Drag Reduction Technology Research Articles

Design and experiment of bionic skateboard for rice direct seeding machine based on loach body surface

Aiming at the problem of heavy adhesion and large resistance of the rice direct seeding machine slide in the disturbed saturated paddy field environment, the non-smooth surface of the loach body was observed by microscopic observation; the simulation analysis was carried out using Fluent software, revealing the principle of reducing adhesion and drag of the non-smooth surface; the Box-Behnken response surface method was used to design the experiment, and the regression equation of the total resistance of the groove non-smooth surface FBand the groove width w, groove depth hand incoming flow velocity was obtained. vThe optimization analysis results show that when wis 4 mm、v1.25 m/s, 4.5 mm、hthe maximum drag reduction rate reaches 10.052%; based on the optimal parameters, the rice direct seeding machine bionic slide was trial-produced, and the indoor paddy field soil trough test was carried out, and the final drag reduction rate reached 10.23%. This study can provide new ideas for the development of adhesion and drag reduction technology for paddy field soil contact parts.

Combustion performance of hydrogen fueled parallel wall-jet used for drag reduction in a supersonic combustor

Hydrogen fueled parallel wall-jet combustion is considered to be one of the most promising drag reduction technologies in supersonic combustors, researchers mainly focus on its drag reduction mechanism, while balancing its combustion efficiency and drag reduction performance is of great significance for engine performance and energy conservation. In this paper, combustion performance of hydrogen fueled parallel wall-jet is numerically investigated. Kinetic reaction rate and scalar dissipation rate are defined to decouple the chemical reaction and mixing processes. Results indicate that although hydrogen fueled parallel wall-jet combustion is a nonequilibrium chemical reaction process, the combustion process is dominated by mixing due to the much larger magnitude order of kinetic reaction rate. The investigation also reveals that, compared to the effects of mainstream total temperature, mainstream Mach number presents a more significant effect on combustion efficiency. Moreover, combustion efficiency increase first brings negative and then brings beneficial effects on drag reduction performance, which is due to the different sensibilities of the two skin friction determinants viscosity and velocity gradient to combustion efficiency. It is found that, viscosity is more sensitive to combustion efficiency, with combustion efficiency increases by 5.4 %, viscosity increases by 4.15 %, while velocity gradient only decreases by 2.19 %.

Drag reduction study based on boundary layer combustion on single expansion ramp nozzle

In hypersonic flight, frictional drag is an important factor affecting the overall engine performance. The wall frictional drag analysis and drag reduction technology of a unilateral expanding tail nozzle under typical working conditions are carried out by means of two-dimensional Reynolds-averaged N-S equations and SST k − ω turbulence model. The effects of hydrogen injection and combustion with different mass flow rates under different jet positions on the wall friction resistance are analyzed and compared, and the results show that, under the appropriate opening position, a better drag reduction effect can be obtained by injecting hydrogen with a mainstream flow rate of about 2.5%, which can achieve a reduction of 43.7%.

Numerical Analysis of the Drag Reduction Performance of a Double M-Ship Boat With Stepped Planning-Air Coupling

Abstract In this paper, analyze the influence of the stepped planning structure on the drag performance by observing waveform diagrams at the stern of the double M-ship and water–air and pressure distribution diagrams at the bottom of the ship. This study uses the combined stepped planning-air drag reduction technology to improve the sailing characteristics of the double M-ship. Research findings: The stepped planning contributes to a reduction in bottom pressure, enhances water–air distribution, and augments the amplitude of hull movement. Within the design speed range, the maximum drag reduction rate achieved by the stepped planning is 7.574%. However, this enhancement comes at the expense of increased viscous pressure resistance, which becomes the predominant resistance when sailing at full speed; Injecting air at the stepped planning can effectively reduce the viscous pressure resistance increased by the stepped planning. The combined drag reduction technology of stepped planning and air successfully realizes the total drag reduction at the double-M ship's high speed. The total resistance experienced when air is injected at the stepped planning is reduced by up to 20.981% compared to the original hull.

