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Non-wetting surfaces mainly categorized into superhydrophobic (SHS), lubricant-infused (LIS) and solid-infused surfaces (SIS), by virtue of their superior water repellant properties have wide applications in several energy and environmental systems. In this dissertation, the role of non-wetting surfaces toward the enhancement of condensation effectiveness is analyzed by taking into consideration the tube side and shell side individual interfacial energy transport processes namely, drag reduction, convection heat transfer enhancement, fouling mitigation and dropwise condensation heat transfer. First, an analytical solution is developed for effective slip length and, in turn, drag reduction and friction factor on structured non-wetting surfaces. Secondly, by combining the solution for effective slip length on structured non-wetting surfaces and the fractal characterization of generic multiscale rough surfaces, a theoretical analysis of drag reduction, friction factor, and convection heat transfer enhancement is conducted for scalable non-wetting surfaces. Next, fractal representation of rough surfaces is used to theoretical derive the dropwise condensation heat transfer performance on SHS and novel SIS surfaces. The aspect of dynamic fouling mitigation properties of non-wetting surfaces is explored by conducting systematic experiments. Using Taguchi design of experiments, this work for the first time presents a closed formed relationship of fouling mitigation quantified in terms of asymptotic fouling resistance with Reynolds number, foulant concentration and viscosity of the infusion material that represents the different surface types in a unified manner. Furthermore, it was observed that LIS and SIS offer excellent fouling mitigation compared to SHS and conventional smooth surfaces, however only SIS owing to the presence of solid-like infusion materials is observed to be robust for practical applications. / Doctor of Philosophy / Inspired by the naturally occurring water repellant lotus leaf and pitcher plant, metallic surfaces have undergone engineering modifications to their native wetting properties. By generating roughness features ranging from nanometer to micrometer length scales, subjecting them to low surface energy treatments and by choosing an appropriate water repellant infusion material, the water repellant properties seen on lotus leaf and pitcher plant can be engineered. Such water repellant (non-wetting) surface fabrication methods are widely available in the literature however very few are scalable to surface types (e.g. copper, aluminum etc.), surface size (millimeters to meters) and shape (plain, curved, inside of tubes etc.). In this work, considering scalable fabrication methods such as electrodeposition and chemical etching, a systematic analysis is conducted on enhancement of four interfacial processes that are a part of many industrial applications. First, the extent of water repellency by structured non-wetting surfaces for the flow of fluid (water) quantified in terms of effective slip length of flow is analytically derived. Using this theory and a self-similar (fractal) nature of the more generic rough surface designs, a theoretical analysis into the drag reduction, convection heat transfer enhancement on non-wetting surfaces is conducted. Next, using the fractal nature of the rough superhydrophobic surfaces (SHS) a theoretical investigation into dropwise condensation performance is used to derive bounds on condensation heat transfer enhancement. Through systematic experimental investigations, it is shown that a solid-infused surface (SIS) and lubricant-infused surfaces (LIS) which, respectively, incorporate a polymer and a slippery lubricant in the interstitial region of metallic asperities, exhibit superior dynamic mineral fouling mitigation performance compared to SHS and conventional smooth surfaces. In addition, it is demonstrated that SIS is a far robust and durable choice when compared to LIS for use in the long run.

