Heavy duty vehicle (HDV) platooning is currently a big topic both in the academic world and in industry. Platooning is a smart way to solve problems such as safety, traffic congestion, fuel consumption and hazardous exhaust emissions since its concept enables several vehicles to drive close to each other while maintaining all the security requisites. This way, each vehicle will use the so called slipstream effect, an atmospheric drag reduction that occurs behind a traveling vehicle, consuming less fuel and consequently reducing the exhausted gases. Furthermore, it increases the traffic flow since the distance between vehicles is significantly reduced. The concept and idea of platooning is not particularly new, but only in the last few decades new technology made it possible. HDV platooning scenarios for scale model trucks were developed in the completely renovated Smart Mobility Lab, in KTH, Stockholm. A LabVIEW application was developed giving a robust and stable control of the trucks while following and driving on a newly designed and built road network. The trucks are able to follow a predefined trajectory, change lane and road, platoon with each other with different platooning distances, overtake when the platoon master is changed in order to take the lead of the platoon and change speed to catch up, among other features. The last part of this thesis covers the analysis of the scenarios developed in the testbed. These scenarios represent several situations of HDV platooning, particularly the platoon catch-up case. The main object of this study was the saved fuel due to platooning, and the break-even point, i.e. the distance ratio when neither driving alone nor catching up a platoon ahead would be more feasible. Using real HDV models and their fuel consumption models, simulations were performed in order to check the benefits of platooning and the data got from the scenarios was analyzed. Finally, conclusions were drawn from the experiments where the parameters such as HDV weight, speed increment when catching up and intermediate distance when platooning were different in each trial. It was concluded that a single HDV has to travel 8 to 15 times more than the initial distance that separates it from the HDV(s) ahead and it can save 5 to 13% of fuel depending if catching up a single HDV or a platoon an already existing platoon. Furthermore, it is less beneficial for a platoon already formed to decide to catch up another HDV.

Depuis la découverte des modes asymétriques dans le sillage d'un corps simplifié d'automobile, réminiscents d'une bifurcation à bas nombre de Reynolds, se posent des questions propres au développement aérodynamique des véhicules terrestres telles que l'influence du vent latéral, de l'assiette et du rétreint d'arrière-corps couramment utilisé en phase d'optimisation. Notre travail s'attache à répondre expérimentalement à ces questions pour des géométries simplifiées mais aussi réelles. Les essais sont réalisés en soufflerie industrielle à l'échelle 2/5 pour le corps académique et en pleine échelle pour les monospaces. Nous montrons que le désalignement du véhicule par rapport à l'écoulement incident n'a pour effet que de modifier l'orientation du mode asymétrique sans en changer l'intensité. Nous construisons un modèle simple prédisant non seulement cette orientation mais aussi les conséquences sur les efforts aérodynamiques transverses. La contribution de l'instabilité sur les coefficients aérodynamiques de portance ou d'effort latéral est de l'ordre de 0,02 indépendamment du vent de travers et de l'assiette du véhicule. Les rétreints d'arrière-corps affectent également la dynamique du sillage et son orientation, mais l'instabilité n'est jamais supprimée. Ces résultats sont retrouvés pour des véhicules réels de type monospace dont le sillage est donc également soumis au même mode asymétrique, révélé sans ambigüité par des expériences de sensibilité en assiette. Nos résultats indiquent que, pour tous les véhicules considérés, le mode asymétrique de sillage est systématiquement présent dans l'enveloppe de conduite. Le contrôle ou la suppression de ce mode devrait offrir de nouvelles perspectives d'optimisation des véhicules à culot droit de type monospaces ou SUV. / Since the recent discovery of asymmetric modes in the wake of a simplified vehicle geometry, reminiscent from a bifurcation at low Reynolds numbers, some questions related to the aerodynamic development of ground vehicles such as the influence of lateral wind, pitch and afterbody boat-tail classically used during shape optimization remain unanswered. Our work is devoted to assess those questions experimentally for simplified but also real geometries. The tests are conducted in an industrial wind-tunnel, at the 2/5-scale for the academic body and at the full scale for the minivans. We show that the vehicle's misalignment only modifies the asymmetric mode's orientation without affecting its intensity. We build a model predicting not only this orientation but also the consequences on the cross-flow aerodynamic loading. The contribution of the instability to the lift or side force coefficients is of the order of 0,02 independently of lateral wind or of the vehicle's pitch. Afterbody boat-tails also impact the wake dynamics and its orientation but the instability is never suppressed. These results are retrieved for real vehicles such as minivans, whose wake is then subjected to the same asymmetric mode as well, revealed unambiguously with pitch sensitivity experiments. Our results indicate that, for all considered vehicles, the asymmetric wake mode is systematically present in the driving envelope. The control or the suppression of this mode should offer new optimization's perspectives for blunt based vehicles such as minivans or SUVs.