Drag reduction of the turbulent boundary layer over divergent sawtooth riblets surface with a superhydrophobic coat

Energy conservation and environmental protection have become pivotal components of the green economy. In recent years, underwater drag reduction technology has garnered significant interest. This study discusses a novel composite surface that combines divergent riblets with a superhydrophobic coating (D-rib&SHS) to enhance the drag reduction rate. Alongside this new surface, a riblet surface with a superhydrophobic coating (rib&SHS, without yaw angles) and a smooth surface are used as comparison groups. The turbulent boundary layer flow of these three surfaces is measured using a two-dimensional particle image velocimetry system. The results indicated that the maximum drag reduction rate of D-rib&SHS is approximately 27% higher than that of rib&SHS, and the drag reduction range is increased to Reθ≈4100 compared to rib&SHS (Reθ≈2200). Using correlation algorithms, it observed that the spacing between low-speed streaks over D-rib&SHS is larger than that of rib&SHS and the smooth surface. This finding suggested that the spacing between the hairpin vortex legs of D-rib&SHS is wider. The increased spacing between the hairpin vortex legs reduces the likelihood of vortex head formation between the two quasi-streamwise vortices, ultimately suppressing the auto-generation of hairpin vortices. Consequently, the development of hairpin vortex packets over D-rib&SHS is also inhibited. These phenomena observed over D-rib&SHS can be attributed to the combined effects of velocity slip on the superhydrophobic coating and the secondary flow over the divergent riblets near the wall. In addition, unlike divergent riblets that are not covered with a superhydrophobic coating, where the drag reduction effect is more pronounced with a yaw angle of 30° compared to 10°, D-rib&SHS with a 10° yaw angle demonstrated a superior drag reduction effect compared to D-rib&SHS with a 30° yaw angle. This innovative composite surface enhances the drag reduction effect and expands the drag reduction Reynolds number range, offering a new approach to mitigating drag in turbulent boundary layer flows.

Macroscopic and stable gas film obtained by superhydrophobic step and its drag reduction performance

Drag reduction technology has a promising application in marine fields and has drawn much interest in scientific fields. Superhydrophobic surface has been proven to be effective in drag reduction due to thin film of gas adsorbed on surface because of its low friction drag and large slip length. Here, macroscopic and stable gas film was observed when water flowed over superhydrophobic surface with step without additional gas injection under laminar flow and turbulent flow. Superhydrophobic surface was prepared with contact angle more than 150° and roll-off angle nearly 0°. Macroscopic gas film could maintain under laminar flow and turbulent flow and keep up to 80% after 1 h water flowing with optimized parameters of step, showing different morphological deformations under different velocities and Reynolds numbers. Compared with untreated hydrophilic surface, superhydrophobic surface with step exhibited good drag reduction performance with maximum drag reduction rate 20% under laminar flow and turbulent flow, after optimizing of height of step and distance between steps. Mechanisms of gas film drag reduction were the ultra-low skin friction drag force between liquid–gas interface, large slip length on liquid–gas interface, and flexible gas film surface acted like compliant wall. Gas film of millimeter scale was much larger than thickness of boundary layer and reduced turbulence intensity near wall. This work provides a new way to obtain macroscopic gas film and analyze liquid–gas interface.

