Review of research on low-profile vortex generators to control boundary-layer separation

The present volume discusses the development status of stability theory for laminar flow control design, applied aspects of laminar-flow technology, transition delays using compliant walls, the application of CFD to skin friction drag-reduction, active-wave control of boundary-layer transitions, and such passive turbulent-drag reduction methods as outer-layer manipulators and complex-curvature concepts. Also treated are such active turbulent drag-reduction technique applications as those pertinent to MHD flow drag reduction, as well as drag reduction in liquid boundary layers by gas injection, drag reduction by means of polymers and surfactants, drag reduction by particle addition, viscous drag reduction via surface mass injection, and interactive wall-turbulence control.

Viscous drag reduction in boundary layers

Control of a decelerating boundary layer. Part 1: Optimization of passive vortex generators

Recent studies on the drag-reducing shapes, structures, and behaviors of swimming and flying animals are reviewed, with an emphasis on potential analogs in vehicle design. Consideration is given to form drag reduction (turbulent flow, vortex generation, mass transfer, and adaptations for body-intersection regions), skin-friction drag reduction (polymers, surfactants, and bubbles as surface 'additives'), reduction of the drag due to lift, drag-reduction studies on porpoises, and drag-reducing animal behavior (e.g., leaping out of the water by porpoises). The need for further research is stressed.

Drag reduction in nature

Measurements are reported of the drag coefficient and Strouhal number of a dimpled circular cylinder over the Reynolds number range from 2 x 104 to 3 x 10s. The ratio of the depth of the dimples to the diameter of the cylinder is 9xlO~ 3. In common with sand-roughened cylinders, the dimpled cylinder has a lower critical Reynolds number than a smooth cylinder. After the drag coefficient minimum, the CD does not rise to the high values that are typical of cylinders with sand roughness but is found to be closer to that for a smooth cylinder. Over a Reynolds number range from about 4xl04 to 3xl05, a dimpled circular cylinder has a lower drag coefficient than a smooth cylinder.

Control of circular cylinder flow by the use of dimples

Relative performance of several passive and active methods for controlling two-dimensional turbulent separated flow associated with a curved backward-facing ramp were investigated at low speeds. Surface static pressure measurement and oil flow visualization results indicate that submerged vortex generators, vortex generator jets, elongated arches at +-alpha, and large-eddy breakup devices at +-alpha placed near the baseline separation location reduce flow separation and increase pressure recovery. Spanwise cylinders reduce flow separation but decrease pressure recovery downstream. Arches with alpha = 0 deg, Helmholtz resonators, and Viets' fluidic flappers examined so far have no significant effect in reducing separation. Wall cooling computation indicates that separation delay on a partially cooled ramp is nearly the same as on a fully-cooled ramp while minimizing the frictional drag increase associated with the wall cooling process.

Investigation of several passive and active methods for turbulent flow separation control

The performance of low-profile submerged vortex generators for controlling moderate two-dimensional turbulent flow separation has been investigated experimentally. Surface static pressure measurements, as well as surface oil flow visualizations, have been used to explore the effect of these vortex generators on separation and reattachment locations and downstream pressure recovery. Drag measurements have also been used to evaluate the device (or parasitic) drag of these vortex generators. All of the vortex generators investigated have been shown to reduce the reattachment distance and increase pressure recovery. A small submerged (Wheeler-type) vortex generator with a device height of only 10% of the boundary-layer thickness is shown to perform as well as a conventional vane-type vortex generator with a device height (and device drag) an order-of-magnitude higher.

Small submerged vortex generators for turbulent flow separation control

The effect of shoulder radiusing and grooving (longitudinally and circumferentially) the afterbodies of bluff bodies to reduce the base drag at low speeds is investigated experimentally. Shoulder radii as large as 2.75 body diameters are examined. Reynolds number (ReD) based on body diameter varied from 20,000 to 200,000. Results indicate that increasing the shoulder radius to 2.00 body diameters can reduce the drag levels to those of a streamline body having 67 percent greater fineness ratio. For the relatively sharp shoulder case, body drag reductions as large as 50 and 33 percent are obtained using circumferential or longitudinal grooves, respectively.

Axisymmetric bluff-body drag reduction through geometrical modification

The paper investigates analytically the effect of multiple slot injection on skin friction for a representative fuselage shape (ogive-cylinder body) and evaluates the potential of slot injection as a drag reduction system in subsonic flow. Typical CTOL cruise flight conditions (Mach number equals 0.82 at altitudes of 11 km) were adopted for a fuselage 67.06 m in length and with maximum diameter of 7.32 m. The numerical method of Price and Harris (1972) was used to calculate the boundary-layer characteristics up to the first slot, while the finite-difference method of Beckwith and Bushnell (1971) was used to calculate the velocity profile downstream of one, three, five, or ten slots. An integral expression is proposed for characterizing skin friction reduction effectiveness, and it is seen that large reductions in viscous drag (50%) are available through slot injection. Skin friction reduction is improved by increasing the number of injection slots but at a diminishing rate.

Multiple slot skin friction reduction

Wind tunnel test results are presented for four axisymmetric bluff body configurations in order to determine their effect on form and pressure drag. It was found that drag reductions on the order of 40% are obtainable with an afterbody incorporating four longitudinal 'V' grooves. Although this effect may be due to the functioning of the grooves as longitudinal, continuous vortex generators, it is concluded that further research is needed to elucidate the physical basis of the test results. Optimization of the effect will be useful in base drag reduction for such vehicles as automobiles and cargo aircraft with sharply upswept afterbodies.

F. G. Howard

Papers

Investigation of several passive and active methods for turbulent flow separation control

Small submerged vortex generators for turbulent flow separation control

Axisymmetric bluff-body drag reduction through geometrical modification

Multiple slot skin friction reduction

Longitudinal grooves for bluff body drag reduction