Browsing by Author "Garry, Kevin"
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Item Open Access Cranfield DrivAer CAD_Pack_3 Mirrors(Cranfield University, 2018-04-10 16:30) Francisco Soares, Renan; Garry, Kevin; Holt, JennyMirrors CAD Pack (35% scaled-version), including:1. DrivAer - Mirrors (base plate only) (woM):DrivAer mirrors, base plate only.2. DrivAer - Mirrors (standard) (wM):DrivAer mirrors, standard version.CAD files available in IGS, STEP, STL, and Parasolid formats. All geometries are provided in [mm].Notation:(woM) = without external mirrors.(wM) = with external mirrors. --CAD designed and uploaded by:Renan F Soares - PhD in Aerospace Applied Aerodynamics Group Cranfield University, United KingdomItem Open Access (Cranfield DrivAer) CAD_Pack_1 Main Body(Cranfield University, 2018-04-10 16:30) Francisco Soares, Renan; Garry, Kevin; Holt, JennyMain Body CAD Pack (35% scaled-version), including:1. DrivAer_hp - Main_body (S):Main-body surface, with two cuttings for Rear-end and Diffuser CAD Pack.2. DrivAer_hp - Main_body (S) (diffuser lid):'Diffuser lid' surface, which matches the Main-body's Diffuser cutting in order to complete the Main-body, smooth underfloor version (S).CAD files available in IGS, STEP, STL, and Parasolid formats. All geometries are provided in [mm].Notation:(S) = [modified] Smooth Underfloor CAD designed and uploaded by:Renan F Soares - PhD in Aerospace Applied Aerodynamics Group Cranfield University, United KingdomItem Open Access [Cranfield DrivAer] CAD_Pack_2 Rear-end (Standard DrivAer)(Cranfield University, 2018-04-10 16:30) Francisco Soares, Renan; Garry, Kevin; Holt, JennyRear-end CAD Pack (35% scaled-version), including:1. DrivAer - Rear-end Fastback (F):Rear-end surface equivalent to a generic Fastback car model.2. DrivAer - Rear-end Notchback (N):Rear-end surface equivalent to a generic Notchback car model.3. DrivAer - Rear-end Estateback (E):Rear-end surface equivalent to a generic Estateback car model.CAD files available in IGS, STEP, STL, and Parasolid formats. All geometries are provided in [mm].Notation:(F) = Fastback(N) = Notchback(E) = EstatebackReference:1. DrivAer Model : “Geometry”. Institute of Aerodynamics and Fluid Mechanics. Technical University of Munich. http://www.aer.mw.tum.de/en/research-groups/automotive/ drivaer/geometry/.-CAD adapted and uploaded by:Renan F Soares - PhD in AerospaceApplied Aerodynamics GroupCranfield University, United KingdomItem Open Access [Cranfield DrivAer] CAD_Pack_4 Wheels(Cranfield University, 2018-04-10 16:30) Francisco Soares, Renan; Garry, Kevin; Holt, JennyWheels CAD Pack (35% scaled-version), including:1. DrivAer_hp - Front Wheels (wW) (GS off):Front Wheels pair geometry, which houses internal mounting for experimental tests.2. DrivAer_hp - Rear Wheels (wW) (GS off):Rear Wheels pair geometry, which houses internal mounting for experimental tests.2. DrivAer_hp - Wheel Inserts (woW):Inserts to fulfil all four wheel cavities, which converts the DrivAer model to the Closed body version.CAD files available in IGS, STEP, STL, and Parasolid formats. All geometries are provided in [mm].Notation:(wW) = with wheels.(woW) = without wheels.(GS off) = Without ground simulation (i.e. stationary ground condition). CAD designed and uploaded by:Renan F Soares - PhD in AerospaceApplied Aerodynamics GroupCranfield University, United KingdomItem Open Access [Cranfield DrivAer] CAD_Pack_5 Splitters(Cranfield University, 2018-04-10 16:31) Francisco Soares, Renan; Knowles, Andrew; Garry, Kevin; Holt, JennySplitter CAD Pack (35% scaled-version), including:1. DrivAer_hp - Splitter (06mm):Splitter positioned for a nominal length equal to 6 mm.2. DrivAer_hp - Splitter (12mm):Splitter positioned for a nominal length equal to 12 mm.3. DrivAer_hp - Splitter (18mm):Splitter positioned for a nominal length equal to 18 mm.4. DrivAer_hp - Splitter (30mm):Splitter positioned for a nominal length equal to 30 mm.5. DrivAer_hp - Splitter (35mm):Splitter positioned for a nominal length equal to 35 mm.6. DrivAer_hp - Splitter (41mm):Splitter positioned for a nominal length equal to 41 mm.CAD files available in IGS, STEP, STL, and Parasolid formats. All geometries are provided in [mm].Nominal splitter length equivalent to the 35%-scale model.