Aerodynamic jet steering using steady blowing and suction

An aerodynamic jet steering scheme using a combination of blowing and suction near the exit plane of the primary jet is demonstrated. Previous studies involving synthetic jet actuators have shown that jet steering or vectoring is achieved when primary jet fluid is drawn into the suction slot, and that the vectoring force increases with primary jet speed. These studies were limited by the high-actuation frequencies required to maintain vectoring at high primary jet speeds. The present steady technique does not suffer from this limitation, and requires suction and blowing flow rates which are a small fraction of that of the primary jet. This arrangement is studied experimentally and numerically. The results are presented primarily in terms of turning angle. It is found that for sufficient blowing flow rates (similar to the suction flow rate) the resultant turning angle increases linearly with the suction flow rate regardless of Reynolds number (up to 21,000). For insufficient blowing, the jet may be turned in the opposite direction.The authors would like to thank Ari Glezer for the loan of the primary jet facility, and Terry Zollinger for fabricating of the actuator and butterfly valve.     

Aerodynamic drag reduction by vertical splitter plates

The capacity of vertical splitter plates placed at the front or the rear of a simplified car geometry to reduce drag, with and without skew angle, is investigated for Reynolds numbers between 1.0 × 10⁶ and 1.6 × 10⁶. The geometry used is a simplified geometry to represent estate-type vehicles, for the rear section, and MPV-type vehicle. Drag reductions of nearly 28% were obtained for a zero skew angle with splitter plates placed at the front of models of MPV or utility vehicles. The results demonstrate the advantage of adapting the position and orientation of the splitter plates in the presence of a lateral wind. All these results confirm the advantage of this type of solution, and suggest that this expertise should be used in the automotive field to reduce consumption and improve dynamic stability of road vehicles.     

Bluff-body drag reduction using a deflector

A passive flow control on a generic car model was experimentally studied. This control consists of a deflector placed on the upper edge of the model rear window. The study was carried out in a wind tunnel at Reynolds numbers based on the model height of 3.1 × 10⁵ and 7.7 × 10⁵. The flow was investigated via standard and stereoscopic particle image velocimetry, Kiel pressure probes and surface flow visualization. The aerodynamic drag was measured using an external balance and calculated using a wake survey method. Drag reductions up to 9% were obtained depending on the deflector angle. The deflector increases the separated region on the rear window. The results show that when this separated region is wide enough, it disrupts the development of the counter-rotating longitudinal vortices appearing on the lateral edges of the rear window. The current study suggests that flow control on such geometries should consider all the flow structures that contribute to the model wake flow.     

Separation flow control on a generic ground vehicle using steady microjet arrays

A model of a generic vehicle shape, the Ahmed body with a 25° slant, is equipped with an array of blowing steady microjets 6 mm downstream of the separation line between the roof and the slanted rear window. The goal of the present study is to evaluate the effectiveness of this actuation method in reducing the aerodynamic drag, by reducing or suppressing the 3D closed separation bubble located on the slanted surface. The efficiency of this control approach is quantified with the help of aerodynamic load measurements. The changes in the flow field when control is applied are examined using PIV and wall pressure measurements and skin friction visualisations. By activating the steady microjet array, the drag coefficient was reduced by 9–14% and the lift coefficient up to 42%, depending on the Reynolds number. The strong modification of the flow topology under progressive flow control is particularly studied.     

Aerodynamic drag of a pair of bodies in transonic and supersonic flow

The aerodynamic characteristics of models of pairs of bodies on the flow acceleration and deceleration intervals are investigated experimentally at transonic and supersonic flow velocities. The dependence of the drag coefficient of the pair model on the relative drag of the leading body is determined for supersonic velocities.Translated from Izvestiya Akademii Nauk SSSR, Mekhanika Zhidkosti i Gaza, No. 3, pp. 152–156, May–June, 1990.     