Periodic, micropatterned superhydrophobic surfaces, previously noted for their ability to provide drag reduction in the laminar flow regime, have been demonstrated capable of reducing drag in the turbulent flow regime as well. Superhydrophobic surfaces contain micro or nanoscale hydrophobic features which can support a shear-free air-water interface between peaks in the surface topology. Particle image velocimetry and pressure drop measurements were used to observe significant slip velocities, shear stress, and pressure drop reductions corresponding to skin friction drag reductions approaching 50%. At a given Reynolds number, drag reduction was found to increase with increasing feature size and spacing, as in laminar flows. No observable drag reduction was noted in the laminar regime, consistent with previous experimental results and theoretical predictions for the channel geometry considered. In turbulent flow, viscous sublayer thickness appears to be the relevant length scale as it approaches the scale of the superhydrophobic microfeatures; performance was seen to increase with further reduction of the viscous sublayer. These results indicate superhydrophobic surfaces may provide a significant drag reducing mechanism for marine vessels.

In nature, microscopic surface textures impact useful function, such as the drag reduction of shark skin (Dean & Bhushan, 2010) and superhydrophobicity of the lotus leaf(Pan, Kota, Mabry, & Tuteja, 2013). In this study, we explore these phenomena by re-creating microscopic surface textures via the method of interfacial flow instability in drying polyvinylidene fluoride (PVDF) acetone solutions. In general, PVDF films can be made using either spin coating or electrospray deposition with various weight concentrations in acetone. In order to study the morphology of the porous structure of PVDF films, wet deposition samples were fabricated by spin coating or near-field electrospray. Possible theories are discussed and examined to explain the formation of these porous structures resulting in development of a well-controlled method to create porous PVDF films with various pore sizes and pore densities. All samples are characterized and found to exhibit superhydrophobicity and drag reduction. To connect porous PVDF film morphology to the established field of dry particle fabrication, PVDF particle synthesis by far-field electrospray is also reviewed and discussed. An established method to generate polymer particles of different morphologies in other polymers (Almeria-Diez, 2012) by electrospray drying is confirmed using PVDF as well. Due to the ability of scalable and re-configurable electrospray, the microscopic surface textures can be applied to areas of any size to reduce drag or impart water-repelling properties.

No description available.

The study presents a numerical investigation about the hydrodynamic characteristics of a transom mounted interceptor on the Oliver Hazard Perry class frigate (FFG-7), in order to assess the potential of propulsion power reduction in a wide range of speeds. This study is aimed to design a stern interceptor with optimal efficiency not only at top speed, but also cruising/transfer speeds, by a simple regulation of its variable geometrical characteristics (from a construction and operational standpoint). A high fidelity numerical model is developed in the open source CFD suite OpenFOAM for the prediction of the longitudinal dynamic equilibrium at speed and the total resistance characteristics of the bare hull. The Reynolds Averaged Navier-Stokes Equations are solved using interDyMFoam, a multiphase volume of fluid solver which allows for a dynamic mesh. The numerical model is validated using the results of the experimental model tests conducted on a 1/80th scale model at the United States Naval Academy Hydromechanics Laboratory (NAHL). The validated numerical model is used to predict the hydrodynamic characteristics of the transom mounted interceptor at different interceptor settings and speeds. The results show that the interceptor reduces the amount of resistance, the running trim, and the sinkage of the ship at high speeds. For a speed of 0.392 Froude number (Fr), a drag reduction of 3.76% was observed, as well as a significant reduction in trim. / Master of Science / The drag acting on the hull is an important component that has to be considered during the process of designing the ship. An interceptor is a device that has been developed to improve the performance of hulls by reducing the drag. This research studies the influence of the interceptor on the resistance and motion of the ship across a range of speeds. The geometrical characteristics of the interceptor are varied in order to identify the geometry that would provide optimal performance across the speed range tested. This study is conducted using the Computational Fluid Dynamics (CFD) software OpenFOAM as well as model tests that were conducted on a 1/80th scale model.

