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Experiments in Fluids
Experimental Methods and their
Applications to Fluid Flow
ISSN 0723-4864
Volume 52
Number 5
Exp Fluids (2012) 52:1169-1185
DOI 10.1007/s00348-011-1245-5
1 23
1 23
RESEARCH ARTICLE
Received: 11 June 2011 / Revised: 13 November 2011 / Accepted: 29 November 2011 / Published online: 15 December 2011
Springer-Verlag 2011
P. Joseph
Institut AeroTechnique (IAT), CNAM, 15 rue Marat,
78210 Saint Cyr lEcole, France
e-mail: pierric.joseph@cnam.fr
X. Amandole`se
Aerodynamics Department, CNAM, 15 rue Marat,
78210 Saint Cyr lEcole, France
e-mail: xavier.amandolese@cnam.fr
J.-L. Aider (&)
PMMH Laboratory, UMR 7636, CNRS, ESPCI ParisTech,
10 rue Vauquelin, 75231 Paris, France
e-mail: aider@pmmh.espci.fr
1 Introduction
Current environmental and economic issues lead automotive manufacturers to search for innovative solutions to
reduce vehicles fuel consumption. One way is to reduce
aerodynamic drag, which is responsible for the largest
part of the fuel consumption for speed above 80 km h-1
(Hucho 1998). Like bluff-body, automotive drag is mainly
governed by massive separation on the rear part: for a
typical family car, pressure drag on this area can reach near
a third of the total aerodynamic drag (Barnard 1996).
In order to simplify the study of automotive near wake,
and thus to understand aerodynamic drag generation in the
rear part of a vehicle, Ahmed et al. (1984) introduced a
simplified geometry (Fig. 1a). Despite the fact that this
geometry is close to its thirtieth anniversary, it is still largely used by scientific community as an automotive reference model to work on complex three-dimensional wake
flow and its control, using numerical methods (Krajnovic
and Davidson 2005a, b; Fares 2006) and experimental
techniques (Beaudoin et al. 2004; Thacker 2010; Gillieron
2010).
The flow topology of the Ahmed body, and thus its
aerodynamic drag, is greatly dependent of the slant angle.
As this angle evolves from 0 to 90, the near wake of the
Ahmed bluff-body changes drastically. From 12 to 15,
the flow is typical of a rear blunt with a flow separation on
rear edges, generating mainly transverse vorticity: this first
type of separation is sometimes considered as quasi-twodimensional (Hucho 1998). From 15 up to 30, the near
wake is highly three-dimensional with partial separation on
the slant surface along with strong conical streamwise
vortices coming from the slant side edges and a ringshaped structure lying on the base surface. Beyond 30, the
separation can also be considered as quasi-two-dimensional
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Fig. 1 a Side view and front view of full-size Ahmed body with 25 slant angle. b Schematic view of rear flow topology for slant angle between
12.5 and 30, from experimental study of Vino et al. (2005)
due to the massive separation from the top of the rear slant.
Figure 1b is a schematic view of the mean flow topology
for the three-dimensional situation (Vino et al. 2005).
This three-dimensional complex wake exists with a 25
slant angle and presents high-drag coefficient, which makes
it a good test case for drag reduction study.
After years of drag reduction using shape optimization,
this technique shows its limit regarding design constraints
of the automotive industry. This trend causes flow control
techniques to be more and more studied, with the Ahmed
body as a benchmark.
A lot of successful studies can be found in the literature
using passive strategies: for example, Fourrie et al. (2011)
obtained 9% of drag reduction using a classical automotive
style deflector, while Beaudoin and Aider (2008) reached
an impressive 25% reduction with several flaps located on
the edges of the rear end of a 30 configuration. An
approach using vortex generators to produce coherent
streaks that increase or decrease the separation bubble was
also carried out by Aider et al. (2009) and Pujals et al.
(2010) leading, respectively, to a 12 and 10% drag reduction. However, apart from the active vortex generators
proposed by Aider et al. (2009), all these passive techniques introduce quite unsightly appendages on the body,
which is in contradiction with design constraints.