One key outcome of this research is the design for a 3-D tractor-trailer base-drag reduction device that predicts a 41% reduction in wind-averaged drag coefficient at 57 mph (92 km/h) and that is relatively insensitive to uncertain wind speed and direction and uncertain deflection angles due to mounting accuracy and static aeroelastic loading; the best commercial device of non-optimized design achieves a 12% reduction at 65 mph. Another important outcome is the process by which the optimized design is obtained. That process includes verification and validation of the flow solver, a less complex but much broader 2-D pathfinder study, and the culminating 3-D aerodynamic shape optimization under uncertainty (OUU) study. To gain confidence in the accuracy and precision of a computational fluid dynamics (CFD) flow solver and its Reynolds-averaged Navier-Stokes (RANS) turbulence models, it is necessary to conduct code verification, solution verification, and model validation. These activities are accomplished using two commercial CFD solvers, Cobalt and RavenCFD, with four turbulence models: Spalart-Allmaras (S-A), S-A with rotation and curvature, Menter shear-stress transport (SST), and Wilcox 1998 k-ω. Model performance is evaluated for three low subsonic 2-D applications: turbulent flat plate, planar jet, and NACA 0012 airfoil at α = 0°. The S-A turbulence model is selected for the 2-D OUU study. In the 2-D study, a tractor-trailer base flap model is developed that includes six design variables with generous constraints; 400 design candidates are evaluated. The design optimization loop includes the effect of uncertain wind speed and direction, and post processing addresses several other uncertain effects on drag prediction. The study compares the efficiency and accuracy of two optimization algorithms, evolutionary algorithm (EA) and dividing rectangles (DIRECT), twelve surrogate models, six sampling methods, and surrogate-based global optimization (SBGO) methods. The DAKOTA optimization and uncertainty quantification framework is used to interface the RANS flow solver, grid generator, and optimization algorithm. The EA is determined to be more efficient in obtaining a design with significantly reduced drag (as opposed to more efficient in finding the true drag minimum), and total predictive uncertainty is estimated as ±11%. While the SBGO methods are more efficient than a traditional optimization algorithm, they are computationally inefficient due to their serial nature, as implemented in DAKOTA. Because the S-A model does well in 2-D but not in 3-D under these conditions, the SST turbulence model is selected for the 3-D OUU study that includes five design variables and evaluates a total of 130 design candidates. Again using the EA, the study propagates aleatory (wind speed and direction) and epistemic (perturbations in flap deflection angle) uncertainty within the optimization loop and post processes several other uncertain effects. For the best 3-D design, total predictive uncertainty is +15/-42%, due largely to using a relatively coarse (six million cell) grid. That is, the best design drag coefficient estimate is within 15 and 42% of the true value; however, its improvement relative to the no-flaps baseline is accurate within 3-9% uncertainty. / Ph. D.

京都大学 / 新制・課程博士 / 博士(工学) / 甲第25236号 / 工博第5195号 / 新制||工||1992(附属図書館) / 京都大学大学院工学研究科社会基盤工学専攻 / (主査)教授 八木 知己, 教授 KIM Chul-Woo, 教授 高橋 良和 / 学位規則第4条第1項該当 / Doctor of Agricultural Science / Kyoto University / DFAM

Road vehicles are still largely a consumer product and as such the styling of a vehicle becomes a significant factor in how commercially successful a vehicle will become. The influence of styling combined with the numerous other factors to consider in a vehicle development programme means that the optimum aerodynamic package is not possible in real world applications. Aerodynamicists are continually looking for more discrete and innovative ways to reduce the drag of a vehicle. The current thesis adds to this work by investigating the influence of active flow control devices on the aerodynamic drag of square back style road vehicles. A number of different types of flow control are reviewed and the performance of synthetic jets and pulsed jets are investigated on a simple 2D cylinder flow case experimentally. A simplified ¼ scale vehicle model is equipped with active flow control actuators and their effects on the body drag investigated. The influence of the global wake size and the smaller scale in-wake structures on vehicle drag is investigated and discussed. Modification of a large vortex structure in the lower half of the wake is found to be a dominant mechanism by which model base pressure can be influenced. The total gains in power available are calculated and the potential for incorporating active flow control devices in current road vehicles is reviewed. Due to practicality limitations the active flow control devices are currently ruled out for implementation on a road vehicle. The knowledge gained about the vehicle model wake flow topology is later used to create drag reductions using a simple and discrete passive device. The passive modifications act to support claims made about the influence of in wake structures on the global base pressures and vehicle drag. The devices are also tested at full scale where modifications to the vehicle body forces were also observed.