A novel laminar flow control based on generation of spanwise mean velocity gradients (SVG) in a flat plate boundary layer is investigated where disturbances of different types are introduced in the wall-bounded shear layer. The experimental investigations are aimed at; (i) generating stable and steady streamwise streaks in the boundary layer which set up spanwise gradients in the mean flow, and (ii) attenuating disturbance energy growth in the streaky boundary layers and hence delaying the onset of turbulence transition. The streamwise streaks generated by four different methods are investigated, which are spanwise arrays of triangular/rectangular miniature vortex generators (MVGs) and roughness elements, non-linear pair of oblique waves, and spanwise-periodic finite discrete suction. For all the investigated methods the boundary layer is modulated into regions of high- and low speed streaks through formation of pairs of counter-rotating streamwise vortices. For the streaky boundary layers generated by the MVGs a parameter study on a wide range of MVG configurations is performed in order to investigate the transient growth of the streaks. A general scaling of the streak amplitudes is found based on empiricism where an integral amplitude definition is proposed for the streaks. The disturbances are introduced as single- and broad band frequency twodimensional Tollmien–Schlichting (TS) waves, and three-dimensional single and a pair of oblique waves. In an attempt to obtain a more realistic configuration compared to previous investigations the disturbances are introduced upstream of the location were streaks are generated. It is shown that the SVG method is efficient in attenuating the growth of disturbance amplitudes in the linear regime for a wide range of frequencies although the disturbances have an initial amplitude response to the generation of the streaks. The attenuation rate of the disturbance amplitude is found to be optimized for an integral streak amplitude of 30% of the free-stream velocity which takes into account the periodic wavelength of the streaky base flow. The stabilizing effect of the streamwise streaks can be extended to the nonlinear regime of disturbances which in turn results in transition to turbulence delay. This results in significant drag reduction when comparing the skin friction coefficient of a laminar- to a turbulent boundary layer. It is also shown that consecutive turbulence transition delay can be obtained by reinforcing the streaky boundary layer in the streamwise direction. For the streaky boundary layer generated by pair of oblique waves their forcing frequency sets the upper limit for the frequency of disturbances beyond which the control fails. / <p>QC 20160208</p>

Wall-bounded turbulent flows such as plane Couette flow, channel, pipe flows and boundary layer flows are fundamental problem of interest that we often meet in many scientific and engineering situations. The goal of the present thesis is to investigate the origin of large-scale streaky motions observed in the wall-bounded turbulent flows. Under a hypothesis that the large-scale streaky motions sustain with a process similar to the well-known near-wall self-sustaining cycle, the present thesis have pursued on four separate subjects: (i) non-modal amplification of streaks, (ii) the secondary instability of the finite amplitude streaks, (iii) existence of a self-sustaining process at large scale and (iv) turbulent skin friction reduction by forcing streaks. First, using a linear model with turbulent mean flow and the related eddy viscosity, it is shown that the streaks are largely amplified by harmonic and stochastic forcing. The largely amplified streaks undergo the secondary instability and it has been associated with the formation of the large-scale motions (bulge). The existence of a self-sustaining process involving the amplification and instability of streaks at large scale is proved by quenching the smaller-scale energy carrying eddies in the near-wall and logarithmic regions. Finally, it is shown that artificially forcing of large-scale streaks reduce the turbulent skin friction up to 10\% by attenuating the near-wall streamwise vortices.

