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In this study we consider the flow over airfoils with leading-edge roughness, designed to mimic the ice depositions that may occur on an aircraft in flight. The focus of this investigation is the effect of the angle of attack on the mean-flow three-dimensionality. In our previous work (Kumar et al., Journal of Turbulence, Vol. 22, No. 11, 2021, pp. 735–760), we found stationary spanwise inhomogeneities in the form of alternating regions of fast- and slow-moving fluid, which were termed “flow channels.” In the present study we investigate further this phenomenon. We observe the formation of hairpin vortices downstream of the roughness elements, which eventually merge; this causes the formation of wider channels that remain coherent and affect the trailingedge separation. With increasing angle of attack, the intensity of flow channeling can increase or decrease depending on the topology of the leading-edge roughness. Its effect on the trailing-edge separation remains, however, significant. The mean-separation line is highly distorted, and the separation length can vary by up to 30% of the chord length along the span. Vishal Kumar acknowledges the financial support by Mitacs, Bombardier Aerospace, and CARIC/CRIAQ. Ugo Piomelli acknowledges the support from the Natural Science and Engineering Research Council of Canada under the Discovery Grant program. This research was enabled in part by computational support provided by Compute Ontario (https://www.computeontario.ca) and Southern Ontario Smart Computing Innovation Platform (https://www.soscip.org).

This thesis describes the calculations and proceedings, as well as the theoretical basis behind them, to properly complete the post-process of a CFD analysis of the flow around the McDonnell- Douglas 30P30N airfoil. This completion includes the computations of the relevant magnitudes and the validation of the mesh used comparing the results with the obtained with a finer one and with the results found in the literature. Magnitudes characterizing the boundary layer such as the boundary layer thickness, displacement thickness, momentum thickness and velocity profiles are computed; Also measurements over the shear layer of the slat cove such as the turbulence kinetic energy, velocity magnitude and spanwise vorticity. All the results show sufficient agreement with both a finer mesh that followed the same analysis, as well as the empirical and computational values seen in earlier literature, validating the results and the mesh used.

Els automatismes són aquells mecanismes autòmats que amb poca o nula intervenció humana són capaços de realitzar un moviment o procés. A poc a poc i amb el pas del temps, han anat guanyant importància tant en la indústria com al món de l’automoció. En aquest document es reflecteix el recorregut fet per al disseny d'un mecanisme d’activació d’un aleró dinàmic i el seu sistema d’accionament per a la seva principal utilització en circuits. Primerament, s'estudiarà els diferents mecanismes i sistemes de control d’automatismes que hi ha avui en dia i els diferents elements que els formen. A continuació, mitjançant tecnologia de disseny computacional, es dibuixarà i dimensionarà les diverses parts que finalment formarán el mecanisme d’activació. També és simularà el conjunt mitjançant un programa d’elements finits per a comprovar la seva resistència estructural i finalment es configurarà i programarà el sistema de control per a l’accionament d’aquest mecanisme utilitzant la plataforma Arduino. Per acabar i amb els diferents resultats obtinguts anteriorment, es crearà el prototip ja complet, aleró inclòs, que permetrà al vehicle guanyar estabilitat en les frenades gràcies al seu ús. Los automatismos son aquellos mecanismos autómatas que con poca o nula intervención humana son capaces de realizar un movimiento o proceso. Poco a poco y con el paso del tiempo, han ido ganando importancia tanto en la industria como en el mundo de la automoción. En este documento se refleja el recorrido realizado para el diseño de un mecanismo de activación de un alerón dinámico y su sistema de accionamiento para su principal utilización en circuitos. Primeramente, se estudiará los diferentes mecanismos y sistemas de control de automatismos que existen hoy en día y los diferentes elementos que los forman. A continuación, mediante tecnología de diseño computacional, se dibujará y dimensionará las distintas partes que finalmente formarán el mecanismo de activación. También se simulará el conjunto mediante un programa de elementos finitos para comprobar su resistencia estructural y finalmente se configurará y programará el sistema de control para el accionamiento de este mecanismo utilizando la plataforma Arduino. Por último y con los diferentes resultados obtenidos anteriormente, se creará el prototipo ya completo, alerón incluido, que permitirá al vehículo ganar estabilidad en las frenadas gracias a su uso. Automatisms are those mechanisms that with little or no human intervention are able to carry out a movement or a process. Little by little and over time, they have been gaining importance both in industry and in the automotive world. This document reflects the journey made for the design of a mechanism to activate a dynamic spoiler and its drive system for a main use in circuits. Firstly, the different mechanisms and automation control systems that exist today and the different elements that make them up will be studied. Next, using computational design technology, the various parts that will finally form the activation mechanism will be drawn and dimensioned. The assembly will also be simulated using a finite element program to check its structural resistance and finally the control system for the operation of the mechanism will be configured and programmed using the Arduino platform. Finally, with the different results obtained previously, the complete prototype will be created, spoiler included, which will allow the vehicle to gain stability during braking thanks to its use.

This project aims to investigate the aerodynamic performance of a stock car and two modified versions of it through Computational Fluid Dynamics (CFD) simulations and wind tunnel testing. The modifications include the addition of a front lip, a front splitter, flat underbody, diffuser and wing. The objectives of the project are to analyze the aerodynamic behavior of the three models, quantify the effects of each modification, and compare the simulation results with the wind tunnel tests. The hypothesis is that almost all the modifications will increase downforce and reduce drag, resulting in improved stability and higher speeds. Except for the wing, that will highly increase the downforce, but it will also increase the drag. The project's methodology includes the 3D design of the three models, using Computer Aided Design (CAD) software named CATIA V5. CFD simulations and the post-processing of the results to obtain drag and lift coefficients are done using Ansys Student software. Wind tunnel tests are also conducted on scaled models, printing it with a 3D printer, to compare the simulation results with real-world data. Wind tunnel used on the project is the one we have in university, named GUNT Hamburg HM170. Theoretical background covers fundamental governing equations of fluid dynamics, aerodynamic forces and moments, variation of drag and lift with car speed, and the aerodynamic effects of front lips, front splitters, flat underbody, diffusers, and wings. The project's significance lies in its potential to improve the aerodynamic performance of high-speed vehicles, leading to increased safety, stability, and speed. The results could also have implications for the automotive industry in terms of the design and optimization of race cars and high-performance vehicles. In conclusion, this project aims to investigate the aerodynamic behavior of a stock car and two modified versions of it through computational fluid dynamics simulations and wind tunnel testing. The project's objectives are to analyze the aerodynamic effects of each modification and compare the simulation results with wind tunnel tests. The hypothesis is that the modifications will increase downforce and reduce drag, resulting in improved stability and higher speeds. The project's significance lies in its potential to improve the aerodynamic performance of high-speed vehicles and has implications for the automotive industry.

In this work, a novel approach for airborne filtration with particular reference to medical (non-oil) medical mask is discussed. Here, and contrariwise to current approaches, filtration is attained neither by reducing the hydraulic diameter of the pore nor by increasing the fibre layers thickness-both of them with a strong penalty in the breathability of the mask, but rather by aerodynamic focussing and growth of the particles themselves. Aerodynamic focussing of particles is achieved by a proper simple parallel rearrangement of the traditional crisscrossing fibres-a configuration which we called the aerolayer; and the growth by coalescence. Utilizing a simplified geometrical and physical model, an expression for the required length of the aerolayer was derived. It is shown that the aerolayer is not only able to increase the probability of capture for small particles but also can potentially improve the breathability by reduction of the total thickness of the current layers required. Additional R &D is required in order to arrive to the most optimized practical design of the aerolayer

L'aerodinàmica ha estat un dels majors objectes de desenvolupament al llarg de la història. Durant anys s'ha buscat l'optimització del rendiment en els monoplaces intentant trobar el disseny més eficient en cadascun dels elements aerodinàmics que el conformen. Aquest treball consta de tres parts. Inicialment es dissenya el conjunt de difusor i fons pla mitjançant el programa SolidWorks. En segon lloc, se simula a una velocitat de 40km/h i s'obtenen les forces resultants mitjançant el mòdul Flow Simulation. Finalment, es calculen els coeficients de resistència i càrrega aerodinàmica que ens permeten analitzar l'evolució del conjunt. Els resultats obtinguts en el disseny definitiu han estat, per al coeficient d'arrossegament de 2,202 i per al coeficient de sustentació de -1,798. D'altra banda, s'avalua l'impacte ambiental obtenint una emissió extra al monoplaça de 0,0948kg 〖CO〗_2/h . A més, es calcula el cost de l'estudi obtenint un total de 13.340,76€. Els plans amb les dimensions de disseny es troben en l'Annex del treball. Es pot concloure que existeix una relació directa entre el disseny d'una geometria i el pas del flux a través d'aquesta, causant l'aparició de forces que afecten directament el comportament d'aquesta geometria. Els millors resultats han estat obtinguts en el disseny final. La aerodinámica ha sido uno de los mayores objetos de desarrollo a lo largo de la historia. Durante años se ha buscado la optimización del rendimiento en los monoplazas intentando encontrar el diseño más eficiente en cada uno de los elementos aerodinámicos que lo conforman. Este trabajo consta de tres partes. Inicialmente, se diseña el conjunto de difusor y fondo plano mediante el programa SolidWorks. En segundo lugar, se simula a una velocidad de 40km/h y se obtienen las fuerzas resultantes mediante el módulo Flow Simulation. Por último, se calculan los coeficientes de resistencia y carga aerodinámica que nos permiten analizar la evolución del conjunto. Los resultados obtenidos en el diseño definitivo han sido, para el coeficiente de arrastre de 2,202 y para el coeficiente de sustentación de -1,798. Por otro lado, se evalúa el impacto ambiental obteniendo una emisión extra al monoplaza de 0,0948kg 〖CO〗_2/h. Además, se calcula el coste del estudio, obteniendo un total de 13.340,76€. Los planos con las dimensiones de diseño se encuentran en el Anexo del trabajo. Se puede concluir que existe una relación directa entre el diseño de una geometría y el paso del flujo a través de esta, causando la aparición de fuerzas que afectan directamente al comportamiento de dicha geometría. Los mejores resultados han sido obtenidos en el diseño final. Aerodynamics has been one of the major objects of development throughout history. For years, the optimization of performance in single-seater cars has been sought, trying to find the most efficient design in each of the aerodynamic elements that make it up. This work consists of three parts. Initially, the diffuser and flat bottom is designed using SolidWorks. Secondly, it is simulated at 40km/h and the resulting forces are obtained using the Flow Simulation module. Finally, the drag and aerodynamic load coefficients are calculated, which allow us to analyse the evolution of the whole. The results obtained in the definitive design have been for the drag coefficient of 2,202 and for the lift coefficient of -1,798. On the other hand, the environmental impact is evaluated, obtaining an extra emission to the car of 0,0948kg 〖CO〗_2/h. In addition, the cost of the study is calculated, obtaining a total of €13,340.76. The plans with the design dimensions are found in the Annex of the work. It can be concluded that there is a direct relationship between the design of a geometry and the passage of the flow through it, causing the appearance of forces that directly affect the behaviour of the geometry. The best results have been obtained in the final design.

En aquest Treball de Fi de Grau es fa un estudi aerodinàmic dels perfils alar NACA 0024, NACA 0006 i NACA 6412 amb un Reynolds de 1·106 mitjançant el software Ansys Fluent 2022 R2 i el model de turbulència emprat és el Shear Stress Transport k-omega. Es fa un recull de conceptes teòrics de l’aerodinàmica relacionats amb el projecte i s’explica tot el procediment metodològic que es du a terme amb el programa per realitzar les simulacions dels perfils alars en dues dimensions. L’objectiu del treball és veure les diferències aerodinàmiques entre els perfils per analitzar quins poden ser els factors que influeixen. S’extreuen els resultats i el mapa de contorns de les velocitats i pressions en els perfils. S’analitza el coeficient de sustentació, el coeficient de resistència i el despreniment de la capa límit. Els resultats es comparen i es validen amb la base de dades d’Airfoil Tools. En este Trabajo de Final de Grado se hace un estudio aerodinámico de los perfiles NACA 0024, NACA 0006 y NACA 6412 con un Reynolds de 1·106 mediante el software Ansys Fluent 2022 R2 y el modelo de turbulencia utilizado es el Shear Stress Transport k-omega. Se hace una recopilación de conceptos teóricos de la aerodinámica relacionados con el proyecto y se explica todo el procedimiento metodológico que se lleva a cabo con el programa para realizar las simulaciones de los perfiles alares en dos dimensiones. El objetivo del trabajo es ver las diferencias aerodinámicas entre los perfiles para analizar cuales pueden ser los factores que influyen. Se extraen los resultados y el mapa de contornos de velocidades y presiones en los perfiles. Se analiza el coeficiente de sustentación, el coeficiente de resistencia y el desprendimiento de la capa límite. Los resultados se comparan y se validan con la base de datos de Airfoil Tools. This bachelor’s final thesis consists in an aerodynamic study of the airfoils NACA 0024, NACA 0006 and NACA 6412 with a Reynolds of 1·106 using the software Ansys Fluent 2022 R2 and the turbulence model Shear Stress Transport k-omega. A compilation of theoretical concepts of aerodynamics related to the project is made and the whole methodological procedure carried out with the program to perform the bidimensional simulations is explained. The aim of the project is to see the aerodynamic differences between the airfoils in order to analyze which may be the influencing factors. The results and the contour map of velocities and pressures in the airfoils are extracted. The lift coefficient, drag coefficient and the boundary layer detachment are analyzed. The results are compared and validated with the Airfoil Tools data base.

