Wind tunnel investigation of hemispherical forebody interaction on the drag coefficient of a D-shaped model

Abstract

Purpose An experimental investigation of hemispherical forebody interaction effects on the drag coefficient of a D-shaped model is carried out for three-dimensional flow in the subcritical range of Reynolds number 1 × 105 ≤ Re ≤ 1.8 × 105. To study the interaction effect, hemispherical shapes of various sizes are attached to the upriver of the D-shaped bluff body model. The diameter of the hemisphere (b1) varied from 0.25 to 0.75 times the diameter of the D-shaped model (b2) and its gap from the D-shaped model (g/b2) ranged from 0.25 to 1.75 b2. Design/methodology/approach The experiments were carried out in a low-speed open-circuit closed jet wind tunnel with test section dimensions of 1.2 × 0.9 × 1.8 m (W × H × L) capable of generating maximum velocity up to 45 m/s. The wind tunnel is equipped with a driving unit which has a 175-hp motor with three propellers controlled by a 160-kW inverter drive. Drag force is measured with an internal six-component balance with the help of the Spider 3013 E-pro data acquisition system. Findings The wind tunnel results show that the hemispherical forebody has a diameter ratio of 0.75 with a gap ratio of 0.25, resulting in a maximum drag reduction of 67%. Research limitations/implications The turbulence intensity of the wind tunnel is about 5.6% at a velocity of 18 m/s. The uncertainty in the velocity and the drag coefficient measurement are about ±1.5 and ±2.83 %, respectively. The maximum error in the geometric model is about ±1.33 %. ractical implications The results from the research work are helpful in choosing the optimum spacing of road vehicles, especially truck–trailer and launch vehicle applications. Social implications Drag reduction of road vehicle resulting less fuel consumption as well as less pollution to the environment. For instance, tractor trailer experiencing approximately 45% of aerodynamics drag is due to front part of the vehicle. The other contributors are 30% due to trailer base and 25% is due to under body flow. Nearly 65% of energy was spent to overcome the aerodynamic drag, when the vehicle is traveling at the average of 70 kmph (Seifert 2008 and Doyle 2008). Originality/value The benefits of placing the forebody in front of the main body will have a strong influence on reducing fuel consumption.