-------------------------------------------------CAD designed and uploaded by:Renan F Soares - PhD in AerospaceApplied Aerodynamics GroupCranfield University, United KingdomItem Open Access [Cranfield DrivAer] CAD_Pack_6 Strakes(Cranfield University, 2018-04-10 16:32) Francisco Soares, Renan; Knowles, Andrew; Garry, Kevin; Holt, JennyStrakes CAD Pack (35% scaled-version), including:1. DrivAer_hp - Strakes (Lower-pair S-size):Lower pair of strakes, in nominal Small size.2. DrivAer_hp - Strakes (Lower-pair M-size):Lower pair of strakes, in nominal Medium size.3. DrivAer_hp - Strakes (Lower-pair L-size):Lower pair of strakes, in nominal Large size.4. DrivAer_hp - Strakes (Upper-pair S-size):Upper pair of strakes, in nominal Small size.5. DrivAer_hp - Strakes (Upper-pair M-size):Upper pair of strakes, in nominal Medium size.6. DrivAer_hp - Strakes (Upper-pair L-size):Upper pair of strakes, in nominal Large size.CAD files available in IGS, STEP, STL, and Parasolid formats. All geometries are provided in [mm].Notation:(Lower-set) = lower pais of strakes.(Upper-set) = upper pais of strakes.(Full-set) = both lower and upper pairs of strakes. CAD designed and uploaded by: Renan F Soares - PhD in Aerospace Applied Aerodynamics Group Cranfield University, United KingdomItem Open Access [Cranfield DrivAer] CAD_Pack_7 Spoilers(Cranfield University, 2018-04-10 16:32) Francisco Soares, Renan; Golons Olives, Sergio; Garry, Kevin; Holt, JennySpoilers CAD Pack (35% scaled-version), including:1. DrivAer_hp - Spoiler (spL040 spA40): Spoiler pack with plate size of 40 mm, set at 40 deg.2. DrivAer_hp - Spoiler (spL080 spA40):Spoiler pack with plate size of 80 mm, set at 40 deg.3. DrivAer_hp - Spoiler (spL120 spA40):Spoiler pack with plate size of 120 mm, set at 40 deg.4. DrivAer_hp - Spoiler (spL080 spA20):Spoiler pack with plate size of 80 mm, set at 20 deg.5. DrivAer_hp - Spoiler (spL080 spA60):Spoiler pack with plate size of 80 mm, set at 60 deg.CAD files available in IGS, STEP, STL, and Parasolid formats. All geometries are provided in [mm].Notation:(spL) = length of the spoiler plate.(spA) = angle of the spoiler plate, in reference to the ground. CAD designed and uploaded by:Renan F Soares - PhD in AerospaceApplied Aerodynamics GroupCranfield University, United KingdomItem Open Access [Cranfield DrivAer] CAD_Pack_8 Diffusers(Cranfield University, 2018-04-10 16:33) Francisco Soares, Renan; Goñalons Olives, Sergio; Garry, Kevin; Holt, JennyDiffusers CAD Pack (35% scaled-version), including:1. DrivAer_hp - Diffuser (side plates):Side plates used to generate an diffuser channel for slopping angles protruding the DrivAer main body (i.e. diffA < 7 deg).2. DrivAer_hp - Diffuser (diffA00 plain):Diffuser pack with a plain, sloping surface of 0 deg (i.e. 'no-diffuser' case).3. DrivAer_hp - Diffuser (diffA05 plain):Diffuser pack with a plain, sloping surface of 5 deg.4. DrivAer_hp - Diffuser (diffA10 plain):Diffuser pack with a plain, sloping surface of 10 deg.5. DrivAer_hp - Diffuser (diffA16 plain):Diffuser pack with a plain, sloping surface of 16 deg.6. DrivAer_hp - Diffuser (diffA05 SEP_on):Diffuser pack with a plain, sloping surface of 5 deg and 3 equidistant separators ('fins').7. DrivAer_hp - Diffuser (diffA10 SEP_on):Diffuser pack with a plain, sloping surface of 10 deg and 3 equidistant separators ('fins').8. DrivAer_hp - Diffuser (diffA16 SEP_on):Diffuser pack with a plain, sloping surface of 16 deg and 3 equidistant separators ('fins').CAD files available in IGS, STEP, STL, and Parasolid formats. All geometries are provided in [mm].Notation:(diffA) = nominal diffuser angle.