This article investigates the problem of simultaneous attitude and vibration control of a flexible spacecraft to perform high precision attitude maneuvers and reduce vibrations caused by the flexible panel excitations in the presence of external disturbances, system uncertainties, and actuator faults. Adaptive integral sliding mode control is used in conjunction with an attitude actuator fault iterative learning observer (based on sliding mode) to develop an Active fault tolerant algorithm considering rigid-flexible body dynamic interactions. The discontinuous structure of fault-tolerant control led to discontinuous commands in the control signal, resulting in chattering. This issue was resolved by introducing an adaptive rule for the sliding surface. Furthermore, the utilization of the sign function in the iterative learning observer for estimating actuator faults has not only enhanced its robustness to external disturbances through a straightforward design, but has also led to a decrease in computing workload. The strain rate feedback control algorithm has been employed with the use of piezoelectric sensor/actuator patches to minimize residual vibrations caused by rigid-flexible body dynamic interactions and the effect of attitude actuator faults. Lyapunov's law ensures finite-time overall system stability even with fully coupled rigid-flexible nonlinear dynamics. Numerical simulations demonstrate the performance and advantages of the proposed system compared to other conventional approaches.

The aim of this work is to control the flow around ground vehicles by Active or/and passive strategies. The Active control is achieved by steady, pulsed or closed-loop jets located at the back of the simplified car model. The passive control is performed using porous layers between the solid body and the fluid in order to modify the shear forces. The two previous control methods can be coupled to improve the drag reduction.

Darrieus type vertical axis wind turbine is an appropriate choice for local electricity generation in urban environments. The major aerodynamical challenge in these turbines is dynamic stall which drastically affects the aerodynamic performance of the turbine. In this study, the effect of plasma actuator on aerodynamic performance of a Darrieus type vertical axis wind turbine was numerically investigated. Unsteady Reynolds-Averaged Navier-Stokes (URANS) equations were employed, accompanied with k-ω SST turbulence model. Suzen-Hoang model was used to model plasma actuator that calculates body force source term representing plasma actuator effects. The pressure-based finite volume method was utilized to solve the governing equations. First, the physics of dynamic stall in turbine blade was explored. Results show that the contribution of connection point moment in instantaneous moment of a blade is more than 25 percent. Moreover, counter clock-wise vortex in the suction side of blade was found to have a significant role in the blade's performance. To study plasma actuator effects, three test cases of inboard, outboard, and two side actuation, were considered and compared with the clean blade (no plasma actuator). The inboard plasma actuator weakened the dynamic stall vortex, increased lift, and decrease drag force in the down-stroke motion of the blade. Nevertheless, plasma has no effect during the up-stroke motion since the flow is attached to the blade's surface. The inboard actuation is effective for blade azimuth angles in the range of 70 to 180 degrees, and the outboard actuation is effective in blade azimuth angles between 180 to 290 degrees. In conclusion, plasma actuator leads to a 10 percent enhancement in power production for inboard actuation and two-sided actuation, but no significant effects were observed for outboard actuation.

Traveling wave is an innovative Active flow control technique that can remarkably mitigate flow separation. This paper employs numerical simulation to examine how traveling wave structures affect the NACA0012 airfoil. The traveling wave structure is situated at 0.5%c from the leading edge. In the chord direction, its projection length is 0.1c. Through numerical simulation, the impacts of dimensionless length-width ratio and velocity of traveling wave on flow separation are investigated, and the relationship between the traveling wave's optimal parameters and angle of attack is explored. The outcomes demonstrate that traveling waves with suitable length-width ratios and velocities can effectively suppress flow separation. When AoA=16°, traveling wave airfoil with dimensionless velocity U=1.1 and length-width ratio A=1 achieves the best performance, and its lift-drag ratio is 9.24 times that of the original NACA0012 airfoil. The optimal dimensionless length-width ratio and velocity of the traveling wave airfoil are associated with the angle of attack, and different parameters need to be chosen at various angles of attack to attain optimum effect.

