一维周期与准周期排列沟槽结构的流体减阻特性研究

本文设计了具有相同平均沟槽密度的三种排列类型的一维沟槽结构: 密排列、周期间隔排列和两种准周期间隔排列, 并采用数值模拟和实验验证相结合的方法研究了一维沟槽结构在不同排列下的流体减阻特性. 模拟计算分析流场特征和总阻力, 发现相对于密排列和周期间隔排列的沟槽结构, 准周期间隔排列具有更好的减阻特性, 并且这一结果得到减阻实验的验证. 通过流场分布特性进一步分析沟槽结构的减阻机理. 机理分析发现高速流在经一维准周期结构的扰动波调制后形成了准周期间隔排列的速度条纹相, 这有效地抑制了大涡在流向和展向上的形成, 从而实现较大幅度的减阻. 同时对比分析沟槽排列结构调制展向涡和流向涡各自对流动减阻的贡献, 结果表明, 调制流向涡对减阻的作用更大. 关键词： 流体减阻 沟槽结构 准周期     

风力机专用翼型表面微沟槽减阻特性研究

采用高升阻比翼型是提高风力机的风能利用率的重要途径,表面微结构在平板及飞行器上具有较好的减阻应用,在风力机翼型上的减阻研究相对较少。本文以弦长为600 mm的Ris?-A1-21风力机专用翼型为研究对象,在吸力面0.53弦长处布置6种不同的横向V型沟槽,基于ANSYS Fluent商用CFD软件,采用结构化网格和Transition SST紊流模型对不同的表面微结构进行数值计算,结果表明V型沟槽总长为4～7.5 mm,无量纲高度h~+和宽度s~+为10～18.5时,可以获得较好的减阻增升效果,在此范围内沟槽数量对翼型的减阻增升的变化规律影响很小,最大升阻比增率可达22.903%。当沟槽总长达到10 mm时,翼型的增升率减小,但其减阻率和升阻比增率优于沟槽长度小的方案。沟槽改变了翼型吸力面的压力分布,通过有/无沟槽的法向速度分析表明,微沟槽使得翼型表面边界层厚度减薄,表面速度梯度增大,从而使翼型的黏性阻力增加,因此V型沟槽的减阻效果主要由压差阻力的减小所引起的。     

疏水表面减阻环带实验研究

针对疏水功能材料在流动减阻方面的应用, 选取典型不同粗糙度、不同疏水性的功能涂层表面, 通过新型环带实验研究了其阻力特性, 并获得了相应的扭矩和减阻率曲线. 实验采用测量圆盘带动环带旋转时的扭矩的方法间接计算环带表面所受的摩阻, 突破了传统微管道实验在尺度上的限制, 避免了水洞实验中影响因素过多的弊端, 对疏水材料的宏观应用有着重要意义. 实验证实了在宏观尺度下疏水涂层在低雷诺数时的减阻作用; 但在高雷诺数时, 减阻作用减弱, 甚至部分涂层有增阻作用, 而压差阻力的迅速增大是造成增阻的主要原因. 通过对比分析认为: 低雷诺数时, 疏水特性对于减阻效果影响更大; 而高雷诺数时, 粗糙度起更大作用, 甚至可能起到增阻的反效果. 关键词： 疏水表面 环带实验 粗糙度 减阻     

一维短沟槽复合准晶结构减阻效应及模拟分析

本文测试了人工构建的一维短沟槽复合准晶结构对流体的减阻性能,并与一维短沟槽复合周期结构和一维沟槽周期结构的流阻进行了对比.实验结果表明,一维短沟槽复合准晶结构的减阻效果优于一维短沟槽复合周期结构,其中一维短沟槽十二重复合准晶结构的减阻效果最佳,同时与一维沟槽周期结构具有同样的减阻效果.在机理分析方面,建立了二维光栅的夫琅禾费衍射波模型,对通过一维短沟槽复合准晶结构的波谱特征进行模拟分析. 频谱分析表明,经过二维准周期光栅的相干波强度谱具有谱带结构特征,抑制了大角度方向上的强峰形成.这一结果与流体流过一维短沟槽复合准晶结构相对应,展向上的准周期结构在激活边界层微扰动的同时,也使得二次涡分布比较均匀,从而抑制了展向强扰动的形成,所以能够有效减小流阻.     