Three-dimensional large-eddy simulations (LES) of single and multiple jets in cross-flow (JICF) were conducted using the 19-bit Lattice Boltzmann Equation (LBE) method coupled with a conventional Navier-Stokes (NS) finite-volume scheme. In this coupled LBE-NS approach, the LBE-LES was employed to simulate the flow inside jet nozzles, while the NS-LES was used to simulate the cross-flow. The key application area was to study the micro-blowing technique (MBT) for drag control similar to recent experiments at NASA/GRC. A single jet in the cross-flow case was used for validation purposes, and results were compared with experimental data and full LBE-LES simulation. Good agreement with data was obtained. Transient analysis of flow structures was performed to investigate the contribution of flow structures to the counter-rotating vortex pair (CRVP) formation. It was found that both spanwise roller (at the lee side of the jet) and streamwise vortices (at the jet-side) contribute to the generation of the CRVP. Span-wise roller at the corner of the jet experiences high spanwise vortex compression as well as high streamwise vortex stretch. As a result, they get realigned, mix with the jet-side streamwise vortices, and eventually generate the CRVP. Furthermore, acoustic pulses were used to test the proper information exchange from the LBE domain to the NS domain, and vice-versa. Subsequently, MBT over a flat plate with porosity of 25 percent was simulated using nine jets in a compressible cross-flow at a Mach number of 0.4. Three cases with injection ratios of 0.003, 0.02 and 0.07 were conducted to investigate how the blowing rate impacts skin friction. It is shown that MBT suppressed the near-wall vortices and reduced the skin friction by up to 50 percent. This is in good agreement with experimental data.

The problem of bluff body flows and the drag associated with them has been the subject of numerous investigations in the literature. In the two-dimensional case, the flow past a circular cylinder has been most widely studied both experimentally and computationally. As a result, a well documented understanding of the gross features of the near-wake around a circular cylinder exists in the literature. In contrast, very little is understood on the general features of three-dimensional bluff body near-wakes, except that the vortex shedding is known to be less intense. Control or management of bluff body flows, both from the point of view of drag reduction as well as suppressing unsteady forces caused by vortex shedding, has been an area of considerable interest in engineering applications. The basic aim in the different control methods involves direct or indirect manipulation (or modification) of the near-wake structure leading to weakening or inhibition of vortex shedding. Many passive and energetic techniques (such as splitter plates, base and trailing edge modifications and base bleed) have been effective in the two-dimensional case in increasing the base pressure, leading to varying amounts of drag reduction; a large body of this work is centered around circular cylinders because of direct relevance in applications. The present work is an attempt to understand some of the major aspects of the near-wake structure of a sphere and to control the same for drag reduction employing a passive technique. Many of the passive control techniques found useful in two-dimensional flows are not appropriate in the context of a sphere. In this thesis, the effects of natural ventilation on the wake and drag of a sphere at low speeds have been studied experimentally in some detail. Natural bleed into the base is created when the stagnation and base regions of a sphere are connected through an internal duct. Although natural ventilation has features broadly similar to the well known base-bleed technique (both involve addition of mass, momentum and energy into the near-wake), there are many significant differences between the two methods; for example, in base bleed, the mass flow injected can be controlled independent of the outer flow, whereas in natural ventilation, it is determined by an interaction between the internal and the external flow around the body. Experiments have been conducted in both wind and water tunnels, which covered a wide range of Reynolds number (ReDj based on the diameter of the sphere) from of 1.7 x 103 to 8.5 x 105 with natural boundary layer transition. The ratio of the frontal vent area to the maximum cross sectional area of the sphere was varied from 