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Many of the flows in nature are turbulent. To modify turbulent flows, nature serves itself with different types of coatings. Sharks have riblets-like structures on their skin, fishes have slime with polymers and the surface of the lotus flower has superhydrophobic properties. However many times these naturally occurring coatings also serve other purposes. Due to millions of years of adaption, there are anyway many reasons to be inspired by these. The present work is an investigation of nature inspired coatings with the aim of passive flow manipulations. The goal of the investigation has not been to achieve drag reduction, but to achieve a better understanding of the effect of these coatings on turbulent flows. Simulations have been performed in a channel flow configuration, where the boundary condition on one wall has been modified. A macroscopic description has been used to simulate superhydrophobic and porous-like surfaces and a microscopic description has been used to simulate suspended fibers, both rigid and flexible, attached to the channel wall. For the macroscopic description, a pseudo-spectral method was used and for the microscopic description a lattice-Boltzmann method was used. The superhydrophobic modification was implemented using a general slip tensor formulation. In agreement with earlier results, drag reduction was achieved with slip in the streamwise direction and slip in the spanwise direction resulted in drag increase. Non-zero off-diagonal terms in the slip tensor resulted in a slight drag increase, but with rather similar flow behaviour. Transpiration, imitating a porous media, gave rise to drag increase and severely modified the turbulent structures, forming two-dimensional structures elongated in the spanwise direction. For the short fibers, neither rigid nor flexible fibers modified the velocity field to a large extent. The fibers gave rise to recirculation regions and these were seen to be stronger below high-speed streaks. Flexible fibers showed similarities to porous media through a coupling of wallnormal velocity and pressure fluctuations, and this was not seen for the rigid fibers. The fiber deflections were seen to correlate well with the pressure fluctuations. / Många naturligt förekommande flöden är turbulenta. Naturen har också gett upphov till flera typer av ytskikt som kan påverka dessa. Hajars skinn har räfflor, fiskar har slem som innehåller polymerer och lotusblommans yta har superhydrofobiska egenskaper, men ofta har dessa naturliga ytskikt också andra egenskaper. På grund av miljoner år av anpassning så finns det ändå många skäl att studera dessa. Detta arbete är en studie av naturinspirerade ytskikt, där målet har varit passiva flödesmanipulationer. Målet har inte varit att åstadkomma en ytfriktionsminskning, utan att få en bättre förståelse om hur dessa ytskikt påverkar turbulenta flöden. Simuleringar har utförts i en kanalliknande geometri, där en kanalväggs randvillkor har modifierats. En makroskopisk beskrivning har använts för att simulera superhydrofobiska och porösa ytor och en mikroskopisk beskriving har använts för att simulera fibrer, både stela och böjbara, fastsatta på en kanalvägg. För flödet med det makroskopiskt beskrivna randvillkoret har en pseudospektral metod använts och för flödet med det mikroskopiskt beskrivna randvillkoret har en lattice-Boltzmannmetod använts. Den superhydrofobiska ytan implementerades genom en generell tensorformulering. Ett randvillkor med nollskild hastighet i kanalens riktning gav upphov till en ytfriktionsminskning och ett randvillkor med nollskild hastighet vinkelrät mot kanalens riktning gav upphov till en ökad ytfriktion, i överensstämmelse med tidigare resultat. Nollskilda icke-diagonala tensorelement gav upphov till en smärre ökning av ytfriktionen, utan att nämnvärt förändra flödet. De porösa ytorna gav upphov till en ytfriktionsökning och hade stor inverkan på de turbulenta strukturerna. Dessa ytor bildade tvådimensionella struturer vinkelrät mot kanalens riktning. Varken de stela eller de böjbara fibrerna gav upphov till stora ändringar i hastighetsfältet. Däremot uppstor cirkulationszoner och dessa var starkare under stråkstrukturer med hög hastighet. De böjbara fibrerna uppvisade likheter med porösa material genom en interaktion mellan det vertikala hastighetsfältet och de turbulenta tryckfluktuationerna. Denna interaktion uppstod inte för de stela fibrerna. Fibrernas böjning korrelerade också i stor utsträckning till tryckfluktuationerna.

When multiple autonomous vehicles drive closelytogether behind each other, it is called a platoon. Platooningprovides several benefits, such as decreased congestion andreduced fuel consumption. In order for more vehicles to takeadvantage of these benefits, the platoon should be able to openup a space for other vehicles to merge into. Thus, our goal withthe project was to develop a system that can split a platoon.To achieve this, we are using model predictive control (MPC) tocontrol the system because it can handle constraints and controlsystems with multiple variables. To test the implemented system,we created a simulation environment in Python. We createdseveral plots to analyze and show the results of the simulations.To make the simulation more realistic, we introduced air drag tothe system. To counteract this effect, we added linearized air dragto the MPC. We showed that the constructed system could splitbetween any two adjacent vehicles in a platoon up to 50 meters.Another significant result was that the MPC could compensatefor the air drag without adding linearized air drag to the MPC. / När flera autonoma fordon kör nära varandra kallas det för en platoon. Det finns flera fördelar med platooning som minskad trafik samt minskad bränsleförbrukning. För att fler fordon ska kunna dra nytta av dessa fördelar bör nya fordon kunna sammansluta till en platoon och på grund av detta bör fordonen i platoonen kunna öppna ett utrymme för det nya fordonet. Därför är vårt mål med detta projekt att utveckla ett system som kan styra och dela på en platoon. För att åstadkomma detta använder vi model prediktiv reglering (MPC) eftersom den är bra på att hanterar bivilkor och styra system med många variabler. Vi implementerade systemet i Python, där en simuleringsmiljö skapades. För att se och analysera resultaten av simuleringen skapades grafer som visade hur fordonen hade färdats under simuleringen. Vi lade till luftmotstånd i simuleringen för att göra den mer realistisk. För att motverka luftmotståndet lade vi även till ett linjäriserat luftmotstånd till i MPC:n. I slutet av projektet kunde systemet dela platoonen mellan två fordon med ett avstånd upp till 50 meter. Vi observerade att MPC:n kunde kompensera motståndet utan implementationen av det linjäriserade luftmotståndet. / Kandidatexjobb i elektroteknik 2021, KTH, Stockholm