旋转圆盘系统过流速度场叠加的研究

本文在对应用PIV技术对具有不同径向流动方向、不同的旋转雷诺数Ren、流量系数Cw和间隙比G的强迫过流的旋转圆盘系统的间隙流动进行实验研究的基础上,通过对实验结果的分析,发现了一个重要的物理现象;带有强迫过流的动静盘系统流场的速度分布,是由零过流旋转圆盘系统流场和具有过流双静止盘系统流场的速度合成.本文对该流动现象进行了数值研究,同时提出了旋转圆盘系统间隙内速度合成分布公式,经和实验结果对比,二者符合较好.对叶轮机械的相关设计具有指导意义.     

基于tracker视频分析软件分析三线摆的转动惯量

在传统三线摆模型的基础上,从机械能守恒定律出发,推导出三线摆圆盘高度、圆盘侧面研究点的横向速度及到中线距离3个变化量和转动惯量的关系式,对三线摆圆盘的扭转过程进行拍摄,借助tracker软件分析得到数据.根据本方法得到的实验结果精准度较高,且在实验过程中可大角度旋转.     

正弦波沟槽对湍流边界层相干结构影响的TR-PIV实验研究

利用高时间分辨率粒子图像测速(time-resolved particle image velocimetry, TR-PIV)技术,在不同雷诺数下对光滑壁面和二维顺流向、三维正弦波(two/three dimensional, 2D/3D)沟槽壁面湍流边界层流场进行了实验测量,从不同沟槽对湍流边界层相干结构影响的角度分析了其减阻的机理.对比不同壁面的各阶统计量结果发现:沟槽降低了壁面摩擦阻力,存在减阻效果,正弦波沟槽的减阻率增大.运用相关函数、λ_(ci)检测准则等方法提取了不同壁面湍流边界层发卡涡和低速条带等典型相干结构的空间拓扑形态,结果表明:两种沟槽壁面的相干结构在流向和法向上的空间尺度均有不同程度的减小,且相干结构与主流之间的倾角趋于更小,流体在法向上的运动及结构的抬升受到明显抑制,发卡涡诱导喷射和扫掠的能力降低,从而影响了湍流中能量与动量的输运过程及湍流的自维持机制,且相比于2D沟槽, 3D正弦波沟槽作用效果更为明显.在同一雷诺数下,随着距离壁面法向位置的增加,不同壁面湍流边界层低速条带的展向间距都变宽;但同一法向位置处2D/3D沟槽壁面湍流边界层低速条带的间距与光滑壁面的相比更宽,沟槽的存在有效抑制了低速条带在展向上的运动,使得低速条带更稳定.     

螺旋微孔阵列对涡旋光束的调制机理研究

从理论和实验上研究涡旋光束通过具有费马螺线分布微孔结构的衍射板后拓扑荷数的变化情况,以及光束强度分布的衍射和聚焦特性。利用一个正透镜对衍射光束进行聚焦,观察和研究聚焦光束在焦平面后一定范围内的光强分布变化情况。衍射光束的最内环光强分布在束腰前后约有五个变化阶段。这一变化趋势适用于涡旋光束通过微孔沿不同费马螺线分布的衍射板的情况,无论是螺线旋转方向的改变,还是螺线结构数目的改变。通过衍射光束与球面波的干涉来验证拓扑荷数的变化规律。结果表明,这种衍射可以产生新的拓扑荷数,其变化与入射涡旋光束的相位波前和螺旋微孔阵列的相对旋向有关。     

八重准周期排列的短沟槽结构减阻机理分析

设计构建了一排和三排阵列的八重准周期短条纹沟槽减阻结构,以及作为对比研究的无序和周期结构,并采用雷诺Navier-Stokes方程和RANGκ-ε湍流模型,系统计算了这些结构表面的湍流边界层状态和总应力,模拟结果显示:八重准周期沟槽结构相对于周期和无序结构具有更优的减阻效应,且为三排阵列时的减阻效果明显优于单排阵列,这一结果得到了减阻实验的验证,通过分析比较不同结构的流体边界层特性发现,八重准周期结构可有效抑制附面层的涡强度,减小湍流耗散速率,保持流体条纹相的稳定性,结合二维光栅的夫琅禾费衍射波模型分析表明,八重准周期结构可减弱衍射谱在大角度方向上的谱强度,揭示出该结构抑制流体相干扰动波扩展的物理机制,并与流场分析结果相符合。     