1% to 2.25% and the effect of the internal duct geometry, including a convergent and a divergent duct was examined as well. After preliminary force measurements involving different duct geometries and vent areas, it was decided to make detailed measurements with a straight (parallel) duct with a vent area ratio of 2.25%. Extensive flow visualization studies involving dye-flow, hydrogen bubble, surface oil-flow and laser-light-sheet techniques were employed to gain insight into many aspects of the near-wake structure and the flow on the surface of the sphere. Measurements made included model static pressures, drag force using a strain gauge balance and velocity profiles in the near-wake and internal flow through the vent. In addition, wake vortex shedding frequency was measured using a hotwire. In the subcritical range of Reynolds numbers (ReD< 2 x 105), the near-wake of the sphere (without ventilation) was found to be vortex shedding, with laminar separation occurring around a value of0s = 80° (where 0s is the angle between the stagnation point and separation location). In contrast, there was little evidence of vortex shedding in the supercritical range (ReD> 4 x 105), consistent with many earlier observations in the literature; however, flow visualization studies in the near-wake clearly showed the existence of a three-dimensional vortex-like structure exhibiting random rotations about the streamwise axis. In this range of Reynolds numbers, surface flow visualization studies indicated the existence of a laminar separation bubble which was followed by a transitional/turbulent reattachment and an ultimate separation around 0S = 145°. All the above observations are broadly consistent with the results available in the literature. With ventilation at subcritical Reynolds numbers, the pressure distributions on the sphere including in the base region was only weakly altered, resulting in a marginal reduction in the total drag; because of the higher pressure difference between the stagnation and base regions, the mean velocity in the vent-flow was about 0.9 times the free-stream velocity. As may be expected, there was little change in the location of laminar separation on the sphere and the vortex shedding frequency was virtually unaltered due to ventilation. The relatively small effects on pressure distribution and drag suggest weak interaction between the vent-flow and the separated shear layer in the subcritical regime. The time-averaged near-wake flow revealed a stagnation point occurring between the vent-flow and the reverse flow in the near-wake, along with the formation of a torroidal vortex between the stagnation point and the near-wake closure; these features bear some resemblance to those observed with base bleed from a blunt base. With ventilation in the supercritical range of Reynolds numbers (ReD > 4 x 105), significant reduction in the total drag, of as much as 65%, was observed from force measurements. Pressure distributions showed higher pressures in the separated flow zone (consistent with reduced drag) as a result of which the internal mass and the mean velocity of the vent-flow were lower (0.69 times the free-stream velocity) compared to the value in the subcritical flow regime. Flow visualization studies clearly showed that the three-dimensional rotating structure (associated with the wake of the unvented sphere) was significantly modified by ventilation, leading to more symmetric and steady near-wake features. The larger effects on pressure distribution and drag suggest strong interaction between the vent-flow and the separated shear layer, promoted by their close proximity. The comparison of power spectral density of u1 signals in the near-wake showed significant reduction in the amplitude at all frequencies, consistent with observations from flow visualization studies. The time-averaged near-wake flow features a pair of counterrotating ring vortices which are trapped between the outer separated shear layer and the vent-flow shear layer; such a mean flow pattern is qualitatively similar to that behind an axisymmetric base with a central jet with unequal freestream velocities in the jet and outer flow. This study strongly suggests that natural ventilation can provide significant total drag reduction provided the vent-flow is in close proximity of the separated shear layer promoting a strong interaction between them. Drag reduction is associated with more symmetric and relatively steady near-wake features in contrast with the unvented sphere.

