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Research Papers: Flows in Complex Systems

# Flow Control on a Transport Truck Side Mirror Using Plasma Actuators

[+] Author and Article Information
Theodoros Michelis

Department of Aerodynamics,
Delft University of Technology,
Kluyverweg 2,
Delft 2629 HT, The Netherlands
e-mail: t.michelis@tudelft.nl

Marios Kotsonis

Assistant Professor
Department of Aerodynamics,
Delft University of Technology,
Kluyverweg 2,
Delft 2629 HT, The Netherlands
e-mail: m.kotsonis@tudelft.nl

1Corresponding author.

Contributed by the Fluids Engineering Division of ASME for publication in the JOURNAL OF FLUIDS ENGINEERING. Manuscript received October 31, 2014; final manuscript received May 4, 2015; published online July 10, 2015. Assoc. Editor: D. Keith Walters.

J. Fluids Eng 137(11), 111103 (Jul 10, 2015) (6 pages) Paper No: FE-14-1625; doi: 10.1115/1.4030724 History: Received October 31, 2014

## Abstract

A wind tunnel study is conducted toward hybrid flow control of a full scale transport truck side mirror at $ReD=3.2×105$. A slim guide vane is employed for redirecting high-momentum flow toward the mirror wake region. Leading edge separation from the guide vane is reduced or eliminated by means of an alternating current -dielectric barrier discharge (AC-DBD) plasma actuator. Particle image velocimetry (PIV) measurements are performed at a range of velocities from 15 to 25 m/s and from windward to leeward angles from $-5deg$ to $5deg$. Time-averaged velocity fields are obtained at the center of the mirror for three scenarios: (a) reference case lacking any control elements, (b) guide vane only, and (c) combination of the guide vane and the AC-DBD plasma actuator. The comparison of cases demonstrates that at 25 m/s windward conditions $(-5deg)$ the guide vane is capable of recovering 17% momentum with respect to the reference case. No significant change is observed by activating the AC-DBD plasma actuator. In contrast, at leeward conditions $(5deg)$, the guide vane results in a −20% momentum loss that is rectified to a 6% recovery with actuation. The above implies that for a truck with two mirrors, 23% of momentum may be recovered.

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## References

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## Figures

Fig. 1

Schematic cross section of a typical AC-DBD plasma actuator (not to scale)

Fig. 2

Schematic of experimental setup (left not to scale and right to scale). Coordinate axes are parallel and normal to the cabin wall. D = 20 cm, R = 20 cm, Lx = 148 cm, Ly = 75 cm, Lz = 150 cm, G1 = 15 cm, G2 = 5 cm, and α = -5 deg,0 deg,5 deg.

Fig. 3

Schematic of controlling elements (not to scale): c = 60 mm and t = 5 mm (HV: high-voltage electrode)

Fig. 4

Measurement stations along the x–z and x–y planes. Note two mirror elements and the corresponding guide vanes placed atop: s = 90 cm, s1 = 22 cm, s2 = 41 cm, and h = 32 cm.

Fig. 5

Baseline flow for α = 0 deg and U = 25 m/s at stations (a) z2 and (b) z4

Fig. 6

Baseline flow for α = 0 deg and U∞ = 25m/s at stations (a) y1, (b) y2, and (c) y3

Fig. 7

Time-averaged velocity fields for U∞ = 25m/s at station z4. Top row: α = 5 deg (leeward), middle row: α = 0 deg, and bottom row: α = -5 deg (windward); left column: baseline flow, middle column: plasma OFF, and right column: plasma ON.

Fig. 8

Velocity profiles for α = 0 deg,U∞ = 25m/s, x/D = 2.6, and 1 < y/D < 2.35 at station z4. °: baseline flow, × : plasma OFF, and + : plasma ON.

Fig. 9

Reynolds stress fields for α = 0 deg and U∞ = 25m/s at station z4: (a) baseline flow, (b) plasma OFF, and (c) plasma ON

Fig. 10

Voltage ( × ) and current (°) sample signals

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