Bluff-body drag reduction by passive ventilation

The drag of a sphere at highRe can be reduced to more than half its value by passive ventilation from the stagnation region to the base. Simultaneously, the flow field around the base is stabilized and made symmetric, leading to reduction of unsteady aerodynamic forces. At highRe, the vent flow breaks through the dead water region associated with the near wake and aerodynamically streamlines the base. The streamlining is done by virtue of a base-vortex-ring beyond the point of turbulent boundary layer separation. A mean flow model for the flow around the vented sphere is proposed.Smoke flow visualized on a laser light screen placed at two diameters behind the base of the sphere shows the effectiveness of the method in suppressing the flow oscillations.The drag reduction achieved is very sensitive to the quality of the external surface and relatively insensitive to disturbances in the internal flow. Surface roughness or boundary layer tripping wire on the external flow can completely offset the benefit obtained.     

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.     

Base drag reduction by control of the three-dimensional unsteady vortical structures

The present paper deals with the wake of a 2D body equipped with a drag reduction device. The device is a 3D trailing edge consisting of alternate segments of blunt base and spanwise cavity. The aerodynamic mechanisms acting on the near wake are studied in a water tunnel from schlieren observations by thermally marking large scale structures. The results show that the efficiency of the device is directly related to the presence of longitudinal vortices. An optimization of the shapes in subsonic compressible flow had led to a decrease of more than 40% of the total drag of the profile.     

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.     

Turbulent drag reduction by spanwise wall oscillations

In the present work a technique is numerically investigated, which is aimed at reducing the friction drag in turbulent boundary layers and channel flows. A cyclic spanwise oscillation of the wall with a proper frequency and amplitude is imposed, allowing a reduction of the turbulent drag of up to 40%. The present work is based on the numerical simulation of the Navier-Stokes equations in the simple geometry of a plane channel flow. The frequency of the oscillations is kept fixed at the most efficient value determined in previous studies, while the choice of the best value for the amplitude of the oscillations is evaluated not only in terms of friction reduction, but also by taking into consideration the overall energy balance and the power spent for the motion of the wall. The analysis of turbulence statistics allows to shed some light on the way oscillations interact with wall turbulence, as illustrated by visual inspection of some instantaneous flow fields. Finally, a simple explanation is proposed for this interaction, which leads to a rough estimate of the most efficient value for the frequency of the oscillations.     

Skin-friction drag reduction in turbulent channel flow based on streamwise shear control

It is known that stretching and intensification of a hairpin vortex by mean shear play an important role to create a hairpin vortex packet, which generates the large Reynolds shear stress associated with skin-friction drag in wall-bounded turbulent flows. In order to suppress the mean shear at the wall for high efficient drag reduction (DR), in the present study, we explore an active flow control concept using streamwise shear control (SSC) at the wall. The longitudinal control surface is periodically spanwise-arranged with no-control surface while varying the structural spacing, and an amplitude parameter for imposing the strength of the actuating streamwise velocity at the wall is introduced to further enhance the skin-friction DR. Significant DR is observed with an increase in the two parameters with an accompanying reduction of the Reynolds stresses and vorticity fluctuations, although a further increase in the parameters amplifies the turbulence activity in the near-wall region. In order to study the direct relationship between turbulent vortical structures and DR under the SSC, temporal evolution with initial eddies extracted by conditional averages for Reynolds-stress-maximizing Q2 events are examined. It is shown that the generation of new vortices is dramatically inhibited with an increase in the parameters throughout the flow, causing fewer vortices to be generated under the control. However, when the structural spacing is sufficiently large, the generation of new vortex is not suppressed over the no-control surface in the near-wall region, resulting in an increase of the second- and fourth-quadrant Reynolds shear stresses. Although strong actuating velocity intensifies the near-wall turbulence, the increase in the turbulence activity is attributed to the generation of counter-clockwise near-wall vortices by the increased vortex transport.     

Influence of molecular weight upon drag reduction by polymers

Summary Drag reduction measurements have been made with samples of polyethyleneoxide and polyacrylamide with relatively narrow molecular weight distributions obtained by fractionation of commercial polymers. Relationships between the polymer molecular weight and the concentration required to give the same drag reduction have been determined. The influence of polymer degradation upon these relationships has been investigated.Molecular weight distributions of commercial polymers have been determined and their influence upon the drag-reducing properties is noted.The influence of wall shear stress has been investigated over the range 1.0 × 10² - 4.5 × 10³ dyn/cm². The results with unfractionated polymers were found to be consistent with other results in the literature.     

