Showing papers on "Drag coefficient published in 2014"

Drag reduction using lubricant-impregnated surfaces in viscous laminar flow.

Abstract: Lubricant-impregnated surfaces (LIS), where micro/nanotextured surfaces are impregnated with lubricating liquids, have received significant attention for their robust, superslippery properties. In this study, we systematically demonstrate the potential for LIS to reduce drag in laminar flows. We present a scaling model that incorporates the viscosity of the lubricant and elucidates the dependence of drag reduction on the ratio of the viscosity of the working fluid to that of the lubricant. We experimentally validate this dependence in a cone and plate rheometer and demonstrate a drag reduction of 16% and slip length of 18 μm in the case where the ratio of working fluid viscosity to lubricant viscosity is 260.

Impact of Variable Atmospheric and Oceanic Form Drag on Simulations of Arctic Sea Ice

Abstract: Over Arctic sea ice, pressure ridges and floe and melt pond edges all introduce discrete obstructions to the flow of air or water past the ice and are a source of form drag. In current climate models form drag is only accounted for by tuning the air–ice and ice–ocean drag coefficients, that is, by effectively altering the roughness length in a surface drag parameterization. The existing approach of the skin drag parameter tuning is poorly constrained by observations and fails to describe correctly the physics associated with the air–ice and ocean–ice drag. Here, the authors combine recent theoretical developments to deduce the total neutral form drag coefficients from properties of the ice cover such as ice concentration, vertical extent and area of the ridges, freeboard and floe draft, and the size of floes and melt ponds. The drag coefficients are incorporated into the Los Alamos Sea Ice Model (CICE) and show the influence of the new drag parameterization on the motion and state of the ice cover, with the most noticeable being a depletion of sea ice over the west boundary of the Arctic Ocean and over the Beaufort Sea. The new parameterization allows the drag coefficients to be coupled to the sea ice state and therefore to evolve spatially and temporally. It is found that the range of values predicted for the drag coefficients agree with the range of values measured in several regions of the Arctic. Finally, the implications of the new form drag formulation for the spinup or spindown of the Arctic Ocean are discussed.

Frictional drag reduction by bubble injection

Abstract: The injection of gas bubbles into a turbulent boundary layer of a liquid phase has multiple different impacts on the original flow structure. Frictional drag reduction is a phenomenon resulting from their combined effects. This explains why a number of different void–drag reduction relationships have been reported to date, while early works pursued a simple universal mechanism. In the last 15 years, a series of precisely designed experimentations has led to the conclusion that the frictional drag reduction by bubble injection has multiple manifestations dependent on bubble size and flow speed. The phenomena are classified into several regimes of two-phase interaction mechanisms. Each regime has inherent physics of bubbly liquid, highlighted by keywords such as bubbly mixture rheology, the spectral response of bubbles in turbulence, buoyancy-dominated bubble behavior, and gas cavity breakup. Among the regimes, bubbles in some selected situations lose the drag reduction effect owing to extra momentum transfer promoted by their active motions. This separates engineers into two communities: those studying small bubbles for high-speed flow applications and those studying large bubbles for low-speed flow applications. This article reviews the roles of bubbles in drag reduction, which have been revealed from fundamental studies of simplified flow geometries and from development of measurement techniques that resolve the inner layer structure of bubble-mixed turbulent boundary layers.