La Fórmula 1 fue testigo en 2022 del cambio de reglamentación técnica más importante en la historia del automovilismo. El objetivo, simplificar aerodinámicamente los monoplazas con tal de reducir la estela de aire sucio generada por estos y promover mayor competencia y lucha cuerpo a cuerpo. Pero lo que no esperaba nadie era que estos nuevos prototipos sufrieran exagerados rebotes en medio de una recta a velocidades muy elevadas, lo que fue llamado por todo el mundo como rebote, o marsopeo coloquialmente hablando. El presente estudio analizará con detenimiento este fenómeno en base a un previo entendimiento de los fundamentos básicos de la aerodinámica y mecánica de fluidos en monoplazas de competición. Por ello, se investigarán las causas de este efecto desde su vertiente aerodinámica y mecánica, y que aspectos del nuevo reglamento lo desencadenaron. Además, se estudiará por medio de técnicas de CFD la correlación existente entre la altura de manejo del coche y la aparición del fenómeno, siendo este último fuertemente influido por las nuevas regulaciones técnicas. La utilización, pues, de herramientas computacionales como CFD es ventajosa de cara a visualizar mediante métodos numéricos como un incremento de tan solo 15 mm del suelo del monoplaza puede reportar pérdidas de carga aerodinámica de aproximadamente 40 N, siendo no muy eficiente dicha propuesta resolutiva desde el punto de vista del rendimiento en pista del monoplaza. No solo eso, sino que la rigidez del muelle heave y el uso que se haga de este juega un papel crucial de cara a la erradicación total del marsopeo. Formula 1 witnessed in 2022 the largest and most important technical rules change in the history of motorsport. The aim was at simplifying radically the car’s aerodynamics to reduce the dirty air wake generated, and thus, promoting better racing and wheel to wheel battles. However, nobody expected that these new 2022 cars suffered somehow violent bouncing down any straight at very high speeds. Rapidly, this phenomenon was named porpoising and was one of the main talking points along the 2022 F1 season. The present study analyzes deeply this effect based on a previous understanding of the basic concepts of aerodynamics and fluid mechanics in motorsport cars. Therefore, a breakdown of it is required to essentially understand how it is triggered both aerodynamically and mechanically. Furthermore, it is evaluated by means of CFD techniques the existent correlation between the ride height of the car and the trigger of porpoising, which is strongly influenced by the new 2022 technical rules change. The usage of computational tools like CFD allows to thoroughly visualize, by means of numerical methods, how drastically a 15 mm floor raise may report downforce losses up to 40 N. Thus, this alternative is not quite efficient at aiming to minimize porpoising from an overall car performance point of view, and that’s not all, as it will be studied how a big role the heave spring stiffness and usage plays at attempting to reduce the enormous suspension jounce.

Aquest projecte es basa en l’estudi aerodinàmic aplicat als vehicles, mitjançant la implantació de varis elements aerodinàmics, s’ha volgut veure, d’una manera més numèrica, com l’aire afecta als cotxes. El vehicle triat per fer l’estudi és un Tesla Cybertruck del 2023, un cotxe electric que va bé per aplicar-li les millores i fer les simulacions degut a la seva geometria simple comparada amb altres cotxes. El treball està dividit principalment en tres parts, introducció als conceptes bàsics de l’aerodinàmica, disseny de les millores a aplicar al cotxe de sèrie i simulació amb CFD dels diferents models. A la primera part s’ha volgut explicar els conceptes bàsics de l’aerodinàmica per poder comprendre com es comporta el flux de l’aire al voltant del cotxe i quin efecte provoca en el cotxe. A la segona part, a partir d’un model del cotxe de sèrie s’han dissenyat amb Solidworks un aleró i un splitter de manera que gràcies a aquests elements aerodinàmics es pugues aconseguir sustentació negativa. A la tercera part s’ha fet la simulació mitjançant CFD dels diferents models amb un mòdul de simulació de fluids de Solidworks; gràcies als càlculs que ha fet el programa s’han pogut veure els resultats. Finalment, comparant els resultats obtinguts s’ha pogut comprovar la utilitat de les millores i veure com els conceptes bàsics de l’aerodinàmica que s’havien estudiat es complien. This project is based on the aerodynamic study applied to vehicles, through the implantation of several aerodynamic elements, it was intended to show, in a more numeric way, how the air affects cars. The vehicle chosen to do the study is a Tesla Cybertruck from 2023, an electric car that perfectly suits to apply the improvements and make the simulations due to its simple geometry compared to other cars. The project is divided mainly in three parts, introduction to the basic concepts of aerodynamics, design of the improvements to apply to the serial car and simulation with CFD of the different models. In the first part the intention was to explain the basic concepts of aerodynamics to be able to understand how the air flow behaves around the car and what effect it causes to the car. In the second part, from a model of the serial car, a spoiler and a splitter have been designed with Solidworks to let these aerodynamic elements achieve a negative support (downforce). In the third part, the CFD simulation of the different models was carried out with a Solidworks fluid simulation module and thanks to the calculations that the program has done, it has been possible to see the results. Finally, comparing the results obtained, the utility of the improvements could be seen and confirmed, as well as how the basic concepts of the aerodynamics that had been studied were fulfilled.

Avui en dia s’està vivint un canvi dràstic pel que fa a la sostenibilitat del planeta, l’escalfament global i el canvi climàtic. És per aquest motiu que la majoria d’empreses, sobretot les grans empreses, estan imposant mesures per tal de prevenir o minimitzar al màxim el seu impacte cap al medi ambient. Aquest greu problema és provocat per molt diferents sectors, com ara el de fabricació i construcció, producció d’electricitat i calefacció i transport. Aquest últim és un dels sectors més perjudicials per a la salut del planeta i accelera el canvi climàtic a nivells desmesurats. En el qual el transport de mercaderies amb vehicles pesants és el tipus de transport que més emissions de diòxid de carboni emet a l’atmosfera després dels cotxes de carretera tradicionals. És pel motiu mencionat anteriorment que es va decidir realitzar aquest estudi, amb la finalitat de millorar l’eficiència aerodinàmica dels vehicles de transport de mercaderies pesats per tal d'així poder reduir el seu consum de carburant, disminuint així les emissions de diòxid de carboni per tal de fer que el transport de mercaderies sigui una manera de transport més sostenible pel medi ambient. Today, a drastic change is taking place in terms of the sustainability of the planet, global warming and climate change. It is for this reason that most companies, especially large companies, are imposing measures to prevent or minimize their impact on the environment as much as possible. This serious problem is caused by very different sectors, such as manufacturing and construction, electricity production and heating and transport. The latter is one of the most harmful sectors to the planet's health and accelerates climate change to an excessive level. Where heavy goods transport is the type of transport that emits the most carbon dioxide emissions into the atmosphere after traditional road cars. It is for the reason mentioned above that it was decided to carry out this study, in order to improve the aerodynamic efficiency of heavy goods vehicles in order to reduce their fuel consumption, thereby reducing carbon dioxide emissions in order to make freight transport a more environmentally sustainable mode of transport.

Los dispositivos de cosecha de energía eólica basados en el movimiento inducido por vórtices han adquirido un creciente interés en los últimos años. Estos representan una potencial alternativa a pequeñas baterías para alimentar dispositivos electrónicos de baja potencia, tales como sensores inalámbricos, transceptores de radiofrecuencia, cámaras, etc. En este trabajo, se analizó numéricamente el fenómeno de las vibraciones inducidas por vórtices en un arreglo de dos cuerpos cilíndricos, con diferentes restricciones de movimiento, inmersos en una corriente de aire. Se estudió la influencia de la separación entre los cuerpos sobre la frecuencia y la amplitud de la potencia transferida por el fluido al cuerpo móvil. El fin de este trabajo es cuantificar la potencialidad de estas configuraciones para su aplicación en la cosecha de energía eólica. Se empleó el software OpenFOAM para realizar las simulaciones de CFD, así como otros programas y aplicaciones de software libre. Se hizo especial énfasis en la generación de estrategias que permitieran realizar simulaciones complejas con el mínimo costo computacional posible. Se encontró que la separación entre los cilindros y el comportamiento del fluido en el espacio entre ambos puede tener un gran impacto en la potencia total generada por el sistema. De modo que puede generar la completa anulación de dicha potencia o el incremento sustancial de la misma. Las investigaciones similares hasta la fecha se concentraron principalmente en la influencia de la velocidad. Sin embargo, son escasos los estudios que analizaron la influencia de la separación entre cosechadores. Si bien es necesario realizar pruebas (numéricas y experimentales) aún más minuciosas, los resultados acá encontrados pueden ser de mucha utilidad para mejorar las posibilidades de generación eléctrica mediante estos mecanismos., Facultad de Ingeniería

El presente proyecto técnico busca aportar a la cátedra de la dinámica del automóvil, con el desarrollo e implementación de un banco didáctico tipo túnel de viento de bajo costo para la realización de ensayos aerodinámicos en modelos vehiculares a escala 1:20, por medio de la aplicación de metodologías experimentales, que permitan estudiar los comportamientos que inducen los fluidos y las fuerzas de resistencia sobre su estructura The present technical project seeks to contribute to the automotive dynamics cathedra, with the development and implementation of a low-cost wind tunnel type didactic bench to perform aerodynamic tests on 1:20 scale vehicle models, through the application of experimental methodologies that allow studying the behaviors induced by fluids and resistance forces on its structure

ilustraciones, diagramas El concepto de morfología aplicado a las alas de aeronaves está relacionado con la habilidad de una estructura de cambiar su geometría, para adaptarse a diferentes condiciones de vuelo. Esto con el fin de incrementar el rendimiento, reduciendo la cantidad de combustible y aumentando su tiempo de operación. Este trabajo tiene como propósito describir los procedimientos llevados a cabo para la generación y posterior evaluación del diseño conceptual y detallado de un perfil aerodinámico de morfología variable. Se toma como punto de inicio diseños creados con anterioridad por diferentes autores y se procede a realizar el desarrollo de conceptos propios de diseño. Después de esto, se realiza un proceso de decisión, utilizando diferentes requerimientos de ingeniería, se determina el concepto global dominante; el cual está basado en un mecanismo flexible para deformar el borde de fuga del perfil aerodinámico, para su posterior análisis por medios numéricos. Se genera una metodología de optimización de dos niveles para el desarrollo del mecanismo flexible. En el primer nivel, la mejor forma del perfil aerodinámico es obtenida por medio de un proceso de optimización multiobjetivo. En el segundo nivel, la mejor configuración estructural es obtenida por medio de optimización topológica. Por último, se realizan varios análisis por medio de dinámica de fluidos computacional usando el software OpenFoam, donde se hace uso del modelo de turbulencia K-Omega SST. (Texto tomado de la fuente) The concept of morphology applied to the wing of an aircraft is related to the capacity of a structure to change its geometry according to different flight conditions. The morphology is used to increase the performance of the aircraft in both, reducing the fuel consumption or increasing the endurance of a mission profile. This work describes the methods to generate and evaluate the conceptual and detailed design of a morphing airfoil. From a bibliographic review of design concepts previously created by different authors, the development of design concepts is carried out. After that, a decision process takes place; using different engineering requirements, the dominant global concept is determined, which is based on a compliant mechanism to deform the trailing edge of the airfoil, for subsequent numerical analysis. Furthermore, a two-level optimization methodology is elaborated for the development of the compliant mechanism. At the first level, the best aerodynamic shape is obtained through a multi-objective optimization process. At the second level, the best structural configuration is obtained using topological optimization. Finally, several analyzes are performed by means of computational fluid dynamics using the software OpenFoam, where the K-Omega SST turbulence model is used. Maestría Magíster en Ingeniería Mecánica Diseño de perfiles aerodinámicos