In this paper a collaborative simulation between Matlab/Simulink and Fluent softwares is done to Active control of an elastically mounted circular cylinder, free to move in in-line and cross-flow directions. The control goal is reduction of the two-dimensional vortex-induced vibrations (VIV) of cylinder. The natural oscillator frequency is complemented with the vortex shedding frequency of a stationary cylinder. A parallel simulation scheme is realized by linking the PID controller employed in Matlab/Simulink to the plant model constructed in Fluent, aiming at calculation of the control force necessary for total annihilation of the transverse cylinder vibrations. The simulation results reveal the high performance and effectiveness of the adopted control algorithm in diminishing the VIV of elastic cylinder. Once the control algorithm is turned on, there is a extreme reduction in the transverse and in-line cylinder oscillation amplitudes as well as lift and drag coefficients values. In particular, it is observed that the coalesced vortices in the far wake region of the uncontrolled cylinder are seprated and displaying wake vortices of weaker strengths.

Aerodynamic drag is an important factor in vehicles fuel consumption. Pressure drag which is the main component of total drag is a result of boundary layer separation from vehicle surface. flow control methods are applied to avoid or at least delay separation. Depending upon whether these methods consume energy to control the flow or not, they are called Active or passive control methods. In this paper, we investigate experimentally, the effect of suction and base bleeding as two Active flow control methods on aerodynamic drag reduction of Ahmed body with 35 degree rear slant angle. Suction in boundary layer is applied in order to delay flow separation by extracting flow particles with low kinetic energy near the model surface and the sucked air is blown into the wake of the model to increase the static pressure of the wake region. The location of suction is at the beginning of rear slant surface and the location of blowing is at the middle part of rear vertical part of the model. Moreover, the effect of change in control flow rate and suction and base bleeding area is investigated.

In order to improve the performance of a high-load transonic axial compressor, this paper proposes a method of applying endwall synthetic jet to the casing for Active flow control. Taking NASA Rotor35 as the research object, the aerodynamic performance of the compressor is numerically calculated by applying three sets of synthetic jets with different excitation parameters at five different axial positions of 0%Ca, 25%Ca, 50%Ca, 75%Ca and 96. 15%Ca. The results show that the three parameters of excitation position, jet peak velocity and jet frequency all have an effect on the performance of the compressor. The excitation position has the greatest influence on the flow margin of the compressor, and the best position is 25%Ca. After the jet peak velocity is increased from 100m/s to 150m/s, the flow margin, total pressure ratio and efficiency of the compressor are not greatly improved, which shows that the impact of the jet peak velocity is not as good as the excitation position. After continuing to increase the excitation frequency of the synthetic jet from 600Hz to 1200Hz, although the flow margin of the compressor is slightly reduced, the total pressure ratio and efficiency are further improved. This shows that there may be a threshold for the jet frequency, and only when the jet frequency is greater than the threshold can the overall aerodynamic performance of the compressor be improved.

Laminar, transient forced convection problem over a 2D backward facing step (BFS) at an inlet Reynolds number (Re) of 400 is investigated numerically using OpenFOAM. To increase the Nusselt number (Nu) along the bottom wall, Active flow control is applied by zero-net-mass-flux (ZNMF) combinations of suction and injection through three thin slits which are placed on the top, step and the bottom walls in the vicinity of the BFS. The combinations of each jet velocity is determined by jet to inlet mean velocity ratios which are limited to integer numbers between-2 and 2 and satisfying ZNMF condition where negative and positive values indicate suction and injection, respectively. All 19 cases which satisfy these rules are investigated. Average Nusselt number, friction coefficient and recirculation zone lengths are calculated along the bottom wall from time averaged flow fields. Among 19 cases with each having different jet configuration, some cases converged to steady state solution while others indicated temporal effects and converged to periodic solutions. To understand these transient effects, velocity oscillation magnitude and Strouhal number which are monitored at a selected critical point are evaluated. It is shown that temporal interaction of chosen Active flow control methodology has significant effect on enhancing mixing which results in an increase of Nusselt number. Among all cases, the best case concerning thermal improvement has an increase of 78. 5% in Nu number while the best aerodynamic improvement is achieved for another case with a decrease of 81% in total recirculation zone length compared to the reference case where no control is applied.