Drag reduction and the dynamics of turbulence in simple and complex fluidsa)

Abstract: Addition of a small amount of very large polymer molecules or micelle-forming surfactants to a liquid can dramatically reduce the energy dissipation it exhibits in the turbulent flow regime. This rheological drag reduction phenomenon is widely used, for example, in the Alaska pipeline, but it is not well-understood, and no comparable technology exists to reduce turbulent energy consumption in flows of gases, in which polymers or surfactants cannot be dissolved. The most striking feature of this phenomenon is the existence of a so-called maximum drag reduction (MDR) asymptote: for a given geometry and driving force, there is a maximum level of drag reduction that can be achieved through addition of polymers. Changing the concentration, molecular weight or even the chemical structure of the additives has little to no effect on this asymptotic value. This universality is the major puzzle of drag reduction. We describe direct numerical simulations of turbulent minimal channel flow of Newtonian fluids and viscoelasticpolymer solutions. Even in the absence of polymers, we show that there are intervals of “hibernating” turbulence that display very low drag as well as many other features of the MDR asymptote observed in polymer solutions. As Weissenberg number increases to moderate values the frequency of these intervals also increases, and a simple theory captures key features of the intermittent dynamics observed in the simulations. At higher Weissenberg number, these intervals are altered – for example, their duration becomes substantially longer and the instantaneous Reynolds shear stress during them becomes very small. Additionally, simulations of “edge states,” dynamical trajectories that lie on the boundary between turbulent and laminar flow, display characteristics that are similar to those of hibernating turbulence and thus to the MDR asymptote, again even in the absence of polymer additives. Based on these observations, we propose a tentative unified description of rheological drag reduction. The existence of MDR-like intervals even in the absence of additives sheds light on the observed universality of MDR and may ultimately lead to new flow control approaches for improving energy efficiency in a wide range of processes.

Smart Morphable Surfaces for Aerodynamic Drag Control

Abstract: Smart Morphable Surfaces enable switchable and tunable aerodynamic drag reduction of bluff bodies. Their topography, resembling the morphology of golf balls, can be custom-generated through a wrinkling instability on a curved surface. Pneumatic actuation of these patterns results in the control of the drag coefficient of spherical samples by up to a factor of two, over a range of flow conditions. (Figure Presented).

Experimental Investigation of Wave Attenuation through Model and Live Vegetation

Abstract: Wetland vegetation can attenuate storm surge and waves and thus play an important role in coastal protection. In this study, laboratory experiments were used to quantify wave attenuation as a function of vegetation type, density, and height, as well as wave conditions. Wave attenuation characteristics were investigated under regular and irregular waves for rigid and flexible model vegetation in addition to live Spartina alterniflora and Juncus roemerianus, two common coastal species. Vegetation densities were 156–623 stems/m2 for model vegetation, 405–545 stems/m2 for S. alterniflora, and 2,857 stems/m2 for J. roemerianus. Bulk drag coefficients (CD) of the vegetation species were calibrated based on wave gauge data and video images, and regression equations were derived for the drag coefficient as a function of Keulegan-Carpenter number (KC). CD did not depend significantly on the relative vegetation height with respect to water depth for rigid vegetation models in the emergent and submerged cond...

Low-Reynolds-number wakes of elliptical cylinders: from the circular cylinder to the normal flat plate

Abstract: While the wake of a circular cylinder and, to a lesser extent, the normal flat plate have been studied in considerable detail, the wakes of elliptic cylinders have not received similar attention. However, the wakes from the first two bodies have considerably different characteristics, in terms of three-dimensional transition modes, and near- and far-wake structure. This paper focuses on elliptic cylinders, which span these two disparate cases. The Strouhal number and drag coefficient variations with Reynolds number are documented for the two-dimensional shedding regime. There are considerable differences from the standard circular cylinder curve. The different three-dimensional transition modes are also examined using Floquet stability analysis based on computed two-dimensional periodic base flows. As the cylinder aspect ratio (major to minor axis) is decreased, mode A is no longer unstable for aspect ratios below 0.25, as the wake deviates further from the standard Benard–von Karman state. For still smaller aspect ratios, another three-dimensional quasi-periodic mode becomes unstable, leading to a different transition scenario. Interestingly, for the 0.25 aspect ratio case, mode A restabilises above a Reynolds number of approximately 125, allowing the wake to return to a two-dimensional state, at least in the near wake. For the flat plate, three-dimensional simulations show that the shift in the Strouhal number from the two-dimensional value is gradual with Reynolds number, unlike the situation for the circular cylinder wake once mode A shedding develops. Dynamic mode decomposition is used to characterise the spatially evolving character of the wake as it undergoes transition from the primary Benard–von Karman-like near wake into a two-layered wake, through to a secondary Benard–von Karman-like wake further downstream, which in turn develops an even longer wavelength unsteadiness. It is also used to examine the differences in the two- and three-dimensional near-wake state, showing the increasing distortion of the two-dimensional rollers as the Reynolds number is increased.

