Maximum Drag Research Articles

The rheological kolmogorov scales of viscoelastic Oldroyd-B fluids

This article introduces a method to determine the Kolmogorov rheological scales for turbulent flow in Viscoelastic Oldroyd-B fluids. The findings reveal a noteworthy characteristic wherein the Kolmogorov rheological length is consistently smaller than that observed in Newtonian cases. Moreover, this length diminishes with an increase in the prominence of elastic effects. Leveraging these rheological scales, a detailed friction equation for turbulent flow in Oldroyd-B fluids is derived. The resultant friction relationship exhibits a high degree of agreement with existing theories. Notably, it delineates the Maximum Drag Reduction (MDR) scenario for the studied case (β=0.9). Additionally, the investigation delves into the onset of drag reduction effects, shedding light on the transitional phases in viscoelastic fluid flows.

Research on the Drag Reduction Performance of Bionic Micro-gradient Surfaces

Long range and high speed are important performance indicators for modern naval equipment such as submarines and ships. Taking the special shield scale structure of shark epidermis as the research object, models of riblets, discontinuous riblets, equal-gradient riblets and shark-like micro-gradient riblets were established, and their effects on flow field characteristics were analyzed. Compared with smooth surfaces, the bionic micro-gradient surface had a maximum drag reduction rate of 9.93% under the combined action of streamwise vortices and spanwise secondary vortices, and maintained a good drag reduction effect over a wide speed range. The bionic micro-gradient surface provides a potential reference for underwater mechanical drag reduction design.

Developing Closed-Form Equations of Maximum Drag and Moment on Rigid Vegetation Stems in Fully Nonlinear Waves

Developing Closed-Form Equations of Maximum Drag and Moment on Rigid Vegetation Stems in Fully Nonlinear Waves

Promote or inhibit turbulence drag reduction behavior of surfactant solutions with different micelle structures by certain nanoparticle addition

The micelle structure of surfactant is easy to be destroyed in the flow process resulting in a decrease in its drag reduction (DR) efficiency; therefore, how to strengthen the stability of the micelle structure during the flow process and thus improve the drag reduction efficiency deserves intensive research. In this work, by comparing a variety of nanoparticles, hydrophobic silica nanoparticles were selected as the best additive to enhance the turbulence drag reduction efficiency of surfactant solution with spherical micelle structure. The experimental results also demonstrated that the hydrophobic silica nanoparticles had a reinforcing effect on anionic, cationic, nonionic, and zwitterionic surfactant solutions with the same concentration (dominated by spherical micelles), and the optimal nanoparticle addition concentration and maximum drag reduction rate were obtained. Meanwhile, the effect of silica nanoparticles on the turbulence drag reduction efficiency of surfactant solutions with different micelle structures was evaluated by inducing the surfactant micelle structure change. It was shown that the hydrophobic silica nanoparticles had a strengthening effect on the turbulence drag reduction performance of surfactant solutions with spherical micelle structure, while they had an inhibiting effect on the turbulence drag reduction performance of surfactant solutions with worm-like micelle structure. The change in solution viscoelasticity indicated that the decrease in viscoelasticity was the main reason for the decrease in drag reduction efficiency of surfactant solution with worm-like micelle structure when silica nanoparticles were added. A mechanism for the interaction of hydrophilic/hydrophobic silica nanoparticles with spherical micelles and wormlike micelle structures was finally discussed and proposed.

Analysis of the Drag Reduction Performance and Rheological Properties of Drag-Reducing Additives.

In the practical application of hydraulic rotating machinery, it is essential to thoroughly explore drag reduction and rheological characteristics of drag-reducing additives to optimize machinery efficiency and reduce equipment consumption. This paper combines simulation and experimental approaches to investigate the drag-reduction performance and rheological properties of drag-reducing additives. Numerical simulations are initially conducted to investigate the shear-thinning properties of drag-reducing fluid and explore variations in drag-reduction rate. Turbulent phenomena characteristics are described by analyzing turbulent statistical quantities. Subsequently, the rheological behaviors of polyethylene oxide (PEO), cetyltrimethyl ammonium chloride (CTAC), and their mixed solutions under different conditions are scrutinized using a rotational rheometer. The findings indicate that the drag reduction effect amplifies as the rheological index n and characteristic time λ decrease. The numerical simulations show a maximum drag reduction rate of 20.18%. In rheological experiments, a three-stage viscosity variation is observed in single drag-reducing additives: shear thickening, shear thinning, and eventual stabilization. Composite drag-reducing additives significantly reduce the apparent viscosity at low shear rates, thereby strengthening the shear resistance of the system.