Nesse trabalho, foi analisada a redução de arrasto, a partir da utilização de duas bancadas experimentais, onde uma delas está situada no laboratório de Mecânica dos Fluidos (EPUSP) e a outra, no laboratório de Fisiologia Vascular (ICB-USP). A redução de arrasto foi investigada a partir do uso dos seguintes polímeros: poliacrilamida 1822S e 1340S, polietileno glicol (PEG4000) e óxido de polietileno (Polyox WSR-301). O comportamento reológico das soluções poliméricas do PEG4000 e das poliacrilamidas foi adquirido experimentalmente, enquanto do Polyox WSR-301 foi obtido da literatura. Esses polímeros foram utilizados na bancada experimental da EPUSP, simulador hidrodinâmico, mas somente o PEG4000 foi utilizado na bancada experimental do ICBI em leitos arteriais caudais de ratos normotensos (Wistar) e espontaneamente hipertensos (SHR). No simulador hidrodinâmico, foi estudada a redução de arrasto em escoamentos pulsáteis laminares e turbulentos, cuja faixa de Reynolds varia entre 2300 a 13700, com concentrações poliméricas que variaram entre 5 e 100 ppm, porém para o PEG4000 essa concentração atingiu valor de 5000 ppm. Em leitos arteriais caudais de ratos, a redução de arrasto foi analisada para escoamento laminar, cuja faixa de Reynolds varia entre 100 e 700, com concentração polimérica de 5000 ppm. Além disso, a redução de arrasto foi estudada na presença e ausência das células endoteliais. Simulações computacionais utilizando o método dos volumes finitos (Fluent) foram realizadas a partir dos dados obtidos da bancada experimental do ICB-I, para avaliar a distribuição da tensão de cisalhamento sobre a parede do vaso na presença e ausência das células endoteliais e do PEG4000, considerando a parede da artéria rígida. A partir dos dados obtidos da análise da viscosidade, ficou constatado que o PEG4000 com concentração de 5000 ppm e as poliacrilamidas 1822S e 1340S com concentrações de 5 e 10 ppm apresentaram comportamento de fluido Newtoniano. Para as poliacrilamidas, concentrações poliméricas acima de 10 ppm apresentaram comportamento de fluido não-Newtoniano. De acordo com a literatura, o Polyox WSR-301 apresentou comportamento de fluido Newtoniano para todas as concentrações poliméricas utilizadas nesse trabalho. O PEG4000 não apresentou o fenômeno da redução de arrasto em nenhuma concentração polimérica analisada, quando aplicado na bancada experimental da EPUSP. As poliacrilamidas e o Polyox WSR-301 apresentaram reduções de arrasto que foram dependentes do número de Reynolds e da concentração utilizada, muito embora o Polyox WSR-301 tenha se mostrado mais eficiente em promover esse fenômeno. Nos leitos arteriais caudais, o PEG4000 apresentou redução de arrasto para a concentração de 5000 ppm, que foi acentuada pela presença das células endoteliais. Os valores da tensão de cisalhamento foram maiores para o animal SHR quando comparados com o animal Wistar. Além disso, no animal Wistar, o endotélio controlou o aumento dessa tensão via produção de substâncias vasodilatadoras, mas apresentou disfunção no animal SHR. A partir dos resultados apresentados acima, podese concluir que o Polyox WSR-301 é mais eficiente para promover a redução de arrasto em tubos rígidos. Por outro lado, muito embora o PEG4000 não tenha apresentado efeito na bancada experimental da EPUSP, esse se mostrou um bom redutor de arrasto em leitos arteriais caudais, tendo sua ação intensificada pela presença das células endoteliais. / In this work, the drag reduction was analyzed in two benches located at Laboratory of Fluid Mechanics at Polytechnic School (EPUSP) and at Laboratory of Vascular Physiology at Institute of Biomedical Science (ICB-USP). The drag reduction was investigated for the following polymers: polyacrilamide 1822S and 1340S, polyethylene glycol (PEG4000) and polyethylene oxide (Polyox WSR-301). The rheological behavior of polymeric solutions of polyacrilamide and PEG4000 was acquired experimentally; while it was obtained from the literature for Polyox WSR-301. All of these polymers were used in the hydrodynamic simulator, but only PEG4000 was employed in the tails arterial bed from normotensive (Wistar) and spontaneously hypertensive rats (SHR) at ICB-1. In the hydrodynamic simulator, the drag reduction was analyzed in laminar and turbulent pulsatile flow, in the range varying between 2300 and 13700, with polymeric concentrations between 5 and 100 ppm, but for PEG4000, concentration has reached 5000 ppm. On the other hand, in the tail arterial beds, the drag reduction was analyzed for laminar flow, in the range between 100 and 700, with polymeric concentration of 5000 ppm. In addition, it was studied in the presence and absence of endothelial cells. Computational simulation using the finite volume method (Fluent) was performed using data obtained from ICB-1 in order to analyze the wall shear stress distribution along of wall vessel both in the presence and absence of endothelial cells and PEG4000, considering the rigid walls. Polyacrilamide 1822S and 1340S as well as PEG4000 showed behavior of Newtonian fluid in the following concentrations: 5 and 10 ppm and 5000 ppm, respectively. On the other hand, for polyacrilamides, concentrations higher than 10 ppm showed behaviour of non- Newtonian fluids. According to the literature, the Polyox WSR-301 behaved as a Newtonian fluid in all concentrations used in this work. At EPUSP\'s bench, while PEG4000 did not show drag reduction for any polymeric concentration analyzed, this phenomenon could be seen for polyacrilamides and Polyox WSR-301, being dependent on Reynolds number as well as polymeric concentration. More important, Polyox WSR- 301 showed to be the most efficient drag reducer of them. Interestingly, in the assays employing the tail arterial beds, PEG4000 showed drag reduction in the concentration of 5000 ppm and it was increased by the presence of the endothelial cells. Thus, Polyox WSR-301 seems to be more efficient to promote drag reduction in the rigid tubes. On the other hand, while PEG4000 did not show drag reduction at EPUSP\'s bench, it was a good drag reducer in the tail arterial beds, being intensified by the action of endothelial cells.