Denna rapport ingår i ett examensarbete på avancerad nivå inom ämnet produktutveckling.Arbetet innefattar en fallstudie som genomförts vid RTGA, Scania CV AB i Södertälje.Examensarbetet omfattar 30 högskolepoäng och har genomförts av undertecknad,teknologstudent från Mälardalens Högskola vårterminen 2015. Rapporten har upprättats i tvåversioner, en för Scania CV AB respektive en generell version där känslig företagsspecifikinformation har censurerats. I takt med att utvecklingen av motorprestanda fortskrider, med avseende på ökademotoreffekter samt teknikutveckling för emissionsreglering, så ökar också kravet på prestandaför kylsystem som måste klara av att kyla bort högre effekter. Fordonskombinationer medkraftfulla laddluftkylare löper dock stor risk att drabbas av utfälld kondens som fryser till is iladdluftkylaren vid låga omgivningstemperaturer. Isen medför ett tryckfall i laddluftkylarenmed prestandabortfall som följd. Scanias lösning till problematiken är en så kallad kylargardinsom syftar till att reducera kylluftflödet genom laddluftkylaren till den mån att isbildning intesker. Kylargardinen monteras manuellt av föraren framför kylarpaketet dåomgivningstemperaturen understiger 5 °C. Det finns även andra fördelar med att begränsa det yttre kylluftflödet som passerar genomkylarpaketet. Lastbilars kylsystem är i regel överdimensionerade för normala driftfall såsommotorvägskörning vilket betyder att maximal kylning inte krävs vid dessa situationer. Genomatt reducera det yttre kylluftflödet genom kylarpaketet så kan även hela fordonets totalaluftmotstånd reduceras vilket kan utnyttjas i syfte att reducera bränsleförbrukningen. För att erhålla en bra balansgång mellan aerodynamik och kylprestanda samt motverkaproblemet med isbildning i laddluftkylaren fanns därför en önskan om att en reglerbarkylartäckning skulle utvecklas för att kunna reglera kylluftflödet genom fordonets kylarpaketvid behov. Detta arbete innefattar en fallstudie där olika produktutvecklingsverktyg använts för att ta framolika konceptlösningar, anpassade för en specifik lastbil. Datorstödda flödessimuleringarutnyttjas för att utvärdera respektive verifiera konceptens funktion jämfört med olika referensmodeller. Resultatet visar bland annat att det slutgiltiga konceptets funktionsduglighet överensstämmermed den lösning som används idag samt att kylluftflödet inte påverkas nämnvärt då maximalkylkapacitet eftersträvas. Resultatet från den aerodynamiska flödessimuleringen indikerar ävenatt fordonets totala luftmotstånd kan reduceras med - Drag Counts (DC) vid hastigheten90 km/h och 0° vindriktning. Detta medför att bränsleförbrukningen i det specifika driftfallet,enligt tumregel, antas reduceras med - % för det specifika fordonet. / This report is part of a Master thesis project in the subject of Product Development. The workincludes a case study which was carried out at RTGA, Scania CV AB in Södertälje. The workcomprises 30 credits and was conducted by a student from Mälardalen University during thespring semester 2015. The report has been prepared in two versions; one for Scania CV AB anda generalized version where sensitive company specific information has been censored. The development of vehicle engine performance progresses in a rapid pace. This progressinclude increased engine power and improved technical features for emission control. This alsogoes for the requirement on performance of cooling systems in heavy trucks, which has tohandle dissipation of the increased power. Vehicles with powerful charge air coolers however,runs a high risk of being affected by iced condensation in the charge air cooler at low ambienttemperatures. The ice build-up results in a pressure drop in the charge air cooler with a loss ofengine performance as a consequence. Scania's solution to the problem is a so called radiatorblind designed to reduce the cooling air flow through the charge air cooler to the extent thatice build-up does not occur. The blind is mounted manually in front of the cooler package whenthe ambient temperature is expected to be below 5 °C. There are also other advantages to limit the outer cooling air flow passing through the coolingpackage. The cooling systems in heavy trucks are usually oversized for normal operatingconditions such as highway cruising, which means that maximum cooling is not required inthese situations. By reducing the airflow through the cooler package, the vehicle's total airresistance is reduced, which can be utilized in order to reduce fuel consumption. To obtain a good balance between aerodynamics and cooling performance, and to counteractthe problem of ice build-up in the charge air cooler, there was a desire for an adjustable radiatorcoverage which would be able to regulate the airflow through the vehicle's cooling packagewhen needed. This work includes a case study in which various product development tools are used toinvestigate different concept solutions, designated for a specific truck model. Computationalfluid dynamics (CFD) are used to evaluate and validate the concept’s functionality andcomparing them to different reference models. The results reveal that the final concept functionality is consistent with the one used today, andthat the cooling air flow is not significantly affected when maximum cooling capacity is strivedfor. The results of the aerodynamic flow simulation also indicate that the vehicle's total airresistance can be reduced by - Drag Counts (DC) at the speed of 90 km/h and 0° yaw angle.This means that fuel consumption in the specific operating case, as rule of thumb, is assumedto be reduced by - % for the specific vehicle.