(SEP_on) = use of longitudinal separators ('fins').-------------------------------------------------CAD designed and uploaded by:Renan F Soares - PhD in AerospaceApplied Aerodynamics GroupCranfield University, United KingdomItem Open Access Dataset for SAE 2018-01-0725 "On the Aerodynamics of an Enclosed-Wheel Racing Car: an assessment and proposal of add-on devices for a fourth, high-performance configuration of the DrivAer model"(Cranfield University, 2018-04-10 08:56) Francisco Soares, Renan; Garry, Kevin; Holt, JennyExpansion dataset for the SAE Technical Paper 2018-01-0725, which includes:- experimental results (Figures 10 to 18) in spreadsheet format.- summary of experimental testing conditions per run.- details of statistical analysis per blocking factor (i.e. group of testing cases).- addition of corrected coefficients for wall interference (wind tunnel area blockage of 10.2%).SUMMARY:A. Front bumper splitter:Figure 10. Front bumper splitter: influence of splitter size on aerodynamic loads.B. Forebody lateral strakes:Figure 11. Forebody lateral strakes: influence of strake size on aerodynamic loads.Figure 12. Forebody lateral strakes: influence of assembly set on aerodynamic loads.C. Rear-end spoiler:Figure 13. Rear-end spoiler: influence of spoiler angle on aerodynamic loads.Figure 14. Rear-end spoiler: influence of spoiler size on aerodynamic loads.D. Underfloor diffuser:Figure 15. Underbody diffuser: influence of the diffuser angle on aerodynamic loads.Figure 16. Underbody diffuser: influence of longitudinal separators on aerodynamic loads.E. DrivAer high-performance Fastback configuration:Figure 17. High-performance Fastback DrivAer configuration: comparison of aerodynamic loads against the standard version.Figure 18. High-performance Fastback DrivAer configuration: Reynolds number sensitivity of aerodynamic loads.SUPPLEMENTARY MATERIALS:I. Publication:Soares, R., Knowles, A., Goñalons Olives, S., Garry, K. et al., "On the Aerodynamics of an Enclosed-Wheel Racing Car: An Assessment and Proposal of Add-On Devices for a Fourth, High-Performance Configuration of the DrivAer Model," SAE Technical Paper 2018-01-0725, 2018, https://doi.org/10.4271/2018-01-0725.II. CAD geometry:Soares, Renan francisco; Olives, Sergio Goñalons; Knowles, Andrew Paul; Garry, Kevin; Holt, Jenny (2018): DrivAer hp-F: the CAD geometry pack. figshare. Collection. doi:10.17862/cranfield.rd.c.3969120.Item Open Access Development and application of optical fibre strain and pressure sensors for in-flight measurements(IOP Publishing, 2016-09-16) Lawson, Nicholas J.; Correia, Ricardo N.; James, Stephen W.; Partridge, Matthew; Staines, Stephen E.; Gautrey, James E.; Garry, Kevin; Holt, Jennifer C.; Tatam, Ralph P.Fibre optic based sensors are becoming increasingly viable as replacements for traditional flight test sensors. Here we present laboratory, wind tunnel and flight test results of fibre Bragg gratings (FBG) used to measure surface strain and an extrinsic fibre Fabry–Perot interferometric (EFFPI) sensor used to measure unsteady pressure. The calibrated full scale resolution and bandwidth of the FBG and EFFPI sensors were shown to be 0.29% at 2.5 kHz up to 600 με and 0.15% at up to 10 kHz respectively up to 400 Pa. The wind tunnel tests, completed on a 30% scale model, allowed the EFFPI sensor to be developed before incorporation with the FBG system into a Bulldog aerobatic light aircraft. The aircraft was modified and certified based on Certification Standards 23 (CS-23) and flight tested with steady and dynamic manoeuvres. Aerobatic dynamic manoeuvres were performed in flight including a spin over a g-range −1g to +4g and demonstrated both the FBG and the EFFPI instruments to have