypersonic vehicle. Since Thornton’s work in 1988, the coupled method of aerodynamic heating and heat transfer has developed rapidly. However, little attention has been paid to the influence of structural deformation on aerodynamic heating and structural temperature field. In the flight, especially the long-endurance flight, the structural deformation, caused by the aerodynamic heating and temperature rise, has a direct impact on the aerodynamic heating and structural temperature field. Thus, the coupled interaction cannot be neglected. In this paper, based on the method of static aero-thermo-elasticity, considering the influence of aero-thermo-elasticity deformation, the aerodynamic heating and heat transfer coupled results of hypersonic vehicle wing model were calculated. The results show that, for the low-curvature region, such as fuselage or center-section wing, structure deformation has little effect on temperature field. However, for the stagnation region with high curvature, the coupled effect is not negligible. Thus, it is quite important for the structure temperature prediction to take into account the effect of elastic deformation. This work has laid a solid foundation for improving the prediction accuracy of the temperature distribution of aircraft structures and the evaluation capacity of structural performance. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerothermoelasticity" title="aerothermoelasticity">aerothermoelasticity</a>, <a href="https://publications.waset.org/abstracts/search?q=elastic%20deformation" title=" elastic deformation"> elastic deformation</a>, <a href="https://publications.waset.org/abstracts/search?q=structural%20temperature" title=" structural temperature"> structural temperature</a>, <a href="https://publications.waset.org/abstracts/search?q=multi-field%20coupling" title=" multi-field coupling"> multi-field coupling</a> </p> <a href="https://publications.waset.org/abstracts/22907/studying-the-temperature-field-of-hypersonic-vehicle-structure-with-aero-thermo-elasticity-deformation" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/22907.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">341</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">1475</span> Preliminary Design of an Aerodynamic Protection for the Scramjet Engine Inlet of the Brazilian Technological Demonstrator Scramjet 14-X S</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Gustavo%20J.%20Costa">Gustavo J. Costa</a>, <a href="https://publications.waset.org/abstracts/search?q=Felipe%20J.%20Costa"> Felipe J. Costa</a>, <a href="https://publications.waset.org/abstracts/search?q=Bruno%20L.%20%20Coelho"> Bruno L. Coelho</a>, <a href="https://publications.waset.org/abstracts/search?q=Ronaldo%20L.%20Cardoso"> Ronaldo L. Cardoso</a>, <a href="https://publications.waset.org/abstracts/search?q=Rafael%20O.%20Santos"> Rafael O. Santos</a>, <a href="https://publications.waset.org/abstracts/search?q=Israel%20S.%20R%C3%AAgo"> Israel S. Rêgo</a>, <a href="https://publications.waset.org/abstracts/search?q=Marco%20A.%20S.%20Minucci"> Marco A. S. Minucci</a>, <a href="https://publications.waset.org/abstracts/search?q=Antonio%20C.%20%20Oliveira"> Antonio C. Oliveira</a>, <a href="https://publications.waset.org/abstracts/search?q=Paulo%20G.%20P.%20Toro"> Paulo G. P. Toro</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The Prof. Henry T. Nagamatsu Aerothermodynamics and Hipersonics Laboratory, of the Institute for Advanced Studies (IEAv) conducts research and development (R&D) of the Technological Demonstrator scramjet 14-X S, aiming atmospheric flight at 30 km altitude with the speed correspondent to Mach number 7, using scramjet technology providing hypersonic propulsion system based on supersonic combustion. Hypersonic aerospace vehicles with air-breathing supersonic propulsion system face extremal environments for super/hypersonic flights in terms of thermal and aerodynamic loads. Thus, it is necessary to use aerodynamic protection at the scramjet engine inlet to face the thermal and aerodynamic loads without compromising the efficiency of scramjet engine, taking into account: i) inlet design (boundary layer, oblique shockwave and reflected oblique shockwave); ii) wall temperature of the cowl and of the compression ramp; iii) supersonic flow into the combustion chamber. The aerodynamic protection of the scramjet engine inlet will act to prevent the engine unstart and match the predictions made by theoretical-analytical, numerical analysis and experimental research, during the atmospheric flight of the Technological Demonstrator scramjet 14-X S. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=14-X" title="14-X">14-X</a>, <a href="https://publications.waset.org/abstracts/search?q=hypersonic" title=" hypersonic"> hypersonic</a>, <a href="https://publications.waset.org/abstracts/search?q=scramjet" title=" scramjet"> scramjet</a>, <a href="https://publications.waset.org/abstracts/search?q=supersonic%20combustion" title=" supersonic combustion"> supersonic combustion</a> </p> <a href="https://publications.waset.org/abstracts/59517/preliminary-design-of-an-aerodynamic-protection-for-the-scramjet-engine-inlet-of-the-brazilian-technological-demonstrator-scramjet-14-x-s" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/59517.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">425</span> </span> </div> </div> <ul class="pagination"> <li class="page-item disabled"><span class="page-link">‹</span></li> <li class="page-item active"><span class="page-link">1</span></li> <li class="page-item"><a class="page-link" href="https://publications.waset.org/abstracts/search?q=aerodynamic%20force&page=2">2</a></li> <li class="page-item"><a class="page-link" href="https://publications.waset.org/abstracts/search?q=aerodynamic%20force&page=3">3</a></li> <li class="page-item"><a class="page-link" href="https://publications.waset.org/abstracts/search?q=aerodynamic%20force&page=4">4</a></li> <li class="page-item"><a class="page-link" href="https://publications.waset.org/abstracts/search?q=aerodynamic%20force&page=5">5</a></li> <li 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