Skin-friction drag reduction in the turbulent regime using random-textured hydrophobic surfaces

Abstract: Technologies for reducing hydrodynamic skin-friction drag have a huge potential for energy-savings in applications ranging from propulsion of marine vessels to transporting liquids through pipes. The majority of previous experimental studies using hydrophobic surfaces have successfully shown skin-friction drag reduction in the laminar and transitional flow regimes (typically Reynolds numbers less than ≃106 for external flows). However, this hydrophobicity induced drag reduction is known to diminish with increasing Reynolds numbers in experiments involving wall bounded turbulent flows. Using random-textured hydrophobic surfaces (fabricated using large-length scalable thermal spray processes) on a flat plate geometry, we present water-tunnel test data with Reynolds numbers ranging from 106 to 9 × 106 that show sustained skin-friction drag reduction of 20%–30% in such turbulent flow regimes. Furthermore, we provide evidence that apart from the formation of a Cassie state and hydrophobicity, we also need a low surface roughness and an enhanced ability of the textured surface to retain trapped air, for sustained drag reduction in turbulent flow regimes. Specifically, for the hydrophobic test surfaces of the present and previous studies, we show that drag reduction seen at lower Reynolds numbers diminishes with increasing Reynolds number when the surface roughness of the underlying texture becomes comparable to the viscous sublayer thickness. Conversely, test data show that textures with surface roughness significantly smaller than the viscous sublayer thickness and textures with high porosity show sustained drag reduction in the turbulent flow regime. The present experiments represent a significant technological advancement and one of the very few demonstrations of skin-friction reduction in the turbulent regime using random-textured hydrophobic surfaces in an external flow configuration. The scalability of the fabrication method, the passive nature of this surface technology, and the obtained results in the turbulent regime make such hydrophobic surfaces a potentially attractive option for hydrodynamic skin-friction drag reduction.

Energy efficiency and allometry of movement of swimming and flying animals

Abstract: Which animals use their energy better during movement? One metric to answer this question is the energy cost per unit distance per unit weight. Prior data show that this metric decreases with mass, which is considered to imply that massive animals are more efficient. Although useful, this metric also implies that two dynamically equivalent animals of different sizes will not be considered equally efficient. We resolve this longstanding issue by first determining the scaling of energy cost per unit distance traveled. The scale is found to be M2/3 or M1/2, where M is the animal mass. Second, we introduce an energy-consumption coefficient (CE) defined as energy per unit distance traveled divided by this scale. CE is a measure of efficiency of swimming and flying, analogous to how drag coefficient quantifies aerodynamic drag on vehicles. Derivation of the energy-cost scale reveals that the assumption that undulatory swimmers spend energy to overcome drag in the direction of swimming is inappropriate. We derive allometric scalings that capture trends in data of swimming and flying animals over 10–20 orders of magnitude by mass. The energy-consumption coefficient reveals that swimmers beyond a critical mass, and most fliers are almost equally efficient as if they are dynamically equivalent; increasingly massive animals are not more efficient according to the proposed metric. Distinct allometric scalings are discovered for large and small swimmers. Flying animals are found to require relatively more energy compared with swimmers.

Modeling the flow resistance of woody vegetation using physically based properties of the foliage and stem

Abstract: [1] Both the foliage and stem essentially influence the flow resistance of woody plants, but their different biomechanical properties complicate the parameterization of foliated vegetation for modeling. This paper investigates whether modeling of flow resistance caused by natural woody vegetation can be improved using explicit description of both the foliage and stem. For this purpose, we directly measured the drag forces of Alnus glutinosa, Betula pendula, Salix viminalis, and Salix x rubens twigs in a laboratory flume at four foliation levels, parameterized with the leaf-area-to-stem-area ratio AL/AS. The species differed in the foliage drag but had approximately equal stem drag. For the foliated twigs, increasing AL/AS was found to increase the reconfiguration and the share of the foliage drag to the total drag. The experiments provided new insight into the factors governing the flow resistance of natural woody vegetation and allowed us to develop a model for estimating the vegetative friction factor using the linear superposition of the foliage and stem drag. The model is novel in that the foliage and stem are separately described with physically based parameters: drag coefficients, reconfiguration parameters, and leaf area and frontal-projected stem area per ground area. The model could satisfactorily predict the flow resistance of twig to sapling-sized specimens of the investigated species at velocities of 0.05–1 m/s. As a further benefit, the model allows exploring the variability in drag and reconfiguration associated with differing abundance of the foliage in relation to the stem.

Comparing Physical Drag Coefficients Computed Using Different Gas–Surface Interaction Models

Abstract: Drag coefficient is a major source of uncertainty in calculating the aerodynamic forces on satellites in low Earth orbit. Closed-form solutions are available for simple geometries under the assumption of free molecular flow; however,mostsatelliteshavecomplexgeometries,andamoresophisticatedmethodofcalculatingthedragcoefficient is needed. This work builds toward modeling physical drag coefficients using the direct simulation Monte Carlo method capable of accurately modeling flow shadowing and concave geometries. The direct simulation threedimensional visual program and the direct simulation Monte Carlo analysis code are used to compare the effects of two separate gas–surface interaction models: diffuse reflection with incomplete accommodation and quasi-specular Cercignani–Lampis–Lordmodels.Resultsshowthatthetwogas–surfaceinteractionmodelscomparewellataltitudes below ∼500 km during solar maximum conditions and below ∼400 km during solar minimum conditions. The differenceindragcoefficientofasphereat ∼800 kmcalculated usingthetwogas–surfaceinteractionmodels is ∼6% during solar maximum and increases to ∼10% during solar minimum. The difference in drag coefficient of the GRACE satellite computed using the two gas–surface interaction models at ∼500 km differs by ∼15% during solar minimum conditions and by ∼2–3% during solar maximum conditions.

Unsteady forces on a circular cylinder at critical Reynolds numbers

Abstract: It is well known that the flow past a circular cylinder at critical Reynolds number combines flow separation, turbulence transition, reattachment of the flow, and further turbulent separation of the boundary layer. The transition to turbulence in the boundary layer causes the delaying of the separation point and an important reduction of the drag force on the cylinder surface known as the drag crisis. In the present work, large-eddy simulations of the flow past a cylinder at Reynolds numbers in the range 2.5 × 105-6.5 × 105 are performed. It is shown how the pressure distribution changes as the Reynolds number increases in an asymmetric manner, occurring first on one side of the cylinder and then on the other side to complete the drop in the drag up to 0.23 at Re = 6.5 × 105. These variations in the pressure profile are accompanied by the presence of a small recirculation bubble, observed as a small plateau in the pressure, and located around ϕ = 105∘ (measured from the stagnation point). This small recir...