Los primeros desarrollos de vehículos aéreos más pesados que el aire heredaron de las embarcaciones la posición de la hélice, siendo esta ubicada en la parte posterior empujando la aeronave. De esta manera recibieron la denominación de hélice de empuje o pusher en inglés. Esta configuración tiene algunas ventajas operativas respecto a la convencional hélice tractora, entre las cuales se pueden mencionar la mejor visibilidad que presenta el piloto para su pilotaje, la expulsión de los gases de escape en un punto posterior a la cabina que disminuye el ruido en cabina, como así también cuando la aeronave se utiliza para observación al suelo, para emplear la proa de esta con el objeto de introducir instrumental o equipos de detección al suelo. Las ventajas aerodinámicas de esta configuración son la reducción de la resistencia de piel y una mejor eficiencia aerodinámica del ala contribuyendo a la sustentación, ya que la aeronave se enfrenta a un flujo limpio sin componentes rotacionales debido a un impulsor delante. Al mismo tiempo se produce un aumento del desempeño de la hélice al recibir un flujo con menor velocidad y un aumento del ángulo de pérdida del ala por la succión de la hélice. La escasa cantidad de documentación y reportes de cómo se comporta aerodinámicamente esta configuración motiva el interés de evaluarla para conocer la respuesta ante las condiciones entre las que se considera el análisis del efecto aerodinámico sobre un dispositivo hipersustentador de borde de fuga expuesto a altos ángulos de ataque, como así también en condiciones estacionarias en un amplio rango de ángulos de ataque. En el desarrollo de las tareas experimentales, previo a los ensayos con el fin de conocer el campo fluidodinámico completo de la sección de prueba se realiza la caracterización del flujo en el túnel de viento, utilizando mediciones del campo de velocidad del túnel de viento limpio con anemometría de hilo caliente. Estas mediciones permitieron determinar el perfil de velocidades en la sección de prueba como así también la intensidad de turbulencia. Con el fin de realizar los ensayos experimentales se proyectó, diseñó y construyó un modelo, incluyendo un dispositivo hipersustentador móvil, al cual se le acopla un impulsor con hélice en la configuración indicada para su estudio. Sobre el mismo se midieron distribuciones de presión (ala y dispositivo móvil). Se realizaron ensayos estacionarios que consistieron en la medición de las presiones para un amplio rango de ángulos de ataque que permitió comparar los resultados con la bibliografía correspondiente. Estos resultados presentaban los mismos comportamientos analizados en dicha bibliografía, lo que permitió validar el modelo de ensayo y estudiar la estabilidad del comando a partir del cálculo del coeficiente de momento de charnela. Para dichos ensayos se constató que el coeficiente de momento de charnela depende tanto del ángulo de ataque como de la deflexión del flap con un comportamiento típico de un perfil con curvatura, cuando la hélice se encuentra en reposo. Una vez analizados los resultados de los ensayos estacionarios, se realizaron ensayos no estacionarios, donde el modelo fue estudiado en tres ángulos de ataque representativos. Se utilizó un dispositivo generador de perturbaciones en el flujo incidente que permitió simular altos ángulos de ataque. Se encontró que los parámetros estudiados afectan los resultados respecto a las características fluidodinámicas del comando y su estabilidad, mediante el análisis del coeficiente de momento de charnela donde se encontró la dependencia con el ángulo de ataque, la deflexión del flap y la rotación de la hélice., Facultad de Ingeniería

The use of Active Flow Control (AFC) technologies to modify the forces acting on streamlined bodies is one of the most active research fields in aerodynamics. For each particular application, finding the optimum set of AFC parameters which maximises lift, minimises drag or maximises lift-to-drag ratio (aerodynamic efficiency), has become a necessary design requirement. In the present paper, the AFC technology was applied to the Selig-Donovan 7003 (SD7003) airfoil at Reynolds number 6 × 104. Synthetic jets were employed to modify the lift and drag forces acting on the airfoil. Four angles of attack (AoA) of 4¿, 6¿, 8¿ and 14¿ were considered, alongside five AFC parameters: jet position, jet width, momentum coefficient, forcing frequency and jet inclination angle. A multi objective optimisation based on genetic algorithms (GA) was performed for each angle of attack to find the optimum combination of AFC parameters. Each GA generation was simulated using Computational Fluid Dynamics (CFD). A home-made GA package was linked with a mesh generator and the CFD solver, and the results were automatically fed back to the GA code. Over 2200 CFD simulations were performed in two dimensions, using the SpalartAllmaras turbulent model. The motivation behind the current study is to understand the dependence of the optimum set of AFC parameters on the AoA. Results show that, as AoA is increased, the potential benefits of AFC become more pronounced, which allows for considerable improvement in aerodynamic efficiency. The physics involved in the interaction between the main flow and synthetic jet are clearly presented and clarifies that the physical phenomenon to obtain maximum efficiency is completely different at pre-stall and post-stall AoA. In particular, the aerodynamic efficiency was increased by 251% from baseline (no actuation) by using a moderate/finite momentum coefficient at AoA=14¿, while a mere 39% increase was obtained at AoA=8¿. In addition, the interaction between the incoming flow and the synthetic jet pulsating flow at different injection angles has been thoroughly investigated This work was supported by the Spanish and Catalan Governments under grants FIS2016-77849-R and 2017-SGR-00785, respectively. Part of the computations were done in the Red Española de Supercomputación (RES), Spanish supercomputer network, under the grants IM-2019-3-0002 and IM-2020-1-0001. Dr. Jordi Pons-Prats acknowledges the support of the Serra Hunter programme by the Catalan Government

[EN] For the safe operation of a sailplane up to the certified maximum speed, the freedom from flutter must be ensured, i.e. no undamped vibrations can occur. The flutter analysis procedure involves obtaining the modal data by computational or experimental means and coupling it with an aerodynamic model to form an aeroelastic model. The state of the art for modelling the unsteady aerodynamic forces is the use of potential-theoretic unsteady vortex lattice or doublet lattice methods. However, viscous effects, such as the forming boundary layer, cannot be modelled with these methods. In order to represent compressible and viscous effects, higher order computational fluid dynamics (CFD) methods can be applied. The aim of this work is to perform steady-state and transient CFD calculations on a modern laminar wing with trailing edge flaps in order to obtain a more accurate computational prediction of the flap coefficients. For this purpose, the simulation of the transition between a laminar and turbulent boundary layer is extremely important., [ES] Para el funcionamiento seguro de un planeador hasta la velocidad máxima certificada, se debe garantizar la ausencia de flameo, es decir, que no se produzcan vibraciones no amortiguadas. El procedimiento para el análisis del flameo implica obtener los datos modales por medios computacionales o experimentales y acoplarlos con un modelo aerodinámico para formar un modelo aeroelástico. La técnica de última generación para modelar las fuerzas aerodinámicas no-estacionarias consiste en el uso de métodos de red de vórtices. Sin embargo, los efectos viscosos, como la formación de la capa límite, no se pueden modelar con estos métodos. Para representar los efectos compresibles y viscosos, se pueden aplicar métodos de dinámica de fluidos computacional (CFD) de orden superior. El objetivo de este trabajo es realizar cálculos CFD de estado estacionario y transitorio en un ala laminar moderna con flaps de borde de fuga para obtener una predicción computacional más precisa de los coeficientes de flaps. Para este propósito, la simulación de la transición entre una capa límite laminar y turbulenta es extremadamente importante.

[ES] Hoy en día, es bien sabida la gran importancia que posee la aerodinámica de un vehículo en aspectos como el rendimiento, consumo del motor, o la aceleración del mismo. Por ello, el presente trabajo final de grado se centra en el estudio y análisis de la influencia que tiene la implantación de un alerón trasero en la aerodinámica de un Tesla Model S, con el objetivo de obtener la inclinación optima de funcionamiento de dicho elemento. Para ello, se necesita un archivo CAD del vehículo y un programa de elementos finitos con el que, mediante simulaciones, se calculen las fuerzas que actúan sobre el vehículo. Partiendo de un modelo CAD del vehículo, se realizan modificaciones con el programa SolidWorks®, de tal modo que, sin perder la esencia del vehículo, se consigue un modelo simplificado que se adapta a ANSYS®, que es el programa de simulación a utilizar. Una vez introducida la geometría en ANSYS®, primero se crea un cubo de aire al que se le resta el volumen del vehículo, obteniendo así la geometría final. Posteriormente, se realiza el mallado, previamente de haber realizado un estudio de la malla para ver la influencia del tamaño de esta en el resultado. Con la geometría mallada, definiendo las condiciones de contorno, se realiza la simulación en ANSYS Fluent®, del que se obtienen las fuerzas que actúan sobre el vehículo y los coeficientes aerodinámicos. Con estos datos, se observa y compara las velocidades alcanzadas con cada configuración del alerón. De la misma forma, se ve el tiempo que tarda el vehículo en hacer una vuelta en un circuito, pudiendo llegar a la conclusión de que configuración aerodinámica es la óptima., [EN] Nowadays, is very well known the importance of the aerodynamics of a vehicle in aspects such as performance, engine consumption, or acceleration. For this reason, this final degree project focuses on the study and analysis of the influence that the implementation of a rear wing has on the aerodynamics of a Tesla Model S, with the aim of obtaining the optimal operating inclination of said element. This requires a CAD file of the vehicle and a finite element program with which, through simulations, the forces acting on the vehicle are calculated. Starting from a CAD model of the vehicle, modifications are made with the SolidWorks® program, in such a way that, without losing the essence of the vehicle, a simplified model that adapts to ANSYS®, which is the simulation program to be used, is obtained. Once the geometry is exported to ANSYS®, to obtain the final geometry, a cube of air is created from which the volume of the vehicle is subtracted. Then, the meshing is done, having previously made a study of the mesh to see the influence of its size on the result. With the meshed geometry, defining the boundary conditions, the simulation is performed in ANSYS Fluent®, from which the forces acting on the vehicle and the aerodynamic coefficients are obtained. With these data, the speeds achieved with each rear wing configuration are observed and compared. In the same way, the time it takes for the vehicle to make a lap on a circuit is seen, being able to reach the conclusion of which aerodynamic configuration is the optimal.

El tema de las estructuras neumáticas, en concreto los hangares hinchables, es un pequeño sector en el ámbito de la construcción que está en constante desarrollo y en el que existe un amplio margen de mejora, innovación e investigación que supone un reto en términos de cálculo y diseño. Por este motivo, existen varios estudios que intentan optimizar el análisis de esta tipología, que no cuenta con una norma específica. Entre los enfoques alternativos es posible encontrar estudios que van desde los modelos numéricos basados en normas de construcción hasta la mecánica de fluidos computacional. Sin embargo, en el primer caso no son suficientemente precisos o en el segundo el coste computacional los hace excesivos en el diseño práctico. Por este motivo, y con el fin de optimizar el análisis práctico con precisión y coste computacional razonable CIMNE está desarrollando actualmente el Túnel de Viento Virtual (VWT), una nueva solución que combina la aerodinámica de flujo potencial, la dinámica estructural FE explícita y el acoplamiento FSI escalonado. La tesis pretende realizar un estudio exhaustivo sobre el análisis estructural de hangares hinchables para optimizar su cálculo en base al nuevo código computacional. El estudio experimental se realiza mediante un análisis exhaustivo y la comparación de los resultados obtenidos con VWT y RAMseries, teniendo en cuenta como factor determinante la diferencia de aplicación de las cargas debidas al viento. La comparación se basa en la evaluación de las variables de estudio aerodinámico y estructural en función de condiciones como la dirección del viento, la velocidad del viento y una variación en la geometría de la estructura. Finalmente, se concluye que las capacidades de la herramienta computacional del Túnel de Viento Virtual (VWT) presentan resultados que pueden ser de óptima utilidad en la aplicación industrial al análisis y diseño estructural de estructuras hinchables. The subject of pneumatic structures, specifically inflatable hangars, is a small sector in the field of construction which is in constant development and where there is a wide margin for improvement, innovation, and research which is a challenge in terms of calculation and design. For this reason, there are several studies that attempt to optimize the analysis of this typology, which does not have a specific standard. Among the alternative approaches, it is possible to find studies ranging from numerical models based on building standards to computational fluid mechanics. However, in the first case, they are not sufficiently accurate, or in the latter, the computational cost makes them excessive in the practical design. For this reason, and in order to optimize the practical analysis with accuracy and reasonable computational cost, CIMNE is currently developing Virtual Wind Tunnel (VWT), a new solution combining potential flow aerodynamics, explicit FE structural dynamics, and staggered FSI coupling. The thesis aims to carry out an exhaustive study on the structural analysis of inflatable hangars in order to optimize their calculation based on the new computational code. The experimental study is carried out by means of exhaustive analysis and comparison of the results obtained with VWT and RAMseries, taking into account as a determining factor the difference in the application of the loads due to the wind. The comparison is based on the evaluation of the aerodynamic and structural study variables as a function of conditions such as wind direction, wind velocity, and a variation in the geometry of the structure. Finally, it is concluded that the capabilities of the Virtual Wind Tunnel (VWT) computational tool present results that can be of optimal utility in the industrial application to the analysis and structural design of inflatable structures.

L’objectiu d'aquest projecte és el disseny i l’estudi aerodinàmic d’un fórmula sense elements aerodinàmics amb comparació d’un amb elements aerodinàmics. Pretenem demostrar que la utilització d’aquests components es fa molt útil, i que un petit canvi a la geometria d’un vehicle, pot comportar grans canvis. Per a fer-ho, en primer lloc es crearà un fórmula 3D amb la utilització de programes CAD. En segon lloc, es realitzaran diferents simulacions amb el vehicle sense elements aerodinàmics, i d’altres amb les configuracions aerodinàmiques corresponents, mitjançant programes CFD. Aquests resultats s’estudiaran i es compararan entre si a través de diferents imatges on es podrà veure les pressions i sobrepressions, les velocitats i les forces aerodinàmiques a les quals s’ha sotmès el vehicle amb les diferents composicions. The main goal of this paper is to design and study the aerodynamic behaviour of a formula car with and without aerodynamic devices. We pretend to demonstrate that using these devices we can perform plausible upgrades to the original geometry. In order to achieve this objective, we will build a 3D formula model using some CAD programs. Later, we will perform some simulations without the upgrades and some with the upgrades, using CFD programs. The results of these simulations are going to be compared and deeply studied on different scenarios where we will be able to see the behaviour of some magnitudes such as the velocity, the pressure and the aerodynamic forces that the car experiments.