带沟槽结构的平板流动中的熵产分析

基于大涡模拟，采用Fluent软件对带沟槽结构的平板流动过程进行熵产分析，探究沟槽结构引起的熵产变化规律.结果表明：沟槽结构能减少流动过程中的熵产，在30 m·s^-1时（Re≈20 000），近壁区总熵产减少约25%，40 m·s^-1时（Re≈27 000）减少约19%，但其结构对后续流动没有持续性影响，且随着法向高度的增加，影响逐渐变小；熵产在沟槽顶端部分的数值远大于其他区域，湍流作用引起的熵产起主要作用.所得结论为优化沟槽结构减阻提供了理论依据.     

Numerical simulation of flow around a circular cylinder with curved sectional grooves

In a circular cylinder with uniform flow, a sudden decrease in the drag force occurs at a high Reynolds numbers; however, it is known that the same phenomenon occurs at a lower Reynolds number in the case where there exist grooves or roughness on the circular cylinder surface. To clarify the flow characteristics around a circular cylinder in the case of changing the shape of grooves we analyzed the drag coefficient, lift coefficient, turbulent kinetic energy, vorticity and pressure by applying the RNGk-ε turbulent model. The shapes of the grooves were arced, triangulated and curved. The results showed that the separation point for a circular cylinder with curved sectional grooves shifts to the most downstream side and the drag coefficient becomes the smallest among circular cylinders with grooves.     

Effect of groove shape on flow characteristics around a circular cylinder with grooves

In the flow around a circular cylinder, a sudden decrease in the drag force occurs at a high Reynolds number, but the same phenomenon occurs at a lower Reynolds number in the case where there exist grooves or roughness on the circular cylinder surface. In this paper, in order to make clear the flow characteristics around a circular cylinder in the case of changing the shapes of grooves, the drag coefficient, pressure distribution, velocity distribution and turbulent distribution were measured. Moreover the flow around the cylinder was analyzed by applying the RNGk · ∈ turbulent model, and the surface flow pattern was investigated using the oil-film technique. From these results, it is clear that the drag coefficient of a circular cylinder with triangular grooves decreases by about 15% compared with that of a circular cylinder with arc grooves.     

Flow characteristics around a rotating grooved circular cylinder with grooved of different depths

The present paper describes the flow characteristics around a rotating grooved circular cylinder with grooves of different depths. The surface structure of a circular cylinder was varied by changing the depths of 32 arc grooves on the surface. The surface pressure on the cylinder is measured for theRe range of from 0.4×10⁵ to 1.8×10⁵ and for rotations of from 0 to 4500 rpm. The drag coefficient of a grooved cylinder increases as the spin rate ratio α (= rotational speed of the cylinder surface/uniform velocity) increases forRe>1.0×10⁵. As the groove depth increases, the drag coefficient of a grooved cylinder is independent from the spin rate ratio α. The direction of the lift force of a smooth cylinder is opposite to the Magnus force forRe>1.0×10⁵. However, the direction of the lift force of a grooved cylinder is the same as that of the Magnus force for allRe>1.0×10⁵. As the groove depth increases, the increase in the slope of the lift coefficient becomes small. These phenomena are related to the positions of the flow separation points, which are clarified from the pressure distribution and flow visualization by the spark tracing method. In addition, in the present study, the flow around a rotating grooved cylinder is clarified by flow visualization.     

Polymer and surface roughness effects on the drag crisis for falling spheres

We make time resolved velocity measurements of steel spheres in free fall through liquid using a continuous ultrasound technique. We explore two different ways to induce large changes in drag on the spheres: 1) a small quantity of viscoelastic polymer added to water and 2) altering the surface of the sphere. Low concentration polymer solutions and/or a pattern of grooves in the sphere surface induce an early drag crisis, which may reduce drag by more than 50% compared to smooth spheres in pure water. On the other hand, random surface roughness and/or high concentration polymer solutions reduce drag progressively and suppress the drag crisis. We also present a qualititative argument which ties the drag reduction observed in low concentration polymer solutions to the Weissenberg number and normal stress difference.     