Clap and fling mechanism with interacting porous wings in tiny insect flight

Abstract: The aerodynamics of flapping flight for the smallest insects such as thrips is often characterized by a 'clap and fling' of the wings at the end of the upstroke and the beginning of the downstroke. These insects fly at Reynolds numbers (Re) of the order of 10 or less where viscous effects are significant. Although this wing motion is known to augment the lift generated during flight, the drag required to fling the wings apart at this scale is an order of magnitude larger than the corresponding force acting on a single wing. As the opposing forces acting normal to each wing nearly cancel during the fling, these large forces do not have a clear aerodynamic benefit. If flight efficiency is defined as the ratio of lift to drag, the clap and fling motion dramatically reduces efficiency relative to the case of wings that do not aerodynamically interact. In this paper, the effect of a bristled wing characteristic of many of these insects was investigated using computational fluid dynamics. We performed 2D numerical simulations using a porous version of the immersed boundary method. Given the computational complexity involved in modeling flow through exact descriptions of bristled wings, the wing was modeled as a homogeneous porous layer as a first approximation. High-speed video recordings of free-flying thrips in take-off flight were captured in the laboratory, and an analysis of the wing kinematics was performed. This information was used for the estimation of input parameters for the simulations. Compared with a solid wing (without bristles), the results of the study show that the porous nature of the wings contributes largely to drag reduction across the Re range explored. The aerodynamic efficiency, calculated as the ratio of lift to drag coefficients, was larger for some porosities when compared with solid wings.

Ekman Veering, Internal Waves, and Turbulence Observed under Arctic Sea Ice

Abstract: The ice‐ocean system is investigated on inertial to monthly time scales using winter 2009‐10 observations from the first ice-tethered profiler (ITP) equipped with a velocity sensor (ITP-V). Fluctuations in surface winds, ice velocity, and ocean velocity at 7-m depth were correlated. Observed ocean velocity was primarily directed to the right of the ice velocity and spiraled clockwise while decaying with depth through the mixed layer. Inertial and tidal motions of the ice and in the underlying ocean were observed throughout the record. Just below the ice‐ocean interface, direct estimates of the turbulent vertical heat, salt, and momentum fluxes and the turbulent dissipation rate were obtained. Periods of elevated internal wave activity were associated with changes to the turbulent heat and salt fluxes as well as stratification primarily within the mixed layer. Turbulent heat and salt fluxes were correlated particularly when the mixed layer was closest to the freezing temperature. Momentum flux is adequately related to velocity shear using a constant ice‐ocean drag coefficient, mixing length based on the planetary and geometric scales, or Rossby similarity theory. Ekman viscosity described velocity shear over the mixed layer. The ice‐ocean drag coefficient was elevated for certain directions of the ice‐ocean shear, implying an ice topography that was characterized by linear ridges. Mixinglengthwasbestestimatedusingthewavenumber ofthebeginningoftheinertialsubrangeoravariable drag coefficient. Analyses of this and future ITP-V datasets will advance understanding of ice‐ocean interactions and their parameterizations in numerical models.

Flow topology in the wake of a cyclist and its effect on aerodynamic drag

Abstract: Three-dimensional flows around a full-scale cyclist mannequin were investigated experimentally to explain the large variations in aerodynamic drag that are measured as the legs are positioned around the crank cycle. It is found that the dominant mechanism affecting drag is not the small variation in frontal surface area over the pedal stroke but rather due to large changes in the flow structure over the crank cycle. This is clearly shown by a series of detailed velocity field wake surveys and skin friction flow visualizations. Two characteristic flow regimes are identified, corresponding to symmetrical low-drag and asymmetrical high-drag regimes, in which the primary feature of the wake is shown to be a large trailing streamwise vortex pair, orientated asymmetrically in the centre plane of the mannequin. These primary flow structures in the wake are the dominant mechanism driving the variation in drag throughout the pedal stroke. Topological critical points have been identified on the suction surfaces of the mannequin’s back and are discussed with velocity field measurements to elucidate the time-average flow topologies, showing the primary flow structures of the low- and high-drag flow regimes. The proposed flow topologies are then related to the measured surface pressures acting on the suction surface of the mannequin’s back. These measurements show that most of the variation in drag is due to changes in the pressure distribution acting on the lower back, where the large-scale flow structures having the greatest impact on drag develop.