This project is based on a collaboration through the Universitat Politècnica de Catalunya and ONAerospace. This is the preliminary design concept for an e-VTOL (All-electric Vertical Take-Off and Landing) aircraft. Therefore, in order to carry it out, it has been decided to organize it with 4 divisions: aerodynamics, propulsion, flight mechanics and avionics. The first e-VTOL was patented by Nikola Tesla in 1928. Since then, these planes have been varying and developing. Nowadays, they have been approached in a different way than they were previously. Now, several companies are investing in the research of these aircraft, as a new idea of ¿¿aerotaxi is emerging. One of these companies is ONA Aerospace, which is being collaborated with on this project. Therefore, we want to focus on this e-VTOL not only as an air taxi, but also as a rescue aircraft. The main objective of this project is to make the initial study of the flight mechanics of this e-VTOL aircraft. In other words, study its mechanics by establishing the body axes and wind axes of the aircraft and stipulating the different equations of motion. On the other hand, it is also necessary to study the different performances, since one of the most significant characteristics of the e-VTOL, which in fact makes this aircraft called an e-VTOL, is the take-off and vertical landing. In addition, together with the Aerodynamics Department, the study of stability and control has been carried out. From the aerodynamics side, a CFD simulation has been prepared using ANSYS software to obtain several parameters with which, in this project, it has been studied whether they met the conditions to obtain a longitudinal stability behavior. In addition, in this project a CFD simulation has been carried out for the design of the vertical tail in order to study the lateral-directional stability. Finally, the different moment coefficients have been studied to determine the maneuverability of the aircraft. It has been possible to confirm and conclude that the e-VTOL is stable both longitudinally, laterally and directionally and for pulling and turning maneuvers. In addition, in the transition phase there is a loss of lift because the rear engines are tilting, but this tilt will introduce a forward thrust that will allow the wings and canards to start generating lift. Objectius de Desenvolupament Sostenible::7 - Energia Assequible i No Contaminant

Aerodynamic design of a Formula Student racing car using Solidworks Flow Simulation. The devices designed are compatible with the Vilanova Formula Team 2022 racing car. The project also contains the development of a deep learning tool to test the track efficiency of the car. This tool compares different aerodynamic configurations in a determined track before building the car.

[ES] El presente documento se ocupa del estudio de una turbina eólica de nuevo diseño pensada para ingresar en el mercado eólico urbano de poca potencia. El diseño inicial pertenece a la start-up “AirCrafted” que trabaja en el ´ámbito de energía renovables e industria de la aviación. La turbina eólica se caracteriza por ser de eje vertical, y recibe el nombre de “RoDaVi”, acrónimo de Rotor de Da Vinci, porque su diseño se basa en la optimización de las primeras ideas del inventor. En cuanto a resultados, en la tesis se realiza un análisis preliminar con modelos a escala 1:10 de la turbina en una balanza dinamométrica para conocer los parámetros aerodinámicos de la turbina y la influencia de las diferentes configuraciones y diseños en el túnel de viento (velocidad, ´ángulo de ataque, grosor, ...). Más adelante se realiza con una turbina de escala 1:3, un análisis de las prestaciones eléctricas de la turbina para diferentes ´ángulos y velocidades de flujo. El tamaño seleccionado se debe a las limitaciones del túnel de viento. La turbina se encuentra conectada a un generador síncrono de imanes permanentes, que a su vez se conecta a un sistema eléctrico que simularía una carga de batería real. Se realizan diferentes mediciones con varios motores de los parámetros eléctricos principales utilizando sensores como un torsiómetro y un vatímetro. El ´ultimo análisis se realiza con la tecnología PIV. Se utilizan un láser, una foto cámara de alta potencia y generador de micro burbujas para estudiar el campo fluido (velocidades y vorticidad)., [EN] This document deals with the study of a newly designed wind turbine intended for entering the low power urban wind market. The initial design belongs to the start-up “AirCrafted” that works in the field of renewable energy and the aviation industry. The wind turbine is characterized by a vertical axis, and is called “RoDaVi”, an acronym for Da Vinci rotor, because its design is based on the optimization of the inventor’s early ideas. Regarding results, in the thesis a preliminary analysis is carried out with 1:10 scale models of the turbine in a dynamometric balance to know the aerodynamic parameters of the turbine and the influence of the different configurations and designs in the wind tunnel ( speed, angle of attack, thickness, ...). Later, with a 1:3 scale turbine, an analysis of the electrical performance of the turbine for different angles and flow speeds is carried out. The size selected is due to the limitations of the wind tunnel. The turbine is connected to a permanent magnet synchronous generator, which in turn is connected to an electrical system that would simulate a real battery charge. Different measurements are made with various motors of the main electrical parameters using sensors such as a torque meter and a wattmeter. The last analysis is performed with PIV technology. A laser, a high power photo camera and a micro bubble generator are used to study the fluid field (velocities and vorticity)., [CA] Aquest document s’ocupa de l’estudi d’una turbina eòlica de nou disseny pensada per ingressar al mercat eòlic urbà de poca potència. El disseny inicial pertany a la start-up AirCrafted que treballa en l’àmbit d’energia renovables i indústria de l’aviació. La turbina eòlica es caracteritza per ser d’eix vertical, i rep el nom de RoDaVi, acrònim de rotor de Da Vinci, perquè el seu disseny es basa en l’optimització de les primeres idees de l’inventor. Quant a resultats, a la tesi es realitza una anàlisi preliminar amb models a escala 1:10 de la turbina en una balança dinamometrica per conèixer els paràmetres aerodinàmics de la turbina i la influència de les diferents configuracions i dissenys al túnel de vent ( velocitat, angle d’atac, gruix,...). Més endavant es fa amb una turbina d’escala 1:3, una anàlisi de les prestacions elèctriques de la turbina per a diferents angles i velocitats de flux. El tamany seleccionat es deu a les limitacions del túnel de vent. La turbina es troba connectada a un generador síncron d’imants permanents, que a més es connecta a un sistema elèctric que simularia una càrrega de bateria real. Es realitzen diferents mesuraments amb diversos motors dels paràmetres elèctrics principals utilitzant sensors com un torsiòmetre i un vatímetre. L’última anàlisi es realitza amb la tecnologia PIV. Es fan servir un làser, una foto càmera d’alta potència i un generador de micro bombolles per estudiar el camp fluid (velocitats i vorticitat)

We investigate the onset of temporal dynamics of a fluidic oscillator (FO) in the laminar regime at very low Reynolds number ( R e = U h i / ν , where U and h i are the velocity and channel height at inlet, and ν is the kinematic viscosity of the fluid). Both two- and spanwise-periodic-three-dimensional simulations are performed using high-order spectral element methods to characterise the flow inside the FO cavity and the outcoming jet. While the flow remains steady and symmetric for sufficiently low R e , the two-dimensional FO undergoes a symmetry-breaking Hopf bifurcation at R e H 2 = 75.7 that results in a space-time symmetric periodic solution. The remnant space-time symmetry is later broken in a pitchfork bifurcation of limit cycles at R e P 2 = 294.2 . Taking three-dimensionality into consideration results in an early spanwise-invariance disruption at about R e 3 ≃ 68 of wavelength 13 h i that retards the onset of the oscillation to R e H 3 = 82.1 . This effect is little representative of actual FO implementations, which are typically much narrower than the wavelength of the spanwise instability observed at these low R e . Contrary to what happens with FOs in the turbulent oscillatory regime, the oscillation frequency of the output jet in the laminar regime is found to decrease with R e . The mechanism that drives the oscillation, however, remains the same: as the high speed flow inside the cavity attaches to one of the internal walls through the Coanda effect, the feedback channels divert part of the momentum back, which pushes the incoming flow against the opposite wall. The alternate deviation of the flow inside the cavity to one or the other side results in the periodic flipping of the output jet. The pressure contribution to net momentum at the end of the feedback channels is found to be double that of the advective momentum flux at the early time-periodic regime but both become comparable as R e is increased. The jet sweeping angle amplitude is more pronounced for the two-dimensional FO as compared to three-dimensional at a fixed given R e , the Coanda effect being only partially fulfilled in the latter case. In both cases the sweep amplitude increases with R e . The instability of the output jet, which becomes slightly chaotic already at very low R e , is responsible for triggering the cavity instability that drives the oscillation slightly earlier than it would, should outside noise be suppressed altogether.

Aerodynamic performances may be optimised by the appropriate tuning of Active Flow Control (AFC) parameters. For the first time, we couple Genetic Algorithms (GA) with an unsteady Reynolds-Averaged Navier-Stokes (RANS) solver using the Spalart-Allmaras (SA) turbulence model to maximise lift and aerodynamic efficiency of an airfoil in stall conditions [1], and then validate the resulting set of optimal Synthetic Jet Actuator (SJA) parameters against well-resolved three-dimensional Large Eddy Simulation (LES). The airfoil considered is the SD7003, at the Reynolds number and the post-stall angle of attack . We find that, although SA-RANS is not quite as accurate as LES, it can still predict macroscopic aggregates such as lift and drag coefficients, provided the free-stream turbulence is prescribed to reasonable values. The sensitivity to free-stream turbulence is found to be particularly critical for SJA cases. Baseline LES simulation agrees well with literature results, while RANS-SA would seem to remain a valid model to a certain degree. For optimally actuated cases, our LES simulation predicts far better performances than obtained by suboptimal SJA LES computations as reported by other authors [2] for the same airfoil, Re and a, which illustrates the applicability and effectiveness of the SJA optimisation technique applied, despite using the less accurate yet computationally faster SA-RANS. The flow topology and wake dynamics of baseline and SJA cases are thoroughly compared to elucidate the mechanism whereby aerodynamic performances are enhanced This work was supported by the Spanish Government under grants FIS2016-77849-R and PID2020-114043GB-I00 and by the Catalan Government under grant 2017-SGR-00785. Computations were performed in the Red Española de Supercomputación (RES), Spanish supercomputer network, under the grants IM-2019-3-0002 and IM-2020-1-0001. F. M. is a Serra-Húnter fellow

[ES] El presente Trabajo de Fin de Grado busca la realización de un dispositivo alternativo a los hipersustentadores clásicos de los que dispone un avión convencional, con el motivo de reducir peso y complejidad al sistema, por medio de una matriz flexible con base de elastómero. En la primera parte se realiza una introducción donde se justifica la elección de este trabajo y su utilidad y viabilidad en el futuro, así como un resumen histórico acerca de esta filosofía y sus antecedentes. Además se fijan los objetivos del trabajo y el esquema de su estructura. Se continúa poniendo a punto los conceptos teóricos necesarios para que cualquier persona, sea o no del mundo aeronáutico, sea capaz de entender todo lo presentado, donde se abarcan principalmente conceptos aerodinámicos. Tras esta puesta a punto, se procede a la elaboración del diseño del prototipo, con la estructura que permitirá que el ala adopte el comportamiento deseado, y su conceptualización gráfica por medio de Software de CAD 3D (Autodesk Fusion 360 ®). También se efectúa lo correspondiente con el sistema electrónico que permitirá la comunicación entre usuario y dispositivo. Una vez todo esté ideado, se continúa fabricando el prototipo que será estudiado y analizado. En primer lugar, las piezas principales se fabrican por medio de Impresión 3D y el resto de partes se montan de manera manual en los talleres del CMT. Con todo el dispositivo en funcionamiento, se lleva a cabo el ensayo experimental que permitirá estudiar la viabilidad del dispositivo y las opciones de mejora por medio del túnel de viento y distintos experimentos. Finalmente, se extraen las conclusiones de este trabajo para determinar su eficacia, viabilidad y utilidad y se comentan las líneas de mejora y posibles trabajos futuros para poder implementar estos dispositivos de manera definitiva, [EN] The present End of Degree Project is looking for the realization of a device alternative to common High-Lift devices that regular planes have, with the purpose of reducing weight and complexity of the system through a flexible mattrix with elastomeric base. In the first section, an introducition is made where the election of this project is made, as well as its utility and viability in the near future, and also a brief historic resumé about this philosophy and its antecedents. Also, the objectives of the projects are fixed and its structure. The following step is to review all the theoretical concepts that are needed, even if the person reading this project is not related with aeronautics, where mainly are developed aerodynamic concepts. After this part, the design of the prototype is made with the idoneous structure that will allow the wing to adopt the behaviour needed, and its graphic visualization throughout 3D CAD Software (Autodesk Fusion 360 ®). It will also be done the same for the electronic system, which is in charge of the communication between user and device. Once all the design is made, the fabrication of the prototype will be made. Firstly, the main pieces will be 3D printed and the rest of the parts will be manufactured manually in the proper workshop of CMT. With the functioning device available, the experimental trial will be performed to analyze the viability of the device and the improve options throughout the wind tunnel and different experiments. Finally, the conclusions are extracted to determine the effectiveness, viability and utility of the device, and also the improvement guidilines are set in order to implement this device deffinitively

En aquest projecte seran estudiats els efectes que provoca la incorporació d’un element aerodinàmic a les característiques aerodinàmiques d'un vehicle. Per a fer-ho, es realitzaran diferents simulacions, amb les diferents configuracions aerodinàmiques, mitjançant tècniques CFD. Els resultats d'aquestes simulacions, seran estudiats i comparats entre si mitjançant, per una banda, l’obtenció de diagrames de pressions i velocitats, i per l'altre, l’obtenció de les forces aerodinàmiques a les quals estan sotmesos els models. Aquest estudi es durà a terme mitjançant softwares especialitzats tant de disseny com de simulació CFD. En este proyecto serán estudiados los efectos que provoca la incorporación de un elemento aerodinámico a las características aerodinámicas de un vehiculo. Para hacerlo, se realizarán diferentes simulaciones, con las diferentes configuraciones aerodinámicas, mediante técnicas CFD. Los resultados de estas simulaciones, serán estudiados y comparados entre si mediante, por un lado, la obtención de diagramas de presiones y velocidades, y por el otro, la obtención de las fuerzas aerodinámicas a las cuales están sometidos los modelos. Este estudio se llevará a cabo mediante softwares especializados tanto de diseño como de simulación CFD. In this project, the effects of the incorporation of an aerodynamical element on the aerodynamical characteristics of a vehicle will be studied. To do it, different simulations will be performed, with different aerodynamical configurations, using CFD techniques. The results of these simulations will be studied and compared by, on the one hand, obtaining pressure and velocity diagrams , and on the other, obtaining the aerodynamical forces the model is subjected to. This study will be performed using specialized software for both design and CFD simulation.

Aerodinàmica, la paraula clau entorn la qual es desenvoluparà aquest projecte, juga un paper molt important en la seguretat, estabilitat i el bon funcionament del vehicle. L’objectiu d’aquest projecte és el disseny d’un Top Fuel Dragster, un dels vehicles més ràpids i espectaculars del món. Ens endinsarem en els conceptes que constitueixen l’aerodinàmica per ser capaços de valorar el comportament d’aquests vehicles i posteriorment, es simularà el model dissenyat mitjançant el software Hyperworks CFD i s’incorporaran els diferents elements aerodinàmics per estudiar l’impacte que tenen en el seu rendiment. Aerodynamics, the key word around which this project will be developed, plays a very important role in the safety, stability and proper operation of the vehicle. The objective of this project is to design a Top Fuel Dragster, one of the fastest and most spectacular vehicles in the world. We will get into the concepts that constitute aerodynamics to be able to value the behaviour of these vehicles and then, simulate the model designed using Hyperworks CFD software and incorporate the different aerodynamic elements to study the impact they have on their performance.

Aquest projecte es basa en l’estudi aerodinàmic de les llantes dels vehicles i en poder veure com afecten aquestes en el vehicle segons els elements aerodinàmics afegits. El treball està principalment dividit en 3 parts: En la primera part trobem una breu introducció a tots els fonaments teòrics relacionats amb l’aerodinàmica necessaris per a poder entendre els principis del treball. En la segona part s’ha realitzat el disseny amb CAD i la simulació amb software CFD dels diferents perfils de llantes. També s’ha explicat pas per pas com es va dissenyar la llanta i com s’ha fet simulació i amb quines condicions. La tercera part consisteix en l’anàlisi dels resultats obtinguts mitjançant les simulacions CFD i a partir d’aquí, hem pogut veure com afecten els elements aerodinàmics al consum i a les emissions de CO2. Finalment, trobem unes conclusions extretes de tot el treball on hem pogut comprovar que la teoria afirmada al principi compleix i els elements aerodinàmics juguen un paper important. This project is based on the aerodynamic study of vehicle tires and see how they affect the vehicle according to the added aerodynamic elements. The work is mainly divided into 3 parts: In the first part we find a brief introduction to all the theoretical foundations related to aerodynamics necessary to be able to understand the principles of the work. In the second part, the design with CAD and the simulation with CFD software of the different tire profiles were carried out. It was also explained step by step how the rim was designed and how it was simulated and under what conditions. The third part consists of the analysis of the results obtained by means of the CFD simulations and from here I could see how the aerodynamic elements affect the consumption and the CO2 emissions. Finally, we find some conclusions drawn from all the work where I was able to verify that the theory explained at the beginning holds true and the aerodynamic elements play an important role.

L'objectiu principal d'aquest projecte és la realització d'un estudi sobre l'impacte dels retrovisors en l'aerodinàmica del vehicle. Per dur-lo a terme, s'analitzen tres geometries diferents i es compara mitjançant CFD les diferències pel que fa a perfil de velocitats, pressions i forces en les geometries. Finalment, s'extrapolen aquestes dades a àmbits més pragmàtics del dia a dia, com són l'impacte energètic i ambiental dels retrovisors en un any natural de circulació d'un vehicle. Així doncs, es calcula, per una banda, els kWh i litres d'estalvi de combustible que es generarien si el vehicle no portés retrovisors, i per l'altra, el mateix fet si s'aconseguís implementar un model de retrovisor més aerodinàmic que el convencional, com podrien ser uns retrovisors amb càmera. Cal tenir en compte, que analitzar mitjançant CFD una geometria complexa com seria el cas d'una carrosseria de cotxe real, dificultaria molt la tasca a l'hora d'obtenir una geometria vàlida per a simular. Per aquest motiu, en aquest estudi s'utilitza la geometria del cos d'Ahmed per les seves similituds amb els vehicles des del punt de vista aerodinàmic. Tot i que té una forma molt senzilla, aquesta geometria ens permet copsar els efectes essencials del flux al voltant d'un automòbil. Hi ha molts estudis i literatura publicada sobre assajos en túnels de vent i CFD del cos d'Ahmed. Per al disseny de les geometries i la posterior extracció de plànols es fa servir l'eina de disseny 3D Catia V5R21. Aquesta eina ens permet definir amb molt de nivell de detall qualsevol tipus de geometria. I per realitzar les simulacions CFD, es fa servir HyperWorks CFD 2021, un programari d'Enginyeria assistida per ordinador d'anàlisi d'elements finits. Com a limitació, cal destacar, que no s'ha pogut fer un estudi exhaustiu de les possibles millores aerodinàmiques extra que es podrien aconseguir implementant petites variacions en la geometria del retrovisor amb càmera. The main objective of this project is to carry out a study about the impact of side mirrors on the aerodynamics of a vehicle. To do so, three different geometries are analysed and, with the help of CFD, the differences in forces, velocity and pressure profiles in the geometries are compared. To finish it off, this data is extrapolated to more pragmatic areas of everyday life, such as the energetic and environmental impact of side mirrors in a vehicle’s natural year of circulation. Therefore, we calculate both the kWh and liters of fuel that would be saved in the first scenario of the vehicle not having any side mirrors and in the second scenario of implementing a more aerodynamic mirror model, such as camera mirrors. It should be noted that when analysing complex geometry with CFD, as in the case of a real car body, is quite difficult to obtain a valid geometry for simulations. Because of this reason, and due to its similarities to vehicles from an aerodynamic point of view, this study uses the geometry of Ahmed's body. Although it has a very simple shape, this geometry allows us to grasp the essential effects of the flow around a car, as the many studies and literature published on wind tunnel and CFD tests of Ahmed's body exemplify. The Catia V5R21 3D design tool is used for the design of the geometries and the subsequent extraction of plans. This tool allows us to define in great detail any type of geometry. To perform CFD simulations, a computer aided finite element analysis software, HyperWorks CFD 2021, is used. As a limitation, it should be noted that it has not been possible to undertake an exhaustive study of the additional aerodynamic improvements that could be achieved by implementing small variations in the geometry of a camera mirror.

L’aerodinàmica és una branca de la mecànica de fluids que es desenvolupa a partir de les equacions de Newton. Amb les equacions de continuïtat, quantitat de moviment i energia es poden obtenir models que descriu el moviment dels fluids. A partir de la dècada dels anys 60, aquest concepte canvia la manera d’entendre els monoplaces de competició en la Fòrmula 1, assolint majors rendiments sense augmentar el pes del vehicle. L’objectiu d’aquest treball és estudiar com afecta la rugositat superficial d’un difusor d’un monoplaça de competició en el comportament aerodinàmic mitjançant simulacions en CFD amb el software ANSYS. Aquesta recerca ajudarà a la millora aerodinàmica del monoplaça de l’equip de competició Dynamics UPC Manresa. La aerodinámica es una área de la mecánica de fluidos que se desarrolla a partir de las ecuaciones de Newton. Con las ecuaciones de continuidad, cantidad de movimiento y energía se pueden obtener modelos que describen el movimiento de los fluidos. A partir de la década de los 60, este concepto cambia la manera de entender los monoplazas en la F1, consiguiendo mayores rendimientos sin aumentar el peso del vehículo. El objetivo de este trabajo es estudiar como afecta la rugosidad superficial de un difusor de un monoplaza de competición en el comportamiento aerodinámico mediante simulaciones en CFD con el software ANSYS. Esta búsqueda ayudará a la mejora aerodinámica del monoplaza del equipo de competición Dynamics UPC Manresa. Aerodynamics is a branch of fluid mechanics developed from Newton's equations. With the equations of continuity, amount of motion, and energy, models can be obtained that describe the motion of fluids. Starting in the 1960s, this concept changed the way we understand racing cars in Formula 1, achieving higher performance without increasing the weight of the vehicle. The aim of this work is to study how the surface roughness of a diffuser of a competition car affects aerodynamic behavior using CFD simulations with ANSYS software. This research will help to improve the aerodynamics of the car of the Dynamics UPC Manresa competition team.

Els vehicles participants en el Campionat del Món de Rallies han experimentat en els darrers anys una important evolució tècnica a tots nivells, essent aquesta molt important pel que fa a la incorporació d’elements que milloren els coeficients aerodinàmics del vehicle i que li proporcionen unes millors característiques dinàmiques. En aquest treball s’analitzarà els principals dispositius aerodinàmics tendents a millorar el coeficient de lift i a la reducció del drag, com són alerons, flicks, faldilles, releasers, difusors, fons pla, generadors de vòrtex, etc., i la seva interrelació quan s’integren simbiòticament en un vehicle. The vehicles participants in the World Rally Championship have experienced a huge technical evolution at all levels in the last years, one of the most important is the addition of elements that improve the aerodynamics coefficients of the car and that provide better dynamic characteristics. In this work it will be analyzed the principal aerodynamic devices with the job to improve the lift coefficient and the reduction of drag, like wings, flicks, side skirts, releasers, diffusers, plank, vortex generators, etc., and its relation when they are all united in the car.

Aquest projecte es basa a obtenir una anàlisi completa de les emissions de CO₂ produïdes pels camions amb diferents carrossats, així es podran comparar els resultats i veure com afecta la carrosseria en les emissions de CO₂. S'han muntat quatre carrossats diferents en el camió Iveco S-WAY. Primer s'ha muntat una caixa tancada, tot seguit, s'ha eliminat deixant el xassís cabina, a continuació, s'ha muntat una caixa oberta i finalment s'ha muntat una cisterna. Per a l'anàlisi, primer s'ha calculat el coeficient aerodinàmic de cada model a través del programari Siemens NX12.0. Una vegada obtingut, a través de VECTO (v3.3.11.2675), que és la nova eina de simulació desenvolupada per la Comissió Europea per a determinar les emissions de CO₂, s'han introduït els valors aerodinàmics per a aconseguir els resultats de les emissions de CO₂ de cada model. Les simulacions s'han fet en tres recorreguts diferents, primer en un recorregut regional, segon en un recorregut urbà i finalment en un recorregut de llarga distància. En els resultats aerodinàmics es generen diferències significatives entre els models, el coeficient més baix és 0,59 i el genera el camió cisterna, el següent és 0,63 i el produeix el camió amb caixa tancada, el camió amb caixa oberta té un coeficient de 0,66 i el xassís cabina origina un coeficient de 0,67. En el càlcul d'emissions, el camió cisterna és el que menys CO₂ expulsa, i el camió amb caixa oberta el que més, pel fet que la caixa oberta sobresurt pels costats i per tant té una àrea frontal major que el xassís cabina. Es conclou, com calia esperar, que contra major és el coeficient aerodinàmic, més emissions de CO₂ s'expulsen a l'exterior. Este proyecto se basa en obtener un análisis completo de las emisiones de CO2 producidas por los camiones con diferentes carrozados, así se podrán comparar los resultados y ver cómo afecta la carrocería en las emisiones de CO2. Se ha montado cuatro carrozados distintos en el camión Iveco S-WAY. Primero se ha montado una caja cerrada, todo seguido, se ha eliminado dejando el chasis cabina, a continuación, se ha montado una caja abierta y finalmente se ha montado una cisterna. Para el análisis, primero se ha calculado el coeficiente aerodinámico de cada modelo a través del software Siemens NX12.0. Una vez obtenido, a través de VECTO (v3.3.11.2675), que es la nueva herramienta de simulación desarrollada por la Comisión Europea para determinar las emisiones de CO2, se han introducido los valores aerodinámicos para conseguir los resultados de las emisiones de CO2 de cada modelo. Las simulaciones se han hecho en tres recorridos distintos, primero en un recorrido regional, segundo en un recorrido urbano y finalmente en un recorrido de larga distancia. En los resultados aerodinámicos se generan diferencias significativas entre los modelos, el coeficiente más bajo es 0,59 y lo genera el camión cisterna, el siguiente es 0,63 y lo produce el camión con caja cerrada, el camión con caja abierta tiene un coeficiente de 0,66 y el chasis cabina origina un coeficiente de 0,67. En el cálculo de emisiones, el camión cisterna es el que menos CO2 expulsa, y el camión con caja abierta el que más, debido a que la caja abierta sobresale por los lados y por lo tanto tiene un área frontal mayor que el chasis cabina. Se concluye, como cabía esperar, que contra mayor es el coeficiente aerodinámico, más emisiones de CO2 se expulsan al exterior. This project is based on obtaining a full analysis of CO2 emissions produced by lorries with different bodies, so that the results can be compared and how the body affects CO2 emissions. Four different bodies have been mounted on the Iveco S-WAY truck. First a closed box was mounted, then removed leaving the cabin chassis, then an open box was mounted and finally a cistern was mounted. For analysis, the aerodynamic coefficient of each model has been calculated first through the Siemens NX12.0 software. Once obtained, through VECTO (v3.11.2675), which is the new simulation tool developed by the European Commission for determining CO2 emissions, aerodynamic values have been introduced to achieve the results of CO2 emissions from each model. The simulations have been made in three different routes, first in a regional route, second in an urban route and finally in a long distance. In aerodynamic results, significant differences are generated between the models, the lowest coefficient is 0,59 and generated by the cistern truck, the following is 0,63 and produced by the closed-box truck, the open-boxed truck has a coefficient of 0,66 and the cabin chassis gives a coefficient of 0,67. In the calculation of emissions, the cistern truck is the lowest in CO2 emissions, and the truck with an open box is the highest, because the open box protrudes from the sides and therefore has a larger frontal area than the chassis cabin. It has been concluded, as one might expect, that the greater the aerodynamic coefficient, the more CO2 emissions are ejected outwards.