Achieving travelling wave drag reduction by micro piezoelectric actuator

In order to improve the endurance mileage and the sailing speed of micro underwater vehicles, it is critical to reduce the drag of underwater devices. However, the existing underwater drag reducers are not suitable for micro underwater device due to its large size and complex structure. Inspired by the adaptive deformation of fish to achieve traveling wave drag reduction when the flow field changes, a micro piezo-actuated traveling wave drag reducer (PTWDR, the size of 30 mm × 28 mm × 0.75 mm), which can be embedded into the wall of the micro vehicle and hardly increasing the volume and weight of the vehicle, is proposed in this work to realize active drag reduction. The mechanism of active disturbing the turbulent boundary layer by piezoelectric micro-amplitude traveling waves to achieve drag reduction has been revealed. The drag reduction performance control method, which can meet different drag reduction requirements, is given. The experimental results of frictional drag and total drag indicate that the designed micro PTWDR is feasible to reduce the drag. The maximum local drag reduction rate of 47 % can be achieved at resonance frequency, which can improve the maneuverability of micro vehicles. While when the low frequency is applied, it cannot only obtain a certain drag reduction rate in a large drag reduction area, but also realize net energy saving. This work provides a novel and effective theoretical and technical reference for realizing active drag reduction and net energy saving, which can be applied for micro underwater vehicles.

Experimental investigations on the effects of longitudinal groove fabric for drag reductions on a track cyclist

The previous study has shown that the longitudinal groove fabric can reduce drag forces on a circular cylinder by forcing a drag crisis (Zheng et al. 2021). In this study, the effects of the longitudinal groove fabric are investigated on a full-scale track cycling mannequin. The force measurement results show that the longitudinal groove fabric on the upper arms can achieve a maximum drag reduction of about 7% at a flow speed of 17 m/s, and its control effects depend on flow speeds. Large-scale particle image velocimetry measurements further show that the drag reductions on the upper arm are characterized by diminished streamwise velocity deficits. The control effects also vary on different spanwise locations of the arm, where the flow behaves distinctively. The measurements also reveal the distinct flow dynamics at different heights, i.e., wake interactions and swirling motions, showing the complexity of reducing drag forces from a track cyclist.

Drag reduction design and experiments for the chisel-shaped shovel tip

To address the issue of high resistance encountered by traditional chisel-shaped shovel tips during tillage, this study drew inspiration from the micro V-shaped structures found in shark skin. Using laser cladding technology, a V-shaped wear-resistant coating was applied to the front surface of the shovel, with different drag-reducing V-shaped structures achieved by controlling the coating overlap ratio H (including 20%, 40%, and 60%). Additionally, the rear surface of the shovel tip was designed to mimic the V-shaped morphology of shark skin, proportionally amplified, and given a certain backward tilt angle θ to further reduce resistance. Through the discrete element simulation experiments while maintaining θ at 0°, it was found that the shovel tip achieved the best drag reduction effect when H was 40%. Based on this, the study varied the values of θ (including 0°, 1°, 3°, and 5°) while keeping H at 40%. Discrete element simulation experiments were conducted at depths of 250mm, 275mm, and 300mm to analyze the disturbance effect, fragmentation effect, and resistance of the shovel tip. Considering all factors, the shovel tip with θ of 5° was selected as the optimal choice. Finally, a soil trench experiment was conducted to verify the performance of the V-shaped shovel tip with H of 40% and θ of 5°, as well as the chisel-shaped shovel tip, in tillage operations. The experimental results showed good agreement with the simulation results, and the designed V-shaped shovel tip achieved a maximum drag reduction of 12.87%. This design provides valuable references for the structural optimization of subsoiler, contributing to the improvement of their performance and efficiency.

Numerical simulations of the flow past a perforated plate enclosed by a filament using the Immersed Boundary Method

The influence of the central hole on dynamics of the coupled system including a perforated plate and a filament was numerically investigated using the immersed boundary method (IBM). Dynamics of the system were first investigated across various length ratios of filament to plate Lr and hole sizes Dh at the Reynolds number Re=100. When Dh≤0.1, the IBM was proven to be unusable due to the area leakage brought about by the smoothed approximation of the Dirac delta function. When Dh>0.1, the calculation results were reliable and showed that the key values were not significantly affected by Dh. Compared to a bare plate, the system exhibits a maximum drag reduction of about 30% at Lr=2.0, regardless of Dh. In contrast to a closed system, a hole facilitated a more harmonious filament flap by allowing fluid exchange, thereby preventing local oscillation of the filament. Additionally, the multiple frequency dominant (MFD) mode was observed and its distribution in Lr-Dh space was also presented. Finally, the simulations under various Re were conducted. The effect of Dh on the system drag was still weak regardless of Re. However, the filament motion changed from periodic to chