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2003-01-0995
Alex Blakemore
Loughborough University
(a) (b)
(c) (d)
0.27
CD
0.26
0.25
no bleed
w ith bleed Bleed Area Ratio
0 2 4 6 8 10
0.00
Bleed Rate (litres/s) Nov 0.26
Jan
-0.01
-0.02
Bleed Area Ratio
delta CD 0.25
0.00 0.10 0.20 0.30
-0.03
The central bleed case is seen to generate a negligible EFFECT OF REYNOLDS NUMBER
drag reduction. Note that the open area, in these cases,
is one third of the bleed area. The tunnel speed was reduced to assess the effects of
Reynolds Number, while at the same time allowing an
EFFECT OF POROSITY increase in the ratio of bleed flow to freestream velocity.
The drag coefficient for the baseline vehicle with a solid
The effect of base porosity on drag reduction as a base is slightly dependent on Reynolds Number.
function of bleed rates is shown in Figure 8. In all cases
the drag reduces linearly with bleed rate but the rate of
0 0.2 0.4 0.6 0.8
change is variable. The different porosities were
achieved by taping over standard perforated sheets with 0
porosities of 33% or 68%. For example 16.5% porosity Cm
was obtained by blanking alternate columns of
perforations in the 33% porous base, and 51% porosity
by blanking every fourth column of the 68% porous base.
15m/s
No discernable difference was seen from blanking rows
rather than columns of perforations. The lowest 20m/s
measured drag is achieved with porosities of 51% and 25m/s
68% at all flow rates. No attempt was made to see if an -0.01
intermediate porosity would provide a drag minimum. 30m/s
0.23
DISCUSSION
Bleed flow rates have been presented in litres/s. These These cooling flow coefficients are considerably greater
are relevant to the model tested but could be non- than those obtained in the experiment. In (4) a greater
dimensionalised. Bleed flow coefficients can be range of flow rate coefficients was investigated, and it
presented in either mass flow or momentum terms. The was found that the drag reduction was less pronounced
former is appropriate here and the mass flow coefficient, at the higher flow rates.
Cm is defined as:
A rear mounted cooling system is unlikely to function
Cm = m/ρAU effectively without considerable fan assistance at all
speeds, but there may be vehicle configurations where
where m is the bleed mass flow rate, U is the free stream the drag benefits from eliminating front air intakes
velocity, ρ is the air density and A is the frontal area of combined with base bleed more than offset the fan
the model. The volume flow rate, v, is effectively given by power requirements. The benefits are more likely to
m/ρ. The maximum flow rate used in these experiments occur at higher speeds and potential applications
of 10 litres/s converts to a mass flow coefficient of considered for mid- or rear-engined vehicles.
0.0033 or 0.33%.
CONCLUSIONS
Alternatively, bleed flow rates can be presented in
momentum terms. The momentum coefficient, Cµ, is The potential benefits for aerodynamic drag reduction
usually more appropriate for jets and is given by: from low flow rate base bleed applied to a simple bluff
body have been demonstrated.
2
Cµ = 2muj/ρU A
In general, the drag reduction increases with increasing
where uj is the bleed velocity. For the uniform bleed area.
distributions of bleed used here the two coefficients are
related approximately by: The drag benefits increase with increasing bleed mass
flow coefficient.
2
Cµ = 2Cm A'/Ap
A significant component of the drag reduction results
Where A' is the area over which the perforations are from the cavity in the model. This component reduces
distributed and p is the porosity. with an increase in Reynolds Number.
As stated in the Introduction, the benefits of base bleed The power required to generate the bleed flow will offset
are only realistically available if the air movement is the drag benefit, and may negate it.
required for some other function as the power required
for pumping is an effective drag coefficient. For example REFERENCES
2
consider a vehicle with a frontal area of 2.0 m and
travelling at 30m/s. If the base bleed produces a drag 1. Sykes, D.M., The Effect of Low Flow Rate Gas
coefficient reduction of 0.01, then the power saved is Ejection and Ground Proximity on Afterbody
0.33 kW. If the air movement consumes more than this Pressure Distribution. Road Vehicle Aerodynamics
then the vehicle does not benefit. Symposium, The City University, November 1969.
2. Przirimbel, C.E.G., The Effect of Base Bleed/Suction
Air movement in the vehicle is required for ventilation on the Subsonic Near Wake of a Bluff Body.
and for cooling and is available from the exhaust gases. Aerodynamics of Transportation, ASME Conference
Interior ventilation comprises natural and fan driven Niagara falls, June 1979.
components. The former is dependent on vehicle speed 3. Kohri, I., Kataoka, T., Reduction of Aerodynamic
while the latter is independent. Maximum flow rate Drag with Base Bleed System. JSAE Vol. 4 1991.
coefficients are unlikely to exceed 0.1% at 30m/s, and 4. Nijhof, B.C., The Effect of Base Bleed on Road
will reduce approximately inversely with increasing Vehicle Drag. M.Sc Project, Cranfield University,
vehicle speed.
2001.
5. Howell, J.P., The Aerodynamics of the IBEC Club
Exhaust flow rate coefficients will be constant with speed
Formula Racing Car. The General Engineer,
in a fixed gear. A 2.0 litre engine running at 3600rpm and
driving the vehicle above at 30m/s produces a flow rate May/june 1976.
coefficient of 0.1% at all speeds. 6. Santer, R.M., Gleason, M.E., The Aerodynamic
Development of the Probe IV Advanced Concept
Mass flow coefficients for cooling pack airflow are Vehicle. SAE 831000, 1983.
typically in the range 2 – 3%, depending on the vehicle 7. Kohri, I., et al., Aerodynamic Development of an
application. As this is largely ram air driven it remains Experimental Car. SAE 890373, 1989.
essentially constant with speed. Cooling fans can supply
an additional 0.5 – 1.5% but the drive motor and
transmission details will define the speed dependency.
Downloaded from SAE International by University of Liverpool, Sunday, August 12, 2018
NOTATION
A Frontal Area
A' Porous Area
2
CD Drag Coefficient=2D/(ρU A)
Cm Bleed Mass Flow Coefficient =m/(ρUA)
2
Cµ Bleed Momentum Coefficient =2muj/(ρU A)
D Drag Force
m Bleed Mass Flow Rate
p Porosity
Re Reynolds Number -(based on model length)
v Volume Flow Rate
uj Bleed Velocity
U Freestream Velocity
ρ Air Density
ACKNOWLEDGMENTS
CONTACT
Jeff Howell,
Manager, Aerodynamics,
Land Rover.
jhowel17@landrover.com
Andy Sheppard,
Project Engineer, Aerodynamics – Range Rover,
Land Rover.
asheppa3@landrover.com
Alex Blakemore,
Student,
Department of Aeronautical and Automotive Engineering
Loughborough University.
a.w.blakemore-99@student.lboro.ac.uk