Active control of the turbulent drag by a localized periodical blowing dissymmetric in time

Experimental results on the reaction of the near wall turbulence and drag to a localized time periodical blowing are reported. The injection velocity is periodical and dissymmetric in time, with a rapid acceleration phase followed by a slow deceleration one. The flow is relaminarized during 70% of the oscillation period mainly during the deceleration phase. The latter maintains stable the vorticity layer induced by the blowing and prevents its roll-up contrarily to a sinusoidal time periodical blowing. Thus, a time mean drag reduction of 50% is obtained in the region recovering 200 wall units downstream of the blowing slot and this is 40% larger than the drag reduction obtained by a steady blowing with the same time mean severity parameter. The dissymmetric blowing annihilates considerably the wall turbulence activity and gives better results in terms of drag reduction compared with steady and sinusoidal blowing.

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Heterogeneous drag reduction in turbulent pipe flows using various injection techniques

The results of an experimental study of the injection of concentrated polymer solutions into the near-wall region of a turbulent pipe flow are reported. The injection experiments described here show drag reduction that was significantly larger than that obtained for homogeneous polymer solutions of the same average concentration. Local drag reduction and friction behavior was obtained by measuring pressure differences over a test section of 13 m in length. Furthermore the flow behaviour of the injected polymer solution was investigated by flow visualization experiments. Velocity profile measurements elucidate in case of near-wall injection that the turbulent structure could be altered in the near-wall and also in the core region of the pipe flow, indicating that the polymer lumps and threads created by the near-wall injection are able to influence a much wider spectrum of turbulent eddies in comparison to centreline injection or, all the more, to homogeneous drag reduction.     

Possibility of drag reduction usingd-type roughness

An experiment was carried out in a low-speed wind tunnel to study the turbulence structure of the boundary layer over a two-dimensional square cavity on a flat plate. The main purpose of this investigation is to examine the way a square cavity modifies the near-wall structure of the turbulent boundary layer leading to a possible drag reduction overd-type roughness. The experimental results on pressure coefficient and friction coefficient indicated a small reduction in total drag in this configuration. This seems to be due to the stable vortex flow observed within the cavity which absorbs and reorganizes the incoming turbulence in the cavity, thereby modifying the near-wall turbulence structure of the boundary layer. The resultant turbulence structure was very similar to that over drag-reducing riblets surface.     

Turbulent drag reduction by spanwise oscillations of a ribbed surface

Incompressible viscous turbulent flow over a ribbed wall executing harmonic oscillations in the spanwise direction is numerically investigated. It is shown that the joint effect of the longitudinal ribbing and the spanwise oscillations can be considerably greater than the effects of any of the two techniques of controlling turbulent flow taken separately.     

The mechanism of polymer thread drag reduction

One very effective method of reducing the drag of a turbulent fluid flow is through the use of soluble, viscoelastic, long-chain, high-molecular-weight polymer additives. These additives have produced drag reduction of up to 80% in pipe flows. Polymers are typically added by injecting high concentration solutions into an established Newtonian flow.This study investigated the mechanism of drag reduction that occurs when a long-chain, high-molecular-weight polymer is injected along the centerline of a pipe with a concentration high enough to form a single, coherent, unbroken thread. In the present experiments, the unbroken threads existed for more than 200 pipe diameters downstream of the injector and produced drag reductions on the order of 40%. Previous authors have contended that this type of drag reduction is caused by the interaction of the thread with the outer flow. However, it has been proven in cases where the polymer is mixed throughout the flow that drag reduction requires the existence of polymer in the near-wall region. The objective of this study was to test the hypothesis that drag reduction from a polymer thread is caused by transport of polymer molecules from the thread into the near-wall region of the pipe. The objective was realized through the measurement of the drag reduction, the radial location of the thread, and the polymer concentration in the near-wall region. The concentration was measured by laser-induced fluorescence utilizing fluorescein dye as the tracer. This study provides strong evidence that the drag reduction from a polymer thread is caused by the transport of very low concentrations of polymer from the thread into the near-wall region.     