Orientadores: Edvaldo Sabadini, Rosângela Barros Zanoni Lopes Moreno / Tese (doutorado) - Universidade Estadual de Campinas, Instituto de Química / Made available in DSpace on 2018-08-25T12:17:08Z (GMT). No. of bitstreams: 1 Rodrigues_RobertaKamei_D.pdf: 3168201 bytes, checksum: 311be9e2895bc6d972563662136638fa (MD5) Previous issue date: 2013 / Resumo: O presente trabalho descreve o potencial das micelas gigantes como aditivos para facilitar operações de gravel-pack. O objetivo da operação de completação gravel-pack é obtenção de um filtro de areia ou cerâmica (gravel) capaz de conter areia da formação durante a produção de um poço de petróleo. As micelas gigantes podem ser utilizadas na fase de preenchimento do gravel-pack, com a finalidade de produzir um sistema capaz de reduzir as perdas de carga geradas pelo fluxo turbulento do fluido (por redução de atrito hidrodinâmico), melhorar a homogeneidade da distribuição de areia na dispersão e, consequentemente, viabilizar a operação em cenários de janela operacional estreita. O fênomeno de redução de atrito hidrodinâmico está relacionado com a menor energia requerida para o escoamento de líquidos em regime turbulento, quando certas macromoléculas estão dissolvidas. Estudos indicam que a redução de atrito hidrodinâmico pode estar diretamente relacionada à flexibilidade e ao tamanho de macromoléculas, que podem interagir com os vórtices e evitar a dissipação da energia. Soluções de alguns surfactantes, em determinadas condições, podem formar micelas alongadas (gigantes). O sistema resultante possui algumas características de soluções poliméricas, sendo capaz de produzir o mesmo efeito, sem, no entanto, sofrer degradação mecânica devido ao bombeamento ou cisalhamento prolongado. Foram desenvolvidos estudos fundamentais a partir de medidas reológicas, calorimétricas e de espalhamento dinâmico de luz para investigar a estabilidade térmica e mecânica de micelas gigantes formadas por surfactantes catiônicos e ânions aromáticos. Em seguida, foram avaliadas as melhores composições, nas quais se obtiveram significativos níveis de redução de atrito hidrodinâmico em condições de temperaturas de fundo de poço, em soluções de alta salinidade e usando-se micelas gigantes formadas por surfactantes comerciais. Os resultados desses estudos fundamentais foram utilizados para avaliar o desempenho das micelas gigantes em circuitos de escoamento. Também foi verificado o efeito da presença das micelas gigantes no arraste do grão de areia, em condições próximas às das operações de gravel-pack / Abstract: This thesis describes the potential of wormlike micelles as additives to improve gravel-pack operations. The aim of the completion operation of grave-pack is to create a sand or ceramic filter able to contain the sand formation during the gravel-pack operation in order to produce a system capable of reducing friction losses on a fluid in turbulent flow (by drag reduction), to improve the homogeneity of the distribution of sand dispersion and thus facilitate the operation in case of narrow window scenarios. The phenomenon of drag reduction is related to the lower energy required for liquid transports in turbulent flow when certain macromolecules are dissolved. Studies indicate that drag reduction can be directly related to the flexibility and size of the macromolecules, which can interact with the vortices and prevent dissipation of energy. Solutions of some surfactants, under certain conditions, can form long micelles (wormlike micelles). The resulting system has some characteristics of polymer solutions, being able to produce the same effect, however without suffering degradation due to pumping or high shear. Fundamental studies were conducted using rheological, calorimetric and dynamic light scattering measurements in order to investigate the thermal and mechanical stability of wormlike micelles formed by cationic surfactants and aromatic anions. Then, the best compositions were evaluated, which were obtained significant levels of drag reduction under bottom hole temperature, in solutions of high salinity and using wormlike micelles formed by commercial surfactants. The results of these fundamental studies were used to evaluate the performance of wormlike micelles in flow loops. We also checked the effect of the presence / Doutorado / Físico-Química / Doutora em Ciências