This fact makes active control by jet or suction very
attractive in automotive industry. This kind of control is
nearly invisible and can be adapted to changes in flow
conditions. Various successful active control studies have
been conducted using the Ahmed reference body with 25
slant angle. Roumeas et al. (2008) used steady aspiration on
the top of the slant: he obtained numerically a drag reduction of 17% and noticed experimentally a suppression of the
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2 Experimental setup
Experiments were carried out in the 5 m 9 3 m test section of the S4 wind tunnel at the Institut AeroTechnique
(France), using a 1.044-m length Ahmed model mounted
over a raised floor (see Fig. 2).
Due to the large cross-section of the wind tunnel compared with the model size, no blockage corrections are
necessary in the present study (blockage ratio B = 0.7%).
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123
which is confirmed by the 1/8th power law that fits well the
experimental measurements.
Time-averaged forces were measured using a six-component strain gauge balance mounted under the raised floor.
The balance is located in a dedicated rounded compartment
to avoid stream-induced perturbations on the force measurements (Fig. 5).
Calibration was made out of wind tunnel using standard
procedure, and calibration checks were also conducted in
situ. The maximum error in drag measurements associated
with repeatability and hysteresis was found to be approximately 0.5%.
2.3.2 Wall-pressure measurements
Steady wall-pressure measurements were carried with 121
pressure taps located inhomogeneously mainly on the
slanted surface, as well as on the roof end and vertical rear
base. Because of the body symmetry, only a half of the
model was equipped. Symmetry of the flow was previously
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1173
Fig. 7 Schematic description of the pulsed jets device using perforated plates system to change the jets geometry
Thanks to this setup, the jets geometry and configurations can be easily changed from a long continuous slot to a
set of winglet-type jets just by changing the removable
plate. Electromagnetic valves (Matrix Ltd.,) are built as a
magnetic circuit closed by a steel spring tongue, which can
take one of two stable positions. A short, low-energy
electric impulse applied to the coil can change the spring
position to the opposite one, thereby clearing or closing the
output opening. The valve controller is stimulated by a sine
wave generator furnishing a wavy train of variable frequency (Fj) in the range of 5300 Hz. The level of the
pressure impulse, and then the jet velocity Uj, can be varied
by simply changing the pressure supply level (Pj).
To ensure the spatial homogeneity of the jet speed along
the actuation slot, small calibrated balls (2 mm diameters)
are set in the chamber between the valves exits and the
perforated plate mounted on the wall of the model (Fig. 7).
The porous layer distributes the air flow from each valves
exhaust to the entire surface of the perforated plate.
A typical time history of the jet velocity Uj(t) measured
with a hot-wire 1 mm above a jet exhaust is shown in
Fig. 8. Due to the valve technology, the jet velocity is
periodic but not sinusoidal. Indeed, the signal is closer to a
square wave signal but exhibits a significant overshoot and
associated rebounds. This overshoot is characteristic of this
type of valves, which induces brutal pressure release
immediately after the valve opening.
In the present paper, the pulsed jets are characterized by
their mean velocity Uj and main frequency Fj.
One can notice that this signal exhibits some additional
fluctuations. It is not clear whether it can have an influence
CX 1
Fig. 8 Typical time history of jet velocity Uj(t) (Fj = 200 Hz,
measured at 1 mm above a jet exhaust)
As the flow is symmetric, steady wall-pressure measurements were made over the half of the slant surface allowing
pressure coefficient mappings on the entire slant surface.
Pressure coefficient Cp is expressed as:
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Cp
p p0
1
2
2 qU0
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(Fig. 1b), which also have an important role on the lowpressure repartition and thus on the drag.
A significant Reynolds effect can be observed on the
mean pressure distribution (Fig. 11). Indeed, the recirculation area significantly decreases with the Reynolds
number. The upper slant low-pressure area then gets
smaller, and pressure recovery occurs sooner. Even though
the pressure coefficient becomes smaller on the top of the
slant, its reduction cannot balance the earlier pressure
recovery leading to an overall mean pressure value on the
slant surface, which increases with the Reynolds number.
This tendency is consistent with the drag reduction
observed on Fig. 10 in the same range of Reynolds number.
The highest drag configuration that exhibits the largest
separation bubble (for ReL = 1.4 9 106) has been chosen
to carry out the flow control experiments.
3.3 Near-wake total pressure loss measurements
Base flow topology has been investigated using timeaveraged total pressure loss measurements in the near
wake. Results are presented as total pressure loss coefficient defined as:
pT p0
Cpi 1 1 2
3
2 qU0
where pT is the total pressure measured in the wake. This
coefficient value is zero in the undisturbed flow (i.e., no
pressure loss) and gradually increases as total pressure in
the wake decreases due to pressure losses associated with
mixing processes (shear layer, recirculation areas,
vortices ).