sufficient resolution to analyse the wing strain and fuselage unsteady pressure characteristics. The steady manoeuvres from the EFFPI sensor matched the wind tunnel data to within experimental error while comparisons of the flight test and wind tunnel EFFPI results with a Kulite pressure sensor showed significant discrepancies between the two sets of data, greater than experimental error. This issue is discussed further in the paper.Item Open Access The development of a simple method for drag estimation for wedge-like fairings in hypersonic flow(ICAS, 2016-09-30) Roussel, Alexandre; Prince, Simon A.; Viguer, Matthieu; Kshitij, Abhinav; Stollery, John; Garry, KevinThe addition of wedge-like fairings onto the side of missiles and space launch vehicles, to shield devices such as cameras or reaction jet nozzles, creates additional drag, particularly when in supersonic/hypersonic flow. An experimental and computational study was performed to obtain data on wedge configurations and develop simple theories for the drag due to these types of fairings.Item Open Access Extremum Seeking Control for Truck Drag Reduction(Cranfield University, 2018-06-20 16:09) Whidborne, James; Garry, KevinMATLAB/Simulink codes for "Extremum Seeking Control for Truck Drag Reduction" G Papageorgiou, J Barden, J Whidborne, K Garry 12th UKACC International Conference on Control Sheffield, UK, 5th - 7th September 2018 Videos: converge.mp4 - shows ESC controller convergence with Speed controller reference, Vr=24 m/s Initial deflector height limits, deltaH=1.16 Gradient and wind speed are set to zeroItem Open Access The influence of high-speed SPIV data processing parameters on aircraft wing vortex wake assessment(ICAS, 2018-09-14) Garry, Kevin; Di Pasquale, Davide; Prince, Simon A.; Lawson, Nicholas J.This paper uses Stereoscopic Particle Image Velocimetry (SPIV) data from the near wake of a detailed sub-scale ½ model of a representative transport aircraft wing with leading and trailing edge high lift systems and outboard aileron representation, to analyse the influence of data sampling period and frequency on the magnitude and position of the vortices resolved within the wake. The paper also evaluates the extent of vortex ‘wander’ at various stages of development within the near wake and offers guidance for optimum time-averaging strategy when investigating complex longitudinal vortex interaction studies in similar flow fields.Item Open Access The influence of high-speed SPIV data processing parameters on aircraft wing vortex wake assessment(ICAS, 2018-12-31) Garry, Kevin; Di Pasquale, Davide; Prince, Simon A.; Lawson, Nicholas J.SPIV is a powerful tool to assess aircraft wing vortex wakes. Current optical systems enable velocity vector measurements at sample rates of 10Hz. This facilitates detailed assessment of flows containing multiple, potentially unsteady, vortices. SPIV data from the wake of a high-lift wing is used to investigate data sampling strategies on the magnitude of vortex trajectory and strength.Item Open Access A rapid aerodynamic prediction method for unconventional transonic aircraft configurations(ICAS, 2018-12-31) Prince, Simon A.; Di Pasquale, Davide; Garry, Kevin; Nuzzo, CristinaThis paper presents some results comparing the use of the Full Potential equations, coupled with the turbulent integral boundary layer equations for aircraft transonic cruise analysis. Use of such a method in the conceptual design stage is shown to be capable of yielding accurate enough data in a few minutes on a single processor, where Navier - Stokes simulations on 100+ processors take several days.Item Open Access A study of an aero-elastic twisted inverted wing in close ground proximity(AIAA, 2019-01-06) Barzic, Jean-Baptiste; Garry, Kevin; Prince, Simon A.Aero-elastic deformation of an inverted wing in close ground proximity can have an effect