Semi-analytical solutions of Newtonian fluid-FENE-P fluid core annular flow

Water-lubricated transportation of viscous oil is an important application of core annular flow (CAF), which significantly reduces friction pressure drop and saves pump power. However, the core oil floats up due to the density difference of oil and water, causing instability and even destruction of CAF, which restricts the application and development of the drag reduction technology. The viscoelastic fluid in the annular can inhibit the tendency of the core oil to float up and enhance the stability of the CAF. Nevertheless, theoretical studies related to the viscoelastic fluid CAF are currently missing. To make up for the lack of theoretical research, the solutions of laminar concentric viscous oil-viscoelastic fluid CAF in horizontal and inclined pipes are obtained in this work, and the annular fluid is regarded as viscoelastic fluid conforming to the FENE-P model. Based on the Navier–Stokes equation and FENE-P model, a non-dimensional CAF model is established, and the Newton–Raphson method is used to solve the model. The rheological behavior of annular fluid and the effects of viscoelastic fluid rheology and viscosity ratio on various CAF flow characteristics, including holdup, pressure gradient, slip ratio, and Ledinegg instability, are investigated. The results indicate that the shear-thinning effect of viscoelastic fluid has a significant effect on water holdup and expands the multi-solution region. Different from Newtonian fluid, when the annulus fluid is viscoelastic, the slip ratio can be less than 2. The most significant property is that the shear-thinning effect can transform the hydraulic characteristic curve in the multi-valued region into a single-valued curve, which helps to eliminate Ledinegg instability.

Analyzing the Efficacy of Nickel Plating Coating in Hydraulic Pipeline Drag Reduction

This study delves into the drag-reducing properties of nickel plating coatings applied to hydraulic pipelines. To investigate the drag reduction characteristics of pipeline coatings, we designed a specialized experimental apparatus to conduct deceleration experiments. The primary objective was to systematically assess the drag reduction effect of varying coating thicknesses on liquid flow within the pipeline. Chemical nickel plating was employed for preparing drag reduction coatings with diverse thicknesses, achieved through precise adjustments in the composition and operating conditions of the plating solution. In the design of the experimental apparatus, careful consideration was given to crucial parameters such as the inner diameter of the pipeline, the inlet flow rate, and the control of experimental variables. It quantitatively assesses how varying coating thicknesses, flow velocities, and pipeline diameters impact the pipelines’ resistance to flow. By meticulously measuring the pressure differential across the pipeline, the research evaluates the extent of drag reduction afforded by the coatings and simultaneously elucidates the underlying mechanisms. Findings indicate a peak drag reduction rate of 5% under conditions of a 20 µm-thick nickel coating, 5 m/s flow velocity, and a 10 mm pipeline diameter. This study aims to comprehend how coatings affect linear losses along the pipeline, thereby establishing the groundwork for optimizing drag reduction technology. These outcomes highlight the coatings’ potential to mitigate linear losses due to shear stress during fluid transport, offering a viable solution to enhance hydraulic pipeline efficiency with significant industrial implications.

Mechanism of boundary bubble drag reduction of Couette flow in nano-confined domain

Bubble drag reduction technology is of great significance in improving the propulsion efficiency of underwater vehicle and reducing the comprehensive energy consumption during navigation. Bubble drag reduction is a highly effective method of reducing the frictional resistance encountered by large ships and underwater vehicles during navigation. It exhibits excellent stability in drag reduction, and has advantages such as environmental friendliness, adaptability to various flow environments, and suitability for all underwater components of ships. Therefore, it is greatly significant to conduct in-depth research on bubble drag reduction and its underlying mechanism. In this work, the flow characteristics and the boundary bubble drag reduction mechanism of gas-liquid Couette flow in parallel wall nanochannels are studied by molecular dynamics method, and the influences of surface wettability, wall roughness, and gas concentration on boundary slip velocity and bubble drag reduction effect are analyzed. The results indicate that the bubble drag reduction effect is enhanced with the increase of boundary slip velocity. In the gas-liquid two-phase flow region, with the increase of shear velocity, the lateral deformation of boundary adsorbed bubble and boundary slip velocity increase, thus enhancing the bubble drag reduction effect. The increase of solid-gas interaction strength and gas concentration can lead to the enrichment of gas atoms near the wall, improve the bubble spreading characteristics on the wall, and thus increase the slip velocity of the solid-liquid interface. The wall roughness can change the spreading characteristics of bubble, affect the boundary slip velocity, and then change the drag reduction effect of the fluid-solid interface. As the rib height increases, gas atoms accumulate in the grooves between ribs and the adsorption quantity of gas atoms on the upper surface of the rib decreases, which leads to the decrease of the boundary slip velocity of the solid-liquid interface and ultimately reduces the drag reduction effect. The research results will provide important theoretical guidance for implementing the boundary drag reduction technology in large ships and underwater vehicles.