Results are reported on Fig. 12 for a cross-section
located at DX = 0.144 m behind the model (i.e., a relative
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Fig. 11 Influence of the Reynolds number on the pressure coefficient distribution on the rear slant and associated surface oil flow visualizations
(without control)
Fig. 13 Boundary layer mean velocity profile on the model roof for
U0 = 20 m s-1 (ReL = 1.4 9 106) at X/L & -0.1
Fig. 12 Total pressure loss coefficient distribution in the near wake
of the model in the DX/H = 0.5 cross-section (without control) in the
(Y1, Z1) local axis system associated with the plan-wake
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123
1177
X/h
Umax (m s-1)
Umin (m s-1)
Z0 (mm)
h (mm)
0.1
21
10.5
-2.75
1.2
0.5
20.5
3.5
12
0.71
-12
3.75
Reh
700
3,000
Fig. 15 Non-dimensional
power spectral densities of the
velocity at the inflection point of
the shear layer at a X/h & 0.1
and b X/h & 0.5 for
U0 = 20 m s-1 and 30 m s-1
(ReL = 1.4 9 106 and
ReL = 2.1 9 106)
f (Hz)
Sth
Lr (m)
StLr
20
&20
&0.1
&0.17
&0.17
30
&45
&0.14
&0.13
&0.195
123
123
Cl
5
6
For each geometric configuration, two physical parameters, jets speed and jets frequency, were varied. For
every parameter, drag coefficients and pressure coefficients
were measured and plotted as iso-contours in the (Cl,Stj)
space. White areas in the contour plots correspond to
parameters that have not been measured mainly because of
electric power limitations. In the following, all data
were obtained at ReL = 1.4 9 106 (corresponding to
U0 = 20 m s-1).
4.1 Influence of the forcing parameters on drag
Drag coefficient without and with control are, respectively,
noted CX0 and CXC. Figures 17, 18, 19 and 20 show the
drag coefficient variations DCX = (CX0 - CXC)/CX0 as a
function of the momentum coefficient Cl and dimensionless frequency Stj for the four geometric configurations. In
the following, the space parameter is mapped with increments dFj = 20 Hz or dFj = 40 Hz (i.e., dStj & 0.1 or
dStj & 0.2) depending on the tested configuration. In the
same way, Cl variations were obtained by changing Pj
with dPj = 0.5 bar and dPj = 1 bar, corresponding to
dCl = 0.3 9 10-3 or dCl = 0.6 9 10-3. DCX [ 0 corresponds to drag reduction in percentage.
One can observe that 8% drag reduction is reached for
various configurations and that the corresponding physical
parameters depend strongly on the geometric ones.
Fig. 17 Influence of the control parameters (Stj and Cl) on the drag
reduction (in %) for the discontinuous slot at roof end configuration at
U0 = 20 m s-1 (ReL = 1.4 9 106)
Fig. 18 Influence of the control parameters (Stj and Cl) on the drag
reduction (in %) for the continuous slot at slant top edge end
configuration at U0 = 20 m s-1 (ReL = 1.4 9 106)
Fig. 19 Influence of the control parameters (Stj and Cl) on the drag
reduction (in %) for the winglets at roof end configuration at
U0 = 20 m s-1 (ReL = 1.4 9 106)
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Fig. 20 Influence of the control parameters (Stj and Cl) on the drag
reduction (in %) for the discontinuous slot at slant top edge
configuration at U0 = 20 m s-1 (ReL = 1.4 9 106)
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DCX (%)
Stj
Cl (10-3)
Discontinuous slotroof
7.8
1.03
3.1
7.5
0.35
0.3
Wingletsroof
Discontinuous slotslant edge
6.9
6.3
1.13
1.22
1.8
1.7
123
1181
123
Fig. 24 Half planes of total pressure loss coefficient distributions in the near wake of the model a without control, b with control and c the Cpi
difference between the two cases
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1183
5 Conclusions
Time-averaged and time-dependent base flow around a
standard Ahmed body with 25 slant angle has been
characterized in wind tunnel. Mean flow and drag results
are in accordance with previous studies. A significant
Reynolds effect has been observed in both the drag
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