Effect of the number of grooves on flow characteristics around a circular cylinder with triangular grooves

In the flow around a circular cylinder, a sudden decrease in the mean drag coefficient occurs at a high Reynolds number, but the same phenomenon occurs at a lower Reynolds number in the case where there exist grooves or roughness on the cylinder surface. In this paper, in order to make clear the flow characteristics around a cylinder with 20, 26 and 32 triangular grooves, the mean drag coefficient, pressure distribution, velocity distribution and turbulence intensity distribution were measured. Moreover, the flow around the cylinder was analyzed by applying the RNGk − ɛ turbulent model, and the surface flow pattern was investigated using the oil-film technique. From these results, it was found that a sudden decrease in the mean drag coefficient of a cylinder with 32 triangular grooves occurs at a lower Reynolds number compared with 20 and 26 triangular grooves.     

The peculiarities of admixture transport in a stationary vortex flow

We consider the pattern of species transport in a compound vortex flow contacting with a free surface. The evolution of a compact marker stain (aniline ink or sunflower oil) is traced in spiral arms on the vortex surface created by a uniformly rotating disk in a cylindrical container. The parameters of the structural elements of currents are determined. The geometry of the spiral flow is structurally stable for a wide range of experimental parameters.     

Pressure-sensitive paint measurement on co-rotating disks in a hard disk drive

There is much demand for improvement in the performance of a hard disk drive (HDD) along with recent rapid developments of information technology. While high-speed disk rotation of a HDD is necessary to accommodate such needs, it causes disk flutter induced by pressure fluctuation on disks and degrades reliability of a HDD. In order to understand the mechanism of the fluttering phenomenon, it is important to know pressure field on the rotating disk. However, it is impossible to measure the pressure by ordinary methods such as pressure taps. Pressure-sensitive paint (PSP) is a pressure measurement technique based on the oxygen quenching of luminescence and enables us to measure the pressure non-invasively. In general, however, the temperature sensitivity of PSP makes it difficult to measure the precise pressure on the surface with temperature distribution. We measured the time-averaged pressure on the disk rotating at 10 000-20 000 rpm for the first time by adopting a temperature-insensitive PSP composed of pyrene sulfonic acid (PySO₃H) as a luminophore. It was found that the pressure forms a concentric circular distribution and decreases toward the center of the disk. Additionally, we elucidate how disk rotational speed and spacing between co-rotating disks influence on the pressure field.     

Underwater restoration and retention of gases on superhydrophobic surfaces for drag reduction

Superhydrophobic (SHPo) surfaces have shown promise for passive drag reduction because their surface structures can hold a lubricating gas film between the solid surface and the liquid in contact with it. However, the types of SHPo surfaces that would produce any meaningful amount of reduction get wet under liquid pressure or at surface defects, both of which are unavoidable in the real world. In this Letter, we solve the above problem by (1)?discovering surface structures that allow the restoration of a gas blanket from a wetted state while fully immersed underwater and (2)?devising a self-controlled gas-generation mechanism that maintains the SHPo condition under high liquid pressures (tested up to 7?atm) as well as in the presence of surface defects, thus removing a fundamental barrier against the implementation of SHPo surfaces for drag reduction.     

Effectiveness of blowing for improving the high-speed trains aerodynamics

The promising method of drag reduction with the use of micro-blowing through the streamlined surface has been proposed for its use to the external surface of high-speed train. The advantages of high-speed train as an object of micro-blowing application are introduced. The corresponding RANS-based mathematical model is elaborated, and the computations of the external flow around a long train body are performed. Predictions of the turbulent boundary layer over penetrable surface with different modes of micro-blowing have been presented and analyzed. The developed modifications of mathematical model of turbulence have been used to take into account the micro-blowing influence in the inner region of turbulent boundary layer. The obtained results of parametric analysis of drag reduction depending on the area of permeable sections, intensity of micro-blowing, and high-speed train length have been analyzed. In particular, the dependence between drag reduction effect and length of train body with realized micro-blowing as well as its intensity is established. Realization of micro-blowing with blowing velocity just 0.25 % of train speed (V = 100 m/s) on the 70 % of the streamlined surface area for just one train carriage (L = 25 m) allows one to reduce the aerodynamic drag (including the most actual friction and head-tail pressure components) of the whole train (L = 200 m) by about 5.25 %, so in case of micro-blowing realization on all its 8 carriages, the train’s aerodynamic drag can be reduced approximately by 42 %.