Numerical simulation study on the drag reduction characteristics of grooves-microbubbles coupling surfaces

Surface drag reduction technologies can significantly reduce the resistance during ship navigation, enhancing speed, efficiency and adaptability under various operating conditions. This paper uses numerical simulation technology to analyze the drag reduction characteristics of grooved and grooves-microbubbles coupling surface, focusing on the effects of groove width, gas flow rate, and liquid flow velocity on the drag reduction performance. The research results indicate that the grooved surface is suitable for full surface drag reduction at velocity below 3 m/s with a maximum drag reduction rate of 4.02%. Microbubbles can greatly improve the drag reduction effect of the grooved surface, and the drag reduction effect of the coupling surface gradually increases with the gas flow rate increases. The maximum drag reduction rate can reach 89.86% at the gas inlet velocity of 1 m/s. The liquid flow velocity has a significant impact on the drag reduction. In both the groove model and the coupling model, the drag reduction rate initially rises and then declines with the liquid flow velocity increases.

Effects of polymer-surfactant interactions on drag reduction performance and mechanisms: Molecular dynamics simulations and experimentation

This work provides a more favorable implementation of synergistic drag reduction strategies based on molecular simulations of the strength of polymer-surfactant interactions. The simulated preferred system identifies polyethylene oxide (PEO) and guar gum (GG) as polymers, and dodecyl dimethyl benzyl ammonium chloride (DDBAC) and dodecyl hydroxy sulfobetaine (DHSB). To forecast the drag reduction capability and identify the drag reduction process, important elements such as aggregation phenomena, charge distribution, shear deformation, and interfacial behavior were examined. Experimental measurements of viscosity, surface tension, and drag reduction validate the interactions. It was found that the compound system demonstrates enhanced viscosity, surface tension, and drag reduction efficiency compared to individual systems. The PEO-DHSB system achieves a drag reduction rate of 63.68% during initial flow, while the GG-DHSB system maintains a rate of 47.26% even after prolonged water circulation. This work visualizes the poly-surface aggregation phenomenon using the density distribution of surfactant hydrophobic tail chains, dynamically demonstrating the deformation of polymer and surfactant molecules during the shear process and interfacial behavior, and providing molecular-scale intuitive insights for understanding the drag reduction mechanism of poly-surface systems. Meanwhile, by comparing the effects of molecular type and structure on poly-surface interactions and drag reduction performance, it provides a theoretical foundation for the development and application of subsequent poly-surface drag reduction schemes, thereby broadening the application of drag reduction technology in the field of energy conservation and emission reduction.

Review on the ship drag reduction technology

The development of the theory of turbulence has made a breakthrough in the application of drag reduction technology on ships, which contributes to energy saving and environmental protection. When a ship is sailing, it has to overcome resistance. Total resistance includes frictional resistance, wave-making resistance, and viscous pressure resistance, in which frictional resistance acts as the main resistance for low-speed ships, and for high-speed ships, the main resistance is wave-making resistance. This paper reviews the ship drag reduction technology by giving a brief introduction to drag reduction methods using grooves, bulbous bows, bubbles, hydrofoils, wall vibration, and high-polymer additive respectively, as well as their principles.

New method of continuous-wave laser ablation for processing microgroove with variable cross-section