O interesse em escoamento bifásico líquido-líquido aumentou recentemente, em especial devido às grandes perdas de energia envolvidas no transporte de petróleo, onde comumente uma mistura bifásica óleo-água é deslocada ao longo de grandes distancias. Embora este tipo de escoamento seja comum na indústria, não existem tantos trabalhos na literatura quanto os relacionados ao escoamento gás-líquido. Alguns estudos sobre escoamentos óleo-água reportam uma redução de atrito em dispersões e emulsões em regime turbulento sem adição de qualquer tipo de substancia química, mas a física por trás do fenômeno ainda não é bem compreendida. Neste trabalho, foi estudado o padrão de escoamento disperso óleo-água em tubulação horizontal, visando a obtenção de novos dados experimentais e um melhor entendimento do fenômeno de redução de atrito. Uma série de parâmetros considerados importantes para a caracterização do escoamento foi investigada: queda de pressão, fração volumétrica e sub-padrões de escoamento disperso. Apresentam-se dados de distribuição das fases e fração volumétrica in situ, obtidos através de um moderno sensor intrusivo, do tipo wire-mesh, baseado em medidas de capacitância (permissividade). Câmera de alta velocidade e técnica das válvulas de fechamento rápido foram utilizadas para validar os sinais do sensor. Um modelo prospectivo simplificado foi desenvolvido como uma tentativa de explicar a ocorrência do fenômeno de redução de atrito no padrão disperso óleo-água estudado. O modelo sugere que a presença de uma fina película de água rente a parede hidrofílica/oleofóbica do tubo poderia explicar a diminuição no gradiente de pressão bifásico observada. / The interest in two-phase liquid-liquid flow has increased recently mainly due to the petroleum industry where oil and water are often produced and transported together for long distances and the significant frictional pressure gradient involved. Liquid-liquid flows are present in a wide range of industrial processes; however, they have not been studied as intensively as gas-liquid flows. Drag reduction phenomenon in oil-water flows without the addition of any drag reduction agent has been detected in previous works, but the physics behind the phenomenon is yet not well understood. The aim of the research was to study the dispersed oil-water flow pattern in a horizontal pipe in order to better understand the phenomenon and the obtaining of new experimental data of oil-water dispersed flows. Important issues related to oil-water pipe flow were investigated: pressure drop, volume fraction and flow patterns. Phase distribution and holdup data were obtained by a new wire-mesh sensor based on capacitance (permittivity) measurements. A high-speed video camera and the Quick-Closing-Valves technique were used to compare and validate the signals of the wire-mesh sensor. A simplified mathematical model was proposed to explain the drag reduction phenomenon in the oil-water dispersed flow studied. The model suggests that the presence of a thin water film between the homogenously dispersed flow and the pipe wall could explain the observed decreases of the two-phase pressure gradient.