Denna rapport avser det examensarbete som har utförts i samarbete med AB Volvo Penta under vårterminen 2022. Arbetet beskriver produktutvecklingsprocessen för en lamellprovrigg.Volvo Penta i Köping utvecklar och tillverkar transmissioner för marint bruk. De har problem att få noggranna mätningar av effektförluster i lamellpaketen som sitter i transmissionen. Därför önskar Volvo Penta en lamellprovrigg för att kunna mäta effektförlusterna i ett frånkopplat lamellpaket. Projektet avgränsas till att endast ta fram en layoutkonstruktion med val av huvudkomponenter och funktionsbeskrivning för lamellprovriggen.Innan produktutvecklingsprocessen påbörjades gjordes en förstudie för att granska befintliga lamellprovriggar. Förstudien konkluderas med att dagens lamellprovriggar inte kan utföra tester under de driftförhållanden som önskas i den provrigg som examensarbetet avser konstruera, därför kan endast huvudkomponenter i tidigare lamellprovriggar granskas och inte hela provriggskoncepten. Genom konceptgenerering och -utvärdering tas en layoutkonstruktion fram och huvudkomponenter specificeras. Motrotation på lamellpaket skapas med Duoprop-system. Förlustmätningar av moment samt värmeutveckling utförs. Mätning av både moment och varvtal görs med ett momentnav som är placerad vid motorn för att mäta det som förs in i systemet. Temperatur och flöde mäts på flera ställen i hydraulsystemet för att kunna variera det önskade driftförhållandet.Resultatet är underlag till en provrigg som efterliknar Volvo Pentas IPS-transmissions driftförhållanden och ger möjlighet till provning av nya material, oljor och dimensioner. Konstruktionens avsikt är att ge underlag på en layout av en lamellprovrigg som lämpar sig till Volvo Pentas fysiska och teoretiska behov. Konstruktionen är genomarbetad och bör vara en stabil byggsten för kommande arbete fram till tillverkning och montering. / This report refers to the bachelor’s thesis that has been carried out in collaboration with AB Volvo Penta during the spring term 2022. The work describes the product development process for a wet disc clutch test rig.Volvo Penta in Köping develops and manufactures transmissions for marine applications. Their problem is getting accurate measurements of power losses in the wet clutch packages contained in the transmission. Volvo Penta therefore have the desire for a wet disc clutch test rig to be able to measure the power losses in a disconnected friction disc package. The project is limited to developing only a layout design with a selection of main components and a functional description for the wet disc clutch test rig.Before the product development process began, a feasibility study was conducted to examine existing friction disc test rigs. The feasibility study concludes that today's test rigs can not perform tests under the desired operating conditions in the test rig that the degree project intends to construct, therefore only main components in previous test rigs can be examined and not the entire test rig concept. Through concept generation and evaluation, a layout construction is developed and the main components to it are specified. Counter-rotation on friction disc packages is created with a Duoprop-system. Loss measurements are performed for torque and heat generation. Measurements for both torque and rotational speed are done with a torque sensor that is located at the engine to measure what is fed into the system. Temperature and flow are measured in several places throughout the hydraulic system in order to be able to vary the desired operating conditions.The result is the basis for a wet disc clutch test rig that mimics Volvo Penta's IPS transmission’s operating conditions and provides an opportunity to test new materials, oils and dimensions. The purpose of the design is to provide a basis for a layout of a wet disc clutch test rig that suits Volvo Penta's physical and theoretical needs. The construction has been thoroughly evaluated and should be a stable building block for future work until manufacturing and assembly.

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.

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Thesis (PhD (Electrical and Electronic Engineering))--University of Stellenbosch, 1997. / This dissertation considers the feasibility of using atmospheric drag to control constellations of micro-satellites in low Earth orbits. The constellation control requirements include an acquisition phase and a maintenance phase. Optimal strategies are designed to control the relative positions of the satellites during these two phases. It is shown that the feasibility and success of the strategies depend on many factors, including the satellite properties and orbital configuration. A nominal test constellation is presented and used as a generic example for the application of the control strategies. The dissertation also focuses on the accurate modelling and simulation of a typical low Earth orbit satellite, moving under the influence of a variety of significant orbit perturbation forces. The simulations form an integral part of the study and are used to verify the application of all the proposed control strategies.

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>