Surface microgrooves can effectively reduce the drag and have unparalleled advantages in energy saving and environmental protection. In the fabrication of microgrooves, the laser processing has shown a broad prospect in the fabrication of microgrooves for the advantages of high processing efficiency, no tool wear, no processing stress, etc. However, under the given process parameters, the energy distribution of the laser spot is fixed, and it is difficult to achieve different cross-sectional shapes in a single microgroove, which may have better performance for the drag reduction. In this situation, the effect of variable cross-section microgrooves on the drag reduction is demonstrated and the drag reduction mechanism is analyzed through the fluid simulation. Further, a novel method, moving zoom laser processing, is proposed to realize the fabrication of microgrooves with variable width at equal depth. For orderly planning of the laser processing parameters, the continuous wave laser (CW laser) ablation model is established under ‘tight focusing’ arrangement with predicted microgroove profiles, and the prediction errors of the model for the width and depth are 4.53 μm and 6.77 μm, respectively. Then, the ablation model is extended to the defocusing condition, and the prediction errors of the width and the depth of the microgroove under defocus arrangement are less than 3 % and 9 %, respectively. Additionally, the planning method of the process parameters in the moving zoom laser processing is introduced. Finally, the feasibility of the proposed method is verified experimentally and the microgroove with a depth of 24 μm and a width of 165–231 μm is successfully fabricated by the proposed method. With the proposed processing strategies, a good and concerned reference is provided for drag reduction technology with surface microgroove.

Passive Drag Reduction Technologies

AbstractThe developments and involved factors of mature passive drag reduction technologies, i.e., compliant coating, superhydrophobic surfaces, and epoxy coating, are reviewed. Alterations in critical Reynolds number are observed in the presence of passive drag reduction technologies. With the advancement in technology, numerical approaches are introduced to lower the cost and achieve better understanding of physical phenomena such as lowering energy, flow control, designing the surfaces of materials, and so on. Experimental results as well as numerical results are stated. The effects of factors like wetting, contact angle, contact angle hysteresis, roughness, pot life, and coating aging responsible for drag reduction are also briefly presented with numerical and experimental perspective analyses.

Investigation on the opposing jet penetration mode transition mechanism in the hypersonic flow

Abstract As an effective drag reduction and thermal protection technology, the opposing jet can guarantee the flight safety of the hypersonic vehicle. In this paper, the jet mode transition is realised by controlling the total jet pressure ratio value (PR) with a function. The jet mode transition from the long penetration mode (LPM) to the short penetration mode (SPM) uses an increasing function. However, the jet mode transition from SPM to LPM uses a decreasing function. The flow field reconstruction process of a two-dimensional axisymmetric blunt body model in the hypersonic flow is studied when the jet mode transition between SPM and LPM changes into each other. The flow field structures and wall parameters of the LPM and SPM transition processes are obtained. The results indicate that the drag and Stanton number both decrease in the transition stage from LPM to SPM, and this is beneficial for the improvement of the drag reduction and thermal protection effect. The peak values of drag and Stanton number fall by 36.39% and 46.40%, respectively. When the jet mode transforms from SPM to LPM, the Stanton number increases, and the drag force first increases and then decreases. However, the final drag reduction effect is not obvious. With the increase in the change rate of the total pressure ratio of the two jet transformation modes, the jet mode transition time is advanced, and the flow field changes more violently.

Cascade control design for supercavitating vehicles with actuator saturation and the estimation of the domain of attraction

Supercavitating vehicles can achieve underwater high-speed motion using supercavitation drag-reduction technology; however, the vehicle-cavity interaction can lead to strong nonlinear characteristics, which pose substantial challenges to the classical control method. This paper proposes a linear matrix inequality (LMI)-based cascade control to realize an efficient depth-tracking task subject to actuator saturation. First, the depth-tracking error cascade scheme is established. Then, the saturation constraint can be represented using the convex hull to obtain a linear-parameter-varying inner-loop model. Finally, the feedback gains can be optimized by using LMIs. Moreover, the domain of attraction can be estimated to obtain the feasible operating range, which can provide an overall guideline for practitioners. We evaluated the proposed method through a comparative simulation, and the results show that it quickly reached the desired depth without overshoot under actuator saturation, indicating the method’s feasibility and efficiency.