Este trabajo de fin de grado consiste en diseñar una avioneta RC basada en la Piper Pa-28. Se desarrolla un diseño inicial inspirado de los planos de la avioneta en cuestión, con el objetivo de conseguir un modelo a escala reducida, enfocado al aeromodelismo con impresión 3D. Partiendo de un diseño inicial, se realiza un estudio exhaustivo de la aerodinámica para conseguir la mayor optimización posible en el vuelo. Una vez definido los conceptos aerodinámicos, se trabaja en el estudio de materiales para ofrecer las mejores propiedades posibles. En el estudio mecánico, se trabajan todos los mecanismos internos y externos que tendrá incorporado el modelo, para ofrecer una experiencia de pilotaje fluida y sencilla. Después de desarrollar estos campos, se procede a la modelación del avión, basando en todas las conclusiones antes hechas. Ya con la modelación terminada, se trabaja en el estudio de resistencia de materiales, haciendo simulaciones y estudios que más se asemejen a la realidad, para así, garantizar su fiabilidad ante cualquier fractura del ensamblaje. Una vez desarrollada toda la parte teórica que justifica el diseño y configuración del proyecto, se ejecuta la fabricación del modelo. Finalmente, se efectúa una propuesta de mejora teniendo en cuenta todos los conceptos desarrollados y la experiencia adquirida. This end-of-grade project consists of designing an RC plane based on the Piper Pa-28. An initial design inspired by the plans of the plane in question is developed, with the aim of achieving a reduced-scale model, focused on model aircraft with 3D printing. Starting from an initial design, an exhaustive study of the aerodynamics is carried out to achieve the greatest possible optimization in flight. Once the aerodynamic concepts have been defined, we work on the study of materials to offer the best possible properties. In the mechanical study, all the internal and external mechanisms that the model will have incorporated are worked on, to offer a fluid and simple piloting experience. After developing these fields, we proceed to the modelling of the aircraft, based on all the conclusions made before. With the modelling completed, work is being done on the study of the resistance of materials, making simulations and studies that more closely resemble reality, in order to guarantee its reliability in the event of any fracture of the assembly. Once all the theoretical part that justifies the design and configuration of the project has been developed, the manufacturing of the model is executed. Finally, an improvement proposal is made taking into account all the concepts developed and the experience gained.

En aquest treball es dissenya i construeix un aleró mitjançant impressió 3D, per posteriorment, realitzar mesures experimentals al túnel de vent. Es realitzen simulacions numèriques en CFD i una comparativa dels resultats obtinguts. En concret, l'aleró dissenyat tindrà les característiques d'un aleró del darrere tipus Formula 1. En este trabajo se diseña y construye un alerón mediante impresión 3D, para posteriormente, tomar medidas experimentales en el túnel de viento. Se realizan simulaciones numéricas en CFD y una comparativa de los resultados obtenidos. En concreto, el alerón diseñado tendrá las características de un alerón trasero tipo Formula 1. In this work, a spoiler is designed and built using 3D printing, to take experimental measurements in a wind tunnel. Numerical simulations are carried out in CFD and a comparison of the obtained results. Specifically, the designed wing will have the characteristics of the rear wing for Formula 1.

Al llarg d'aquest document, es farà l'anàlisi d'un sistema de perfils que es divideix en dues parts. La primera part tracta sobre un estudi numèric, on fent ús d'eines CFD (Computational Fluid Dynamics) es buscarà la configuració més eficient, tenint en compte la interacció dels dos perfils. Per això, caldrà obtenir els resultats de la força de resistència i de sustentació. Un cop s'ha trobat la configuració òptima per a les anàlisis realitzades, es procedirà a validar aquests resultats. Això es fa mitjançant una anàlisi experimental al túnel de vent, on amb un model fet a escala, creat mitjançant fabricació additiva, es fa l'anàlisi de forces de sustentació i de resistència. Com que el túnel de vent no es capaç d'accelerar el flux d'aire a la velocitat necessària per a la validació, cal fer una altra anàlisi amb CFD amb les condicions del túnel. Finalment, comparant els resultats obtinguts es trauran conclusions i es valorarà la configuració obtinguda. A lo largo de este documento, se va a realizar el análisis de un sistema de perfiles alares que se divide en dos partes. La primera parte trata sobre un estudio numérico, donde haciendo uso de herramientas CFD (Computational Fluid Dynamics) se buscará la configuración más eficiente, teniendo en cuenta la interacción de los dos perfiles. Para eso, se necesitará obtener los resultados de la fuerza de resistencia y de sustentación. Una vez se ha encontrado la configuración óptima para los análisis efectuados, se procederá a la validación de estos resultados. Esto se hará mediante un análisis experimental en el túnel de viento, donde con un modelo hecho a escala creado mediante fabricación aditiva, se hará el análisis de fuerzas de sustentación y de resistencia para el modelo. Como el túnel de viento no es capaz de acelerar el flujo de aire a la velocidad necesaria para la validación, se deberá de hacer otro análisis con CFD con las condiciones del túnel. Finalmente, comparando los resultados obtenidos se sacarán conclusiones y se valorará la configuración obtenida. Throughout this document, the analysis of an airfoil system will be carried out in two parts. The first part deals with a numerical study, where using CFD (Computational Fluid Dynamics) tools, the most efficient configuration will be sought, considering the interaction of the two airfoils, for which it will be necessary to obtain the results of the drag and lift forces. Once the optimal configuration has been found for the analyses performed, the results will be validated. This will be done by means of an experimental analysis in the wind tunnel, where with a scale model created by additive manufacturing, the lift and drag force analysis for the model will be performed. As the wind tunnel is not capable of accelerating the air flow to the speed required for validation, another CFD analysis will have to be performed with the tunnel conditions. Finally, comparing the obtained results, conclusions will be drawn and the obtained configuration will be evaluated.

En este documento se aborda la temática de realizar un bioinspirado en un murciélago, se desarrolla en primera instancia la investigación de cuáles son los parámetros a seguir para poder realizar un modelo dinámico que sea lo más cercano a un murciélago, se realiza el diseño a partir de diferentes modelos observados, se hace la construcción completa del cuerpo y de cada ala, además se identificaron diferentes posiciones de aleteo para así mismo simular el vuelo y encontrar si el modelo es viable para la construcción física del mismo. Se realizó también la cinemática del ala y el modelo en diferentes softwares y se evaluó la aerodinámica del mismo. Lista de tablas... 7 Lista de figuras... 8 RESUMEN... 9 INTRODUCCIÓN... 10 1.1 Antecedentes... 10 1.2 Planteamiento del problema... 12 1.2.1 Identificación... 12 1.2.2 Descripción... 12 1.2.3 Planteamiento... 12 1.3 Justificación... 12 1.4 Objetivos... 13 1.4.1 Objetivo general... 13 1.4.2 Objetivos específicos... 13 1.5 Alcance o delimitación... 13 MARCO TEÓRICO... 14 DESARROLLO... 23 DISEÑO... 23 ANALISIS Y RESULTADOS... 36 CONCLUSIONES Y RECOMENDACIONES... 52 BIBLIOGRAFÍA... 53 Anexo1... 55 Anexo2... 58 This document deals with the subject of making a bio-inspired in a bat, it is developed in the first instance the investigation of what are the parameters to follow to be able to make a dynamic model that is the closest to a bat, the design is made from different observed models, the complete construction of the body and each wing is made, in addition, different flapping positions were identified to simulate the flight and find out if the model is viable for its physical construction.The wing kinematics was also performed and the model in different softwares and its aerodynamics was evaluated. Pregrado

La Aerodinámica, como ciencia aplicada derivada de la Mecánica de Fluidos, tiene en el estudio de los perfiles aerodinámicos uno de sus pilares fundamentales. Los perfiles con formas que hacen máxima la sustentación y reducen la resistencia, son los componentes de las alas de las aeronaves, de las palas de turbinas eólicas o de los álabes de compresores y turbinas de gas. El estudio y diseño de los mismos, buscando la mejora adaptación al tipo de flujo en que se aplican, tiene además de las técnicas analíticas clásicas, dos aproximaciones complementarias: el ensayo y medida de las fuerzas y momentos sobre el perfil en túnel aerodinámico y la simulación numérica mediante códigos de Mecánica de Fluidos Computacional (CFD). El TFG que se propone es una introducción a estos dos modos de estudio: experimental y numérico, mediante la utilización de los recursos disponibles en el departamento y la Universidad para analizar un perfil clásico con curvatura: el NACA 4412, comparando entre si los resultados de una aproximación y otra con la información disponible en la bibliografía. Adicionalmente se aprenderá a utilizar la tecnología de impresión 3D para generar los modelos físicos ensayados y la influencia de la rugosidad de las superficies de los mismos en los resultados aerodinámicos obtenidos Escuela Técnica Superior de Ingeniería Industrial Universidad Politécnica de Cartagena

L’objectiu principal d’aquest projecte és estudiar l’aerodinàmica d’un dels components de Fórmula 1, concretament el underfloor, tenint en compte el canvi de normativa que hi ha hagut el 2022. Per a això, es dissenya la geometria mitjançant un software de Computational Fluid Dynamic (CFD) comercial. S’estudien nou configuracions diferents, modificant dos paràmetres: L’alçada del monoplaça respecte al terra i la velocitat del flux d’aire. El primer paràmetre s’ha fixat primer en 5cm, després en 10cm i finalment en 15cm. Per a cadascuna d’aquestes alçades, s’ha establert que l’aire entra a 30m/s, 55m/s i 85m/s (100km/h, 200km/h i 300km/h; respectivament). Amb les diferents simulacions, també es podrà comprovar l’equació de Bernoulli, on els punts de major velocitat del underfloor, correspondran a punts amb menor pressió. Abans de realitzar les diferents simulacions, es fa un breu repàs a la història de l’aerodinàmica en la Fórmula 1, des dels seus inicis als anys 50. En aquella època, els monoplaces ja presentaven una geometria bastant aerodinàmica. També s’expliquen les principals novetats (a nivell aerodinàmic) que presenten els monoplaces de 2022, respecte els de 2021. A grans trets, els alerons (davanter i posterior), i el fons pla han estat els canvis més significatius. Per al desenvolupament del projecte, es va optar per el software Ansys, ja que ofereix excel·lents eines de simulació, i no es massa complex. Els passos que s’han seguit per a realitzar les simulacions han estat els següents: Disseny del underfloor en dos dimensions, mallar la geometria obtinguda (s’ha optat per una mida de la malla de 10-3m), establir les condicions de contorn a cada una de les arestes de la geometria, i iniciar la simulació, amb l’objectiu d’obtenir les forces resultants, i el el mapa de pressions i de velocitats de cadascuna de les nou configuracions. Per finalitzar el anàlisis mecànic, s’ha realitzat un gràfic que mostra el comportament del monoplaça, segons la força aplicada i la velocitat d’entrada del flux d’aire. The aim of this project is to study the aerodynamics of one of the components in Formula 1, specifically the underfloor, considering the changing in regulations that occurred in 2022. Therefore, geometry is designed using a Commercial Computational Fluid Dynamic (CFD) software. Nine different configurations are studied, modifying two parameters: The height of the car relative to the ground and the speed of the air flow. The first parameter has been set first to 5cm, then to 10cm and finally to 15cm. For each of these heights, it has been established that the air enters at 30m/s, 55m/s and 85m/s (100km/h, 200km/h and 300km/h; respectively). With the different simulations, it will also be possible to check the Bernoulli equation, where the highest speed points of the underfloor will correspond to the ones with lower pressure. Before carrying out the different simulations, is it carried a brief review of the history of aerodynamics in Formula 1, from its beginnings in the 1950s. At that time, cars already had a very aerodynamic geometry. It is also explaining the main innovations (at the aerodynamic level) that present the cars of 2022, compared to those of 2021. Broadly speaking, the ailerons (front and rear), and the flat bottom have been the most significant changes. For the development of the project, it was chosen the Ansys software, as it offers excellent simulation tools, and is not too complex. The steps that have been followed to carry out the different simulations have been these ones: Designing the underfloor in two dimensions, meshing the obtained geometry (a mesh size of 10-3m has been chosen), to establish the contour conditions at each of the edges of the geometry, and start the simulation, with the following goals: To obtain the resulting forces, and the map of pressures and velocities of each configuration. To complete the mechanical analysis, a graph was designed showing the behavior of the car, according to the force applied and the speed of the air flow.