The work performed in this thesis explores new ways of reducing the drag of ground vehicles. Specifically, the effect of plasma actuators are investigated numerically with the intention to delay separation around a half-cylinder, a geometry chosen to represent a simplified A-pillar of a truck. The plasma actuators have to be included in turbulent flow simulations. Therefore, emphasis is first put on finding a numerical model that can reproduce the effect of the plasma without increasing the computational cost. This effect is modeled through a body force term added to the Navier-Stokes equations. To determine the strength and spatial extent of this body force, optimization was performed to minimize the difference between experimental and simulated profiles of plasma induced velocity.  The plasma actuator model is thereafter used in Large Eddy Simulations (LES) of the flow around a half-cylinder at Reynolds number Re=65*10^3 and Re=32*10^3. Two types of actuation cases are performed. In the first case, a single actuator is used. In the second case, a pair of consecutive actuators are used, and their position on the half-cylinder is changed. It is found that a drag reduction of up to 10% is achievable. Moreover, the ideal location for actuation is determined to be near the separation point of the non-actuated flow.  Finally, dynamic mode decomposition (DMD) is investigated as a tool to extract coherent dynamic structures from a turbulent flow field. The DMD is first used to analyze a channel flow where pulsations are imposed at a known frequency. It is found that DMD gives similar results to phase averaging done at the oscillation frequency. However, the presence of turbulence noise hinders the ability to identify modes at higher harmonics. The DMD is also used to post-process the half-cylinder flow case. There, it is found that the spectrum of the wake is broadband. Nevertheless, modes within distinct frequency ranges are found to be located in distinct spatial regions. / Arbetet som utförts i denna avhandling undersöker nya sätt att minska luftmotstånd hos markfordon. Speciellt undersöks numeriskt effekten av plasmaaktuatorer med avsikten att uppnå fördröjd separation av strömningen kring en halvcylinder, en geometri vald för att representera en förenklad A-stolpe på en lastbil.  För att kunna utföra studien behöver plasmaaktuatorer kunna ingå i beräkningar av turbulenta strömningsfält. Därför undersöks först sätt för att hitta en numerisk modell som kan reproducera effekten av plasma utan att öka beräkningskostnad. Plasmaaktuatorn  modelleras i detta arbete genom att ett källterm adderas till Navier-Stokes ekvationer. För att bestämma styrkan och den rumsliga utbredningen hos källtermen, utförs en optimering för att minimera skillnaden mellan experimentella och simulerade profiler av plasma inducerad strömningshastighet.  Plasmaaktuatormodellen används därefter i Large Eddy Simulations (LES) för att beräkna strömningen kring en halvcylinder med Reynolds tal Re=65*10^3 och Re=32*10^3. Två typer av fall studeras. I det första fallet används en enda aktuator. I det andra fallet, är ett par på varandra följande aktuatorer placerade, där aktuatorernas position på halvcylinder ändras. Resultaten visar att en luftmotståndsminskning på upp till 10% kan erhållas. Den idealiska platsen för aktuatorn bedöms vara nära den punkt där strömningen utan aktuator separerar. Slutligen undersöks Dynamic Mode Decomposition (DMD) som ett verktyg för att extrahera koherenta dynamiska strukturer i en turbulent strömning. DMD används först för att analysera pulserande kanalströmning där pulsationen har en känd frekvens. Resultaten visar att DMD ger liknande resultat som då fas-medelvärdesbildning görs vid oscillationsfrekvensen. Förekomsten av turbulens buller hindrar dock möjligheten att identifiera moder vid högre övertoner. DMD används också för att analysera strömningen kring halv-cylindern. I avhandlingen visas att spektrat i vaken är bredbandigt men att även moder inom distinkta frekvensintervall fanns vara belägna i avgränsade områden i vaken. / <p>QC 20170117</p>