on the aerodynamic loads experienced and the downstream trajectory of the primary tip vortex. These differences have practical application to the front wing installations used in typical open-wheel auto-sport vehicle configurations. A series of moving ground wind tunnel measurements of aerodynamic lift and drag on a simplified inverted-wing-body configuration, at Re/m in the range 1.4 x 106 < Re/m < 2.8 x 106, were compared with RANS CFD simulations on both the un-deflected and deformed body. Measurements of model deformation were obtained using a videogrammetry technique. RANS CFD simulations appear to over-estimate the magnitude of the (-ve) lift coefficient, in very close ground proximity, compared to the experimental data. This may possibly be due to difficulty capturing the interaction between the wing tip vortex and a region of flow separation near the trailing edge, which is particularly apparent at low ground clearances.Item Open Access Turbulence model assessment of the separated flow in the Stanford diffuser(ICAS, 2021-09-10) Bonnici, Mario; Prince, Simon A.; Garry, KevinThe computational prediction of separated turbulent flows in internal ducts is a well-known challenging problem. The flow separation within the diffuser sections of wind tunnels is a significant problem and was the motivation for this study which aimed to identify the most accurate turbulence model for the prediction of the separated flow regions in a large industrial wind tunnel. To investigate this problem, the Stanford diffuser developed by Cherry et al., was used as a benchmark to compare simulations with different turbulence models. Corner flow separations, with the associated decrease in static pressure rise, total pressure losses and flow unsteadiness are common in rectangular diffusers. Results from the Stanford diffuser test-case show that linear eddy-viscosity models fail to predict flows in highly asymmetric diffusers due to their over-sensitivity to transverse pressure gradients. On the other hand, Reynolds stress model (RSM) simulations, particularly with the Gibson and Launder (GL-RSM) formulation are in better qualitative and quantitative agreement with the experimental data due to the anisotropic nature of their Reynolds stress formulation.Item Open Access Upstream disturbance effects on self-similarity in the wake of a DrivAer model(Society of Automotive Engineers, 2023-04-11) Rallapalli, Anurag; Proenca, Anderson; Garry, KevinThis study aims to provide an understanding of self-similarity in the turbulent wake generated by a Fastback DrivAer automotive model and assess the impact of upstream disturbances on the wake. The disturbances are generated using a circular cylinder placed five cylinder diameters upstream. Multiple ‘cylinder-model’ positions were tested by offsetting the lateral positioning of the cylinder with respect to the centreline of the model. Data was obtained at cross-planes in the wake going from 25% to 100% car length. Wind tunnel data has been obtained using a total pressure probe rake and a four-hole cobra probe. Data has also been obtained using RANS based simulations with k – ε realisable turbulence model. Mean axial-component velocity profiles were analysed with momentum thickness (θ) and vorticity thickness (δω) used as the scaling parameters. It was seen that self-similarity marginally exists in the wake depending on the upstream conditions and the scaling parameter. Overall, vorticity thickness was seen to be better. Downstream, the mean profiles show a simpler collapse compared to the near wake. Understanding how deficit decay takes effect in the wake is useful to improve the aerodynamic performance of an automobile/motor car/ground vehicle. Therefore, establishing the similarity parameters presented in the work is an early step towards an analytical description of a turbulent wake model.