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We study the aerodynamics of a blunt-based body with rear flexibly-hinged rigid flaps, subject to a turbulent flow of Reynolds number Re = 12000, under aligned and cross flow conditions with yaw angle β = 0◦ and β = 4◦. To that aim, different values of the equivalent torsional stiffness are considered, to cover the range of reduced velocity U∗ = (0, 3.48] in water tank experiments. The effect of the angular deflection of plates on the drag and near wake flow is analyzed, experimentally and numerically. The results show that, in the range of U∗ herein considered, the plates undergo an inwards quasi-static, self-adaptive deflection, which is symmetric for yaw angles β = 0◦ and asymmetric for β = 4◦. In particular, the plates feature small mean deformation angles for values of U∗ < 1, whereas a sharp and monotonic increase of such deflection occurs for U∗ > 1, i.e. for lower values of the hinge’s stiffness, with an asymptotic trend towards the larger values of U∗. A critical value of reduced velocity of U∗ ≃ 0.96 is obtained as the instability threshold above which plates depart from their initial equilibrium position. The progressive streamlining of the trailing edge translates into significant reductions of the associated mean drag coefficients. Thus, reductions close to 19% with respect to reference static plates configurations are obtained for the most flexible case of U∗ = 3.48 for both β = 0◦ and β = 4◦. A close inspection of the near wake reveals that the inwards progressive mean displacement of the plates yields a reduction in the recirculation bubble size. A symmetric evolution of the recirculating bubble is observed for β = 0◦, whereas the bubble becomes asymmetric for β = 4◦, with a larger leeward clockwise vortex. In both cases, the drag coefficient is shown to vary linearly with the global aspect ratio of the recirculating bubble. The analysis of the numerical results shows that the reduced extension of the recirculating bubble significantly alters the formation length and intensity of the eddies size and associated pressure. It is observed that despite the local pressure decrease in the vortices shed from the trailing edges, the plates self adaption reduces their size and prevents the eddies from entering the cavity, thus, creating a dead flow region with a consequent pressure increase at the body base., Junta de Andalucia FEDER-UJA 1262764, Universidad de Jaen, European Commission, Spanish MCIN/AEI PDC2021-121288-I00, European Union Next Generation EU/PRTR

We investigate experimentally and numerically the transient development of the wake induced by a constant acceleration of a D-shaped bluff body, starting from rest and reaching a permanent regime of Reynolds number Re = 2000, under different values of acceleration and implementing three distinct rear geometrical configurations. Thus, alongside the classical blunt base, two control passive devices, namely, a straight cavity and an optimized, curved cavity, recently designed using adjoint optimization techniques, have also been used to assess their performance in transient flow conditions. Particle image velocimetry measurements were performed in a towing tank to characterize the near wake development in the early transient stages. It has been observed that the flow first develops symmetric shear layers with primary eddies attracted toward the base of the body due to the flow suction generated by the accelerated motion. Eventually, the interaction between the upper and lower shear layers provokes the destabilization of the flow and the symmetry breaking of the wake, finally giving rise to an alternate transitional vortex shedding regime. The transition between these phases is sped-up when the optimized cavity is used, reaching earlier the permanent flow conditions. In particular, the use of the optimized geometry has been shown to limit the growth of the primary eddies, decreasing both the recirculation and vortex formation length and providing with a more regularized, more organized vortex shedding. In addition, numerical simulations have been performed to evaluate the distribution of forces induced by the addition of rear cavities. In general, the aforementioned smoother and faster transition related to the use of optimized cavity translates into a lower averaged value of the drag coefficient, together with less energetic force fluctuations, regardless of the acceleration value. &nbsp