Influence of curvature on drag reduction by opposition control in turbulent flow along a thin cylinder

Opposition controlled fully developed turbulent flow along a thin cylinder is analyzed by means of direct numerical simulations. The influence of cylinder curvature on the skin-friction drag reduction effect by the classical opposition control (i.e., the radial velocity control) is investigated. The curvature of the cylinder affects the uncontrolled flow statistics; for instance, skin-friction coefficient increases while Reynolds shear stress (RSS) and turbulent intensity decrease. However, the control effect in the case of a small curvature is similar to that in channel flow. When the curvature is large, the maximum drag reduction rate decreased. However, the optimal location of the detection plane is the same as that in a flat plate. Further, the drag reduction effect is achieved even on a high detection plane where the drag increases in the flat plate. Although a difference in the drag reduction effect can be observed with a change in the curvature, its mechanism considered in this analysis based on the transport of the Reynolds stress is similar to that of the flat plate.     

Microbubble drag reduction in rough walled turbulent boundary layers with comparison against polymer drag reduction

Experiments were conducted in the 12-inch diameter tunnel at the Applied Research Laboratory, Pennsylvania State University using the tunnel wall boundary layer to determine the influence of surface roughness on microbubble drag reduction. To accomplish this, carbon dioxide was injected through a slot at rates of 0.001 m³/s to 0.011 m³/s, and the resulting skin friction drag measured on a 317.5-mm long by 152.4-mm span balance. In addition to the hydrodynamically smooth balance plate, additional plates were covered with roughly 75, 150, and 300 micron grit. Over the speed range tested of 7.6, 10.7, and 13.7 m/s, the roughness ranged from smooth to fully rough. Not only was microbubble drag reduction achieved over the rough surfaces, but the % drag reduction at a given gas flow rate was larger for larger roughness. Scaling of the data is discussed. Comparison against results of a polymer drag reduction experiment, using the same facility, is made. Finally, a measure of the expected persistence of the phenomenon is given.     

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.     

Enhanced drag reduction via Interpolymer Associations

Hydrocarbon soluble polymers containing small percentages of polar associating groups are used to determine the effects of polymer associations on solution drag reduction. Experimental data suggest that intrapolymer associations generally decrease the dilute solution drag reduction activities of single associating polymers with like polar groups. Interpolymer complexes formed by, for example, one polymer with anionic groups and one polymer with cationic groups can overcome this limitation and provide enhanced dilute solution drag reduction activity as a result of favorable interpolymer associations which build larger structures of higher apparent molecular weight. The latter associations may also increase the polymers' resistance to degradation in turbulent flows.     

Turbulent drag reduction in dam-break flows

The role of turbulence is investigated in dam-break flows, where a finite volume of fluid is released from a compartment into a long, rectangular channel. After a sudden removal of the lock gate, a gravity current, undular bore, or solitary wave develops, depending on the ambient fluid height in the channel. The temporal evolution of the moving front has been measured and evaluated. It was observed that the dilution using a very small amount (a few weight ppm) of a long chain polymer (polyethylene-oxide) in the fluid strongly affected flow properties. Pronounced drag reduction has been found in dry bed flows (whereas the polymer increased the viscosity of the fluid). The presence of a few mm-thick ambient fluid layer in the channel effectively destroyed drag reduction, in spite of the fact that strong turbulence was obvious and the propagation velocity of the front was almost unchanged.     

Bluff body drag control by boundary layer disturbances

The experimental results are presented for the influence of thin plates and dimples arranged over the upper surface of a coach model on base pressure variations, turbulent wake characteristics, and body drag. The influence of the plate height, the plate spacing, the attack angle, and the distance from the plate trailing edge to the model base on pressure distributions over the model and its back panel are studied. It is shown that rather small disturbances of the boundary layer by plates cause the base pressure to increase up to 6% and model drag to decrease by as much as 3%. However, the effect of the dimples on the base pressure appears to be much less.     

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.     

Polymer “threads” and drag reduction

A number of different polymer fluids were ejected on the centerline of a water pipe-flow facility. Two distinct flow regions were identified: Reynolds numbers above 25000, where centerline injection acted as a rather efficient mixing device for water-soluble polymer — and no drag-reduction resulted from non water-soluble materials; and Reynolds numbers from 10000 to 25000, where strong evidence exists that under certain conditions, a viscoelastic fluid thread can interact with turbulence eddies and reduce the overall flow friction in the pipe.On Sabbatical leave from San Diego State University.