Uniqueness and drag for fluids of second grade in steady motion

For incompressible fluids of second grade that are compatible with the Clausius-Duhem inequality, non-uniqueness of steady flows with small Reynolds number (i.e. creeping flows) is possible provided the ‘absorption number’ is also small. We discuss this uniqueness question, generalize a well-known theorem of Tanner concerning how solutions of the Stokes equations may be used to generate solutions of the creeping flow equations for fluids of second grade, and give a new uniqueness theorem appropriate to a class of problems for the steady creeping flow of fluids of second grade. Under the conditions for uniqueness, we obtain a simple formula for the drag force on a fixed body which is immersed in a fluid of second grade which is undergoing uniform creeping flow. For bodies with certain geometric symmetries, the non-Newtonian nature of the fluid has no effect upon the drag.     

基于卡尔曼滤波的再入飞行器气动参数辨识

再入飞行器的制导系统易受气动参数扰动的影响,为此研究气动参数在线辨识方法可以为再入制导系统提供服务,有效提高制导的精度。以卡尔曼滤波理论作为基础,推导了再入飞行器气动参数辨识的数学模型。为增强卡尔曼滤波方法对气动参数的辨识效果,气动参数误差模型采用一阶高斯马尔科夫过程描述,并增广到状态方程组中,根据获得的带有测量误差的惯导信息,对气动参数进行估计。最后,进行了数学仿真研究。仿真结果表明,该方法都能够在10个采样周期内收敛,且估计精度在1%以内。     

Influence of bubble size on micro-bubble drag reduction

Micro-bubble drag reduction experiments were conducted in a turbulent water channel flow. Compressed nitrogen was used to force flow through a slot injector located in the plate beneath the boundary layer of the tunnel test section. Gas and bubbly mixtures were injected into a turbulent boundary layer (TBL), and the resulting friction drag was measured downstream of the injector. Injection into tap water, a surfactant solution (Triton X-100, 20 ppm), and a salt-water solution (35 ppt) yielded bubbles of average diameter 476, 322 and 254 μm, respectively. In addition, lipid stabilized gas bubbles (44 μm) were injected into the boundary layer. Thus, bubbles with d ⁺ values of 200 to 18 were injected. The results indicate that the measured drag reduction by micro-bubbles in a TBL is related strongly to the injected gas volumetric flow rate and the static pressure in the boundary layer, but is essentially independent of the size of the micro-bubbles over the size range tested.     

Multiphase drag reduction: Effect of eliminating slugs

Two-phase pressure drop measurements were taken for air/water mixtures in a 0.052-m diameter horizontal pipe with special focus on the superficial liquid velocity range of 0.03–1.2 m/s at superficial gas velocities of 3.8, 5.2, and 6.6 m/s. It was found that the addition of 400 ppm of sodium dodecyl sulfate (SDS) to the water reduced the pressure drop by 25–40% when compared to equal flow rates without SDS. The pressure drop reduction occurred where the SDS eliminated the occurrence of the intermittent flow present with water. It was also found that the same concentration of SDS had virtually no effect on single phase liquid pressure drop. The pressure drop reduction appears to be due solely to the suppression of intermittent flow patterns.     

Possibility of drag reduction usingd-type roughness

An experiment was carried out in a low-speed wind tunnel to study the turbulence structure of the boundary layer over a two-dimensional square cavity on a flat plate. The main purpose of this investigation is to examine the way a square cavity modifies the near-wall structure of the turbulent boundary layer leading to a possible drag reduction overd-type roughness. The experimental results on pressure coefficient and friction coefficient indicated a small reduction in total drag in this configuration. This seems to be due to the stable vortex flow observed within the cavity which absorbs and reorganizes the incoming turbulence in the cavity, thereby modifying the near-wall turbulence structure of the boundary layer. The resultant turbulence structure was very similar to that over drag-reducing riblets surface.