The world is going through a constant evolution, where the objectives are much more ambitious than before thanks to the new technologies. However, the focus is no longer on only improving existing services without considering anything else; nowadays, the benefit provided is just as important as the way in which it is achieved, and the main efforts currently are focused on achieving a sustainable world, in which life continues to be as we know it and climatic catastrophes are eradicated, at least those in which human activity is the main cause. That is why this thesis is focused on the implementation in the aeronautical industry of a promising technology called Active Flow Control (AFC). To that end, an exhaustive state-of-the-art is conducted in which the AFC technology is described in general, to then deep dive in its aeronautical applications. Next, the technology required so as to implement the AFC in an aircraft is described, covering the main elements needed to influence the flow around the aircraft together with the power supply architectures necessary to feed the actuators. On the other hand, and based on the information previously gathered, a Minimum Viable Product (MVP) is defined, in which AFC technology is to be implemented in an Airbus A-320 aircraft. In the MVP, both the technological elements that need to be installed together with the system infrastructure are established, thus defining the architecture of the product. In order to ensure the viability and profitability of the MVP, a feasibility study is conducted, analysing the installation of the product from an airline perspective considering three different casuistic: an aircraft that flies only at national level in Spain, an aircraft that flies at international level in Europe and a complete fleet of Airbus A-320 that flies at international level in Europe. The preliminary economic analysis covers the three cases mentioned, and the complete economic figures are presented for the third case, the one with more practical interest. On the other hand, the regulatory emissions framework currently in place in Europe is described, assessing whether the installation of the MVP in a European airline could influence the overall company strategy towards the 2050 zero net goal achievement. Due to the current situation, in which the global awareness of contaminant gases emissions has increased considerably, all the projects aiming to reduce this type of emissions have a great impact in the industry, and the AFC technology investigations are a good opportunity to improve aeronautical industry contaminant footprint in the world.

La temporada 2019-2021 (que va durar dos anys degut a la influència del Covid-19), va resultar un èxit per part de l’equip de Dynamics UPC Manresa, superant les millors marques històriques de l’equip i donant una gran imatge en els diferents circuits d’arreu d’Europa. Aquell cotxe, el Dyn-05, es caracteritzava per un disseny minimalista però funcional, que afrontava tots els desafiaments de la competició amb solvència. La temporada següent, es va decidir seguir amb aquesta línia, millorant els elements aerodinàmics que es va considerar que permetrien obtenir una major millora en el rendiment en pista del monoplaça. Ara, de cares al següent cotxe, es vol donar un pas més endavant en el disseny, dissenyant un fons pla molt més competitiu amb l’objectiu de millorar en l’aerodinàmica del cotxe. És per això que en aquest treball es tractarà de demostrar l’efecte del fons pla en un formula student, fent un estudi intensiu dels diferents factors que afecten el rendiment del fons pla del vehicle en qüestió. Simulant totes les alternatives possibles i fent una comparació amb l’objectiu d’aconseguir una conclusió sobre la diferencia entre portar un fons pla no portar-lo. És un projecte que parteix de la base d’un vehicle de formula student, per tant, ha de complir certes normes i partir d’una base. És per això que el disseny tindrà certes normes prèvies al disseny i tindrà unes condicions de contorn també marcades prèviament per la competició i/o l’equip. The season 2019-2021 (which lasted two years due to the Covid-19 influence), ended in a success for Dynamics UPC Manresa, bettering historic team results and showing a great image around Europe. That car, the Dyn-05, was characterized for a minimalist but functional design that faced all the competition challenges with solvency. Next season, we decided to keep with the same idea, bettering the aerodynamics elements that we considered that could increase the performance of the single-seater. Nowadays, facing the next car, we want to make a step forwards in the design, designing an undertray more competitive with the goal of improving the car's aerodynamics. This is the reason why, in this project, we are going to tray to demonstrate the undertray effect in a formula student, making an intensive study of the different factors that affect in the performance of the undertray of the vehicle. Simulating all the all the possible alternatives, making a comparison with the goal of achieving a conclusion on the difference of running with and without an undertray. It’s a projecte that starts from the base of a formula student vehicle,for that reason, it has to accomplish some rules. Knowing that, the design will have several rules previous to the design and will have some boundary conditions previously decided by the competition or the team.

Submitted by Pedro Trombini Rodrigues (pedro.trombini@unesp.br) on 2022-07-09T16:07:30Z No. of bitstreams: 1 rodrigues_gennaro_souza_artigo_sjbv.pdf: 3284583 bytes, checksum: 68c9ba2a32e507eb43bca32c426dcddb (MD5) Approved for entry into archive by JOÃO PEDRO ALVES CARDOSO (joao.cardoso@sjbv.unesp.br) on 2022-07-12T21:10:36Z (GMT) No. of bitstreams: 1 rodrigues_pt_versaoeditor_sjbv_effect.pdf: 3284583 bytes, checksum: 68c9ba2a32e507eb43bca32c426dcddb (MD5) Made available in DSpace on 2022-07-12T21:10:36Z (GMT). No. of bitstreams: 1 rodrigues_pt_versaoeditor_sjbv_effect.pdf: 3284583 bytes, checksum: 68c9ba2a32e507eb43bca32c426dcddb (MD5) Previous issue date: 2022-06-30 Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP) A rotação é conhecida por reduzir o volume da região de escoamento separado em seções próximas à raiz de pás de turbina eólica de eixo horizontal. Essa redução é frequentemente atribuída ao bombeamento centrífugo. No entanto, recentes investigações acerca da estabilização de vórtices de bordo de ataque sugerem que o transporte radial de vorticidade pode não ser o mecanismo dominante que limita a circulação do vórtice em seções próximas à raiz de asas de inseto. Para tal condição de escoamento a baixo Reynolds, o efeito da componente tangencial da força de Coriolis destrói a componente radial da vorticidade, limitando o crescimento do vórtice de bordo de ataque, estabilizando-o. Entretanto, com o melhor conhecimento dos autores, a contribuição de tal fenômeno para o aumento rotacional observado em turbinas eólicas ainda não foi avaliada. No trabalho descrito aqui, foram empregadas simulações quasi-3D a fim de investigar o papel da aceleração de Coriolis para o balanço da componente radial da vorticidade dentro da região de escoamento separado no extradorso de seções de pá de turbina eólica a elevados ângulos de ataque. A taxa de destruição da componente radial da vorticidade devido à aceleração de Coriolis foi mais significativa na camada cisalhante livre sobre a fronteira acima da região de escoamento separado. Além disso, é mostrado que seu efeito integrado pode ser comparável à vazão da componente radial de vorticidade fluindo para a região de recirculação a partir da camada limite. Portanto, o mecanismo pode ser relevante para o aumento rotacional observado em seções próximas à raiz de pás de turbinas eólicas. The rotation is known to reduce the volume of the region of separated flow on inboard sections of horizontal-axis wind turbine blades. This reduction is frequently attributed to centrifugal pumping. However, recent investigations on the rotational stabilization of leading-edge vortex suggest that the radial transport of vorticity may not be the dominant mechanism limiting the vortex circulation on inboard sections of insect wings. For such low-Reynolds number, the effect of the tangential component of the Coriolis force destroys radial vorticity, limiting the growth of the leading-edge vortex and stabilizing it. However, to the best knowledge of the authors, the contribution of such a phenomenon to the rotational augmentation observed in wind turbines has not been assessed. We employed quasi-3D simulations to investigate the role of the Coriolis acceleration to the balance of span-wise vorticity within the region of separated flow on the upper surface of wind-turbine-blade sections at high angles of attack. The destruction rate of radial vorticity due to Coriolis acceleration was most significant in the free shear layer on the upper boundary of the separated-flow region. Moreover, it is shown that its integrated effect may be comparable to the rate of vorticity flowing in the recirculation region from the boundary layer. Therefore, the mechanism may be relevant to rotational augmentation observed in inboard sections of wind-turbines blades. Versão final do editor Universidade Estadual Paulista (Unesp), Faculdade de Engenharia de São João da Boa Vista FAPESP: 20/10972-3 FAPESP: 22/02812-1

This thesis provides an study of the flow around a McDonnell Douglas 30P30N with an Active Flow Control device, a synthetic jet, with different configurations. The flow is two dimensional, with a Reynolds number of 1.7·10⁶ , an Angle of Attack of 5.5⁰ and a Mach of 0.7. The purpose of this device is to reduce the drag and increases the lift by reducing the vortex shedding at the wake by retarding the boundary layer detachment. Several Reynold Averaged Navier-Stokes simulations have been performed to determine the configuration where the maximum aerodynamic efficiency is reach. It has been concluded that the actuation is highly dependant on the position of the actuator; placed after the suction region has been two time more efficient than placed on it. In addition to this, it has been observed that the efficiency increased with the momentum coefficient, the nondimensional frequency and the angle of the exhaust velocity. All of them have played a major role on the actuation.

La introducción de los apéndices aerodinámicos y el estudio de la aerodinámica en las MotoGP a lo largo de estos últimos años ha ido en aumento de manera exponencial. Es a partir de 2016, con la introducción de la centralita única, donde se empiezan a buscar métodos alternativos para generar carga aerodinámica y no depender solo de la electrónica de la moto. A partir de entonces se observan todo tipo de alerones y apéndices en los carenados de las MotoGP. El último gran avance ha sido la implementación por parte de Ducati de redireccionadores de flujo situados en la parte delantera y baja del carenado. Así pues, a lo largo de este estudio se va a analizar tanto el diseño como el rendimiento aerodinámico de estos nuevos apéndices aerodinámicos. Este análisis se va a realizar a partir de una simulación CFD. De manera que en primer lugar se va a realizar un diseño CAD tanto de una MotoGP como de los redireccionadores de flujo, donde estos se van a diseñar a partir de unos factores de control. Una vez realizada la geometría se va a realizar todo el preproceso de la simulación con el mallado y las condiciones de contorno. De manera que una vez finalizada la simulación se va a realizar un postproceso para analizar tanto cuantitativamente como cualitativamente los resultados aerodinámicos. Finalmente también se va a estudiar el diseño del redireccionador de flujo a partir del Método Taguchi. Como conclusión se ha visto que los redireccionadores de flujo ofrecen una ventaja aerodinámica en cuanto a la creación de carga aerodinámica sobretodo en una situación de moto inclinada.

espanolResumen Introduccion: la energia eolica ha crecido de forma acelerada en los ultimos 20 anos y los sitios para instalar parques eolicos se empiezan a agotar. Las turbinas eolicas de pequena escala representan una alternativa viable, en particular en zonas boscosas: de bajo potencial eolico y alta turbulencia. Objetivo: presentar una revision de los perfiles aerodinamicos para aerogeneradores de pequena escala, para determinar su posible aplicacion en zonas boscosas. Materiales y metodos: se efectua una revision literaria en las bases de datos Web of Science y Scopus, sobre turbinas eolicas de pequena escala de eje horizontal, en las revistas Energy, Journal of Wind Engineering and Industrial Aerodynamics, Renewable and Sustainable Energy Reviews y Renewable Energy, entre otras. Se define una clasificacion de tres grandes grupos para los perfiles aerodinamicos: de uso muy frecuente, de uso con frecuencia media y de uso con baja frecuencia. Resultados: los perfiles de uso muy frecuente son el SG6043, S809 y NACA0012, siendo el primero de ellos el que presenta mejor desempeno aerodinamico. A pesar de esto, otros perfiles como el SH3055 son ampliamente usados en turbinas eolicas de pequena escala. Conclusiones: un perfil adecuado para una turbina eolica de pequena escala para zonas boscosas debe ser disenado para regulacion por perdida (stall) y poseer una alta robustez ante cambios de rugosidad superficial. El perfil con mayor potencial, segun la literatura para esta aplicacion, es el SG6043, siendo 110 % y 85 % mas eficiente que NACA0012 y S809, respectivamente, para un Re de 2 x 105; empero, se requiere mas investigacion en temas como desempeno aerodinamico de los perfiles ante altos niveles de turbulencia. EnglishAbstract Introduction: Wind energy has grown rapidly in the last 20 years and sites to install full-scale wind farms are starting to run out. Small-scale wind turbines represent a feasible alternative, particularly in forested areas of low wind potential and high turbulence. Objective: to present a review of the aerodynamic profiles for small-scale wind turbines, to determine their possible application in wooded areas. Materials and methods: a review of small-scale horizontal axis wind turbines is carried out using the Web of Science and Scopus databases mainly on the journals: Energy, Wind Engineering and Industrial Aerodynamics, Renewable and Sustainable Energy Reviews, and Renewable Energy. A classification of three large groups is defined for the aerodynamic profiles: very frequent use, medium frequency use and low frequency use. Results: the profiles of very frequent use are the SG6043, S809 and NACA0012, the first of them is the one having the best aerodynamic performance. Despite this, other profiles such as the SH3055 are widely used in the small-scale wind turbine field. Conclusions: a suitable profile for a small-scale wind turbine for forested areas should be designed for stall regulation and have low sensitivity against changes in surface roughness. The profile with the greatest potential, according to the literature for this application, is the SG6043, being 110 % y 85 % more efficient than NACA0012 and S809, respectively, for a Re of 2 x 105; however, more research is required on issues such as aerodynamic performance of the profiles at high levels of turbulence. portuguesResumo Introducao: a energia eolica ha crescido de forma acelerada nos ultimos 20 anos e os sitios para instalar parques eolicos empecam a diminuir. As turbinas eolicas de pequena escala representam uma alternativa viavel, em particular nas zonas arborizadas: de baixo potencial eolico e alta turbulencia. Objetivo: apresentar uma revisao dos perfis aerodinâmicos para aerogeradores de pequena escala, para determinar uma possivel aplicacao nas zonas arborizadas. Materiais e metodos: efetuou-se uma revisao literaria nas bases de dados Web of Science e Scopus, sobre turbinas eolicas de pequena escala de eixo horizontal, nos jornais Energy, Journal of Wind Engineering and Industrial Aerodynamics, Renewable and Sustainable Energy Reviews e Renewable Energy, entre outras. Define-se uma classificacao dos tres grandes grupos para os perfis aerodinâmicos: de uso muito frequente, de uso com frequencia meia e de uso com baixa frequencia. Resultados: os perfis de uso muito frequente sao o SG6043, S809 y NACA0012, sendo o primeiro deles o que apresenta melhor desempenho aerodinâmico. Apesar disso, os perfis como o SH3055 sao amplamente usados nos negocios das turbinas eolicas. Conclusoes: um perfil adequado para uma turbina eolica de pequena escala para zonas arborizadas deve ser projetado para regulacao por stall e possuir uma alta robustez ante mudancas na rugosidade superficial. O perfil com maior potencial, segundo a literatura e para essa aplicacao e o SG6043, sendo 110 % e 85 % mais eficiente que NACA0012 e S809, respectivamente, para um Re de 2x 105, no entanto, requere mais investigacao em temas como o desempenho aerodinâmico dos perfis