Numerical research on drag-reduction characteristics of a body of revolution based on periodic forcing

Effective drag-reduction technology is important for enhancing navigation speed, extending endurance, and enabling efficient energy usage of underwater vehicles. In this study, we investigated the effectiveness of a body of revolution to influence the turbulent boundary-layer properties by performing numerical simulations and varying a periodic sinusoidal force in a series of annular slots. The selected control parameters included the normalized periodic force amplitude and periodic force frequency; the effects of these parameters on drag reduction have not been demonstrated in previous studies. The surface pressure and velocity analyses revealed that frictional drag accounted for 71.7% of the total drag reduction, and it was the dominant contributor to the drag-reduction effect. Unsteady vortices were generated in the boundary layer, and a retarded fluid region was created on the surface. A clockwise vortex was generated downstream of the annular slots during blowing, reducing the pressure drag on the surface of the revolution body. The clockwise vortex weakened when suction was applied. The results of this research might provide ideas for solving the drag-reduction problem in the design of revolving-body-type underwater vehicles.

CASE STUDY ON THE LARGE DIAMETER PIPE JACKING FOR UTILITY TUNNEL

Pipe jacking have been widely used in utility tunnel constructions as an environment-friendly method in China. This study is focus on the critical technologies used in the pipe jacking for the utility tunnel in Huanggang Mingzhu road. The inner and outer diameter of this utility tunnel are 4m and 4.8m respectively, which is the largest circular pipe jacking project in China at present. This utility tunnel is designed under the urban main road with a heavy traffic, so the control accuracy of pipe jacking construction is required to be high. According to the characteristics of the project and actual construction technical measures, the key construction technologies including pipe jacking equipment, launching of small spacing, slurry circulating, the drag reduction technology, and the control of surface settlement are discussed in this paper. Meanwhile, the jacking force and ground settlement during pipe jacking construction are monitored. The results show that the selected pipe jacking machine has good adaptability to the geological conditions of the project. The actual jacking force is much smaller than the theoretical value, and the two intermediate jacking stations are not activated. In addition, the road surface deformation is -8–5mm during the whole process of pipe jacking construction, which has no impact on surface traffic.

Applications of Supercavitation Drag Reduction Technology in Naval Gun Underwater Attack and Defense Warfare

China has lagged behind in the construction of underwater attack and defense system for a long time, and there is still a lack of effective means for rapid anti submarine and underwater short-range / terminal defense in large areas. This paper analyzes the characteristics of underwater combat targets and equipment, and puts forward the combat mode of naval gun underwater attack and defense system based on supercavitation drag reduction technology. This paper expounds the application and development status of supercavitation drag reduction technology in the field of gun weapons, analyzes the key technologies involved in the development of naval gun underwater attack and defense combat, and looks forward to the application prospect of new naval weapons, which can provide technical support for improving the comprehensive combat capability of naval gun.

Drag Reduction Technology of Water Flow on Microstructured Surfaces: A Novel Perspective from Vortex Distributions and Densities.

Revealing the turbulent drag reduction mechanism of water flow on microstructured surfaces is beneficial to controlling and using this technology to reduce turbulence losses and save energy during water transportation. Two microstructured samples, including a superhydrophobic and a riblet surface, were fabricated near which the water flow velocity, and the Reynolds shear stress and vortex distribution were investigated using a particle image velocimetry. The dimensionless velocity was introduced to simplify the Ω vortex method. The definition of vortex density in water flow was proposed to quantify the distribution of different strength vortices. Results showed that the velocity of the superhydrophobic surface (SHS) was higher compared with the riblet surface (RS), while the Reynolds shear stress was small. The vortices on microstructured surfaces were weakened within 0.2 times that of water depth when identified by the improved ΩM method. Meanwhile, the vortex density of weak vortices on microstructured surfaces increased, while the vortex density of strong vortices decreased, proving that the reduction mechanism of turbulence resistance on microstructured surfaces was to suppress the development of vortices. When the Reynolds number ranged from 85,900 to 137,440, the drag reduction impact of the superhydrophobic surface was the best, and the drag reduction rate was 9.48%. The reduction mechanism of turbulence resistance on microstructured surfaces was revealed from a novel perspective of vortex distributions and densities. Research on the structure of water flow near the microstructured surface can promote the drag reduction application in the water field.