The practical evaluation of aerodynamic coefficients in unconventional concrete structures requires specific studies, which are small-scale models evaluated in wind tunnels. Sophisticated facilities and special sensors are needed, and the tendency is for modern and slender constructions to arise with specific demands on their interaction with the wind. On the other hand, the advances obtained in modern multi-core processors emerge as an alternative for the construction of sophisticated computational models, where the Navier-Stokes differential equations are solved for fluid flow using numerical methods. Computations of this kind require specialized theoretical knowledge, efficient computer programs, and high-performance computers for large-scale calculations. This paper presents recent results involving two real-world applications in concrete structures, where the aerodynamic parameters were estimated with the aid of computational fluid dynamics. Conventional quad-core computers were applied in simulations with the Finite Volume Method and a progressive methodology is presented, highlighting the main aspects of the simulation and allowing its generalization to other types of problems. The results confirm that the proposed methodology is promising in terms of computational cost, drag coefficient estimation and versatility of simulation parameters. These results also indicate that mid-performance computers can be applied for preliminary studies of aerodynamic parameters in design offices. Resumo A avaliação prática dos coeficientes aerodinâmicos em estruturas de concreto não convencionais demanda estudos específicos, que consistem em modelos em escala reduzida, em túnel de vento, para estimativa desses parâmetros. Instalações sofisticadas e sensores especiais são necessários, e a tendência é que as construções modernas, cada vez mais esbeltas e arrojadas, surjam com demandas específicas em relação a sua interação com o vento. Por outro lado, o avanço obtido em processadores modernos do tipo multi-núcleo, emerge como uma alternativa para a construção de modelos computacionais sofisticados, onde as equações diferenciais de Navier-Stokes são resolvidas para o escoamento do fluido por meio de métodos numéricos. Análises deste tipo demandam conhecimento teórico especializado, programas computacionais eficientes e computadores de alta performance para cálculos em larga escala. Este artigo apresenta resultados recentes envolvendo duas aplicações reais em estruturas de concreto, onde os parâmetros aerodinâmicos foram estimados com o auxílio da dinâmica dos fluidos computacional. Computadores convencionais do tipo quad-core foram empregados em simulações com o Método dos Volumes Finitos e uma metodologia progressiva é apresentada, destacando os principais aspectos da simulação e permitindo a sua generalização a outros tipos de problemas. Os resultados confirmam que a metodologia proposta é promissora em termos de custo computacional, estimativa do coeficiente de arrasto e versatilidade dos parâmetros da simulação. Esses resultados confirmam que computadores de média performance podem ser aplicados a estudos preliminares de parâmetros aerodinâmicos em escritórios de projeto.

Synthetic (zero net mass flux) jets are an active flow control technique to manipulate the flow field in wall-bounded and free-shear flows. The present paper focuses on the role of the periodic actuation mechanisms on the boundary layer of a SD7003 airfoil at Re=U∞C/ν=6×104. Here, Reynolds number is defined in terms of the free-stream velocity U∞ and the airfoil chord C. The actuation is applied near the leading edge of the airfoil and is periodic in time and in the spanwise direction. The actuation successfully eliminates the laminar bubble at AoA=4∘, however, it does not produce an increase in the airfoil aerodynamic efficiency. At angles of attack larger than the point of maximum lift, the actuation eliminates the massive flow separation, the flow being attached to the airfoil surface in a significant part of the airfoil chord. As a consequence, airfoil aerodynamic efficiency increases by a 124% with a reduction of the drag coefficient about 46%. This kind of technique seems to be promising at delaying flow separation and its associated losses when the angle of attack increases beyond the maximum lift for the baseline case. This work has been partially fnancially supported by the Ministerio de Economía y Competitividad, Secretaría de Estado de Investigación, Desarrollo e Innovación, Spain (Ref. TRA2017-88508-R) and by European Union’s Horizon 2020 research and innovation programme (INFRAEDI-02-2018, EXCELLERAT—The European Centre Of Excellence For Engineering Applications H2020.). We also acknowledge Red Española de Surpercomputación (RES) for awarding us access to the MareNostrum IV machine based in Barcelona, Spain (Ref. FI-2018-2-0015 and FI-2018-3-0021).This work is also funded in part by the Coturb program of the European Research Council.

O presente trabalho tem como objetivo estudar teoricamente, por meio de uma técnica numérica, envolvendo a dinâmica de fluidos computacional, a influência da propulsão elétrica distribuída no campo de escoamento no entorno das seções da semi-envergadura da asa DepWin, considerando os propulsores a hélice nas configurações pusher e tractor. Com a técnica utilizada foi possível analisar as alterações aerodinâmicas causadas pela propulsão elétrica distribuída numa abordagem ótima. Portanto, o estudo realizado foi desenvolvido resolvendo-se as equações de Navier-Stokes, considerando a abordagem RANS, atrelada a diferentes modelos de turbulência. Complementarmente, considerou-se o modelo de disco atuador com base no método do elemento de pá para simular a propulsão, seguindo os princípios do modelo de turbulência k-ω SST, via transição Gama. Desta forma, foi possível comparar e validar os resultados teóricos deste estudo com os resultados experimentais provenientes de ensaios em túnel de vento, na configuração tractor, bem como pelos resultados teóricos provenientes de estudos publicados recentemente. Desta forma, este trabalho apresenta as análises aerodinâmicas inéditas envolvendo uma configuração híbrida pusher e tractor, em relação às configurações que utilizam o mesmo sistema DEP. As comparações realizadas consideraram as variações dos coeficientes de sustentação e arrasto em relação ao ângulo de ataque; além da distribuição do coeficiente de pressão ao logo da semi-envergadura, sendo analisadas em várias seções, especialmente nas regiões mais afetadas pela interação asa/propulsão e propulsão/asa. O referido estudo científico mostrou que os dados dos coeficientes como as curvas de CL x α, CL x CD, CL/CD x CL e CL/CD x α da semi-envergadura na configuração híbrida e com apenas a tractor, todas duas no sistema DEP, considerando as mesmas condições de contorno, notou-se que na configuração tractor o coeficiente de sustentação mostrou-se maior que na configuração híbrida, por exemplo. The present work aims to theoretically study, through a numerical technique, involving computational fluid dynamics, the influence of electrical propulsion distributed in the flow field around the sections of the semi-span of the DepWin wing, considering the propeller thrusters in pusher and tractor configurations. With the technique used, it was possible to analyze the aerodynamic changes caused by distributed electric propulsion in an optimal approach. Therefore, the study carried out was developed by solving the Navier-Stokes equations, considering the RANS approach, linked to different turbulence models. In addition, the actuator disk model was considered based on the blade element method to simulate the propulsion, following the principles of the k-ω SST turbulence model, via Gamma transition. In this way, it was possible to compare and validate the theoretical results of this study with the experimental results from wind tunnel tests, in the tractor configuration, as well as by the theoretical results from recently published studies. In this way, this work presents the unprecedented aerodynamic analyzes involving a hybrid pusher and tractor configuration, in relation to configurations that use the same DEP system. The comparisons carried out considered the variations of the lift and drag coefficients in relation to the angle of attack; in addition to the distribution of the pressure coefficient along the semi-span, being analyzed in several sections, especially in the regions most affected by the wing/propulsion and propulsion/wing interaction. The aforementioned scientific study showed that the coefficient data such as the curves of CL x α, CL x CD, CL/CD x CL and CL/CD x α of the semi-span in the hybrid configuration and with only the tractor, all two in the system DEP, considering the same boundary conditions, it was noticed that in the tractor configuration the lift coefficient was higher than in the hybrid configuration, for example.

Atualmente, vêm sendo feitos diversos estudos com o intuito de proporcionar a redução do ruído de aeronaves, gerados no momento do pouso e decolagem. Este trabalho tem como intuito desenvolver e validar uma metodologia pra análise e predição aeroacústica de perfis de asas. O Perfil de asa NACA 0012 foi o escolhido para a validação da metodologia, proposta no presente estudo. Também foi estudado o perfil assimétrico GNEW5BP93B desenvolvido pela NASA para aeronaves elétricas. A simulação aerodinâmica utilizou o modelo turbulento K-omega SST para coeficientes de pressão, arrasto e sustentação. Os resultados obtidos foram considerados válidos de acordo com os resultados de experimentos realizados no laboratório Langley da NASA. Após a validação aerodinâmica, a condição transiente URANS foi utilizada para a obtenção dos resultados acústicos, até a condição próxima a condição permanente RANS. Logo após o modelo numérico atingir a condição quasepermanente, ele é validado por meio da teoria acústica de Ffowcs Williams e Hawkings. Tendo sido feita a validação da metodologia utilizando o perfil simétrico NACA 0012, o perfil assimétrico GNEW5BP93B foi utilizado para a validação aerodinâmica e predição acústica. Os resultados mostraram que o perfil NACA 0012, que apresenta menores coeficientes de arrasto, possui menores níveis de pressão sonora que o perfil GNEW5BP93B para todos os ângulos de ataque e faixas de frequência simulados. Constatou-se também que, quanto maior o ângulo de ataque, maior o arrasto e consequentemente maior ruído gerado no perfil simétrico assim como no perfil assimétrico. This work aims to develop and validate a methodology for aeroacoustic analysis and prediction of wing profiles using the ANSYS Fluent package. In addition, the study of the asymmetric profile GNEW5BP93B developed by NASA for electric aircraft. Currently, several studies have been carried out in order to provide the reduction of aircraft noise generated at the time of landing and take-off. The widely studied NACA 0012 wing profile was chosen for the validation of the methodology proposed in the present study. The aerodynamic simulation used the K-omega SST turbulent model for pressure, drag and lift coefficients. The results obtained were considered valid according to the results of experiments performed at NASA's Langley laboratory. After the aerodynamic validation, the transient condition URANS was used to obtain the acoustic results, until the condition close to the permanent condition RANS. Right after the numerical model reaches the quasi-permanent condition, it is validated through the acoustic theory of Ffowcs Williams and Hawkings; which is included in the ANSYS Fluent programa package. Having validated the methodology using the symmetrical profile NACA 0012, the asymmetrical profile GNEW5BP93B was used for the aerodynamic validation and acoustic prediction. The results showed that the NACA 0012 profile, which has lower drag coefficients, has lower sound pressure levels than the GNEW5BP93B profile for all simulated attack angles and frequency ranges. It was also found that the greater the angle of attack, the greater the drag and consequently the greater the noise generated in the symmetrical profile as well as in the asymmetrical profile.

The following study refers to the analysis of the performance and improvements of the most famous motorsport competition in the world, known as Formula One. Within this sport, numerous sections such as mechanics, chassis or engines are included, but in this case, we will introduce ourselves in the investigation of the front wing, one of the most important elements of aerodynamics. Like all sports do, Formula One has also evolved, and in this case, we will focus our project on the creation of a new front wing design adapted to new regulations imposed by the FIA in 2022. So, our main objectives are creating this new 3D CAD model in SolidWorks, thanks to other prototypes and images, and also starting a discussion process where the improvements provided by this new design are compared to previous years. The methodology starts with the creation of the 2022 prototype and reproduce it in a CFD simulation software studying the dynamic behaviour of the air like a virtual wind tunnel. The project explains in detail the operation of these simulations, and the methodology used in their creation, based on images, tables and conclusions obtained in the course of the work. Once seen the most important aerodynamic aspects, located in the initial part of the memory, and the evolution of aerodynamics in the sport throughout history, some comparisons are made with a 3D model obtained from a 2018 front wing (old regulation) thanks to the CFD simulations already commented. Simulations generate numerous data and results that must be considered and commented to find the differences between these two ailerons, where a symbolic value is the numeric aerodynamic efficiency that includes information about lift and drag coefficients, which can arrive to increase considerably with the new model. Also, with the results, we arrive at the conclusion that a car’s configuration is crucial to find the best performance, and small changes, like the height or geometry of the front wing, can be decisive. To sum up, our final conclusions will generalize and compare which is the best front wing configuration and if the FIA’s objective to reduce the amount of dirty air with a new regulation can be accomplished. Besides, some other future ideas to enhance our study, like different changing performance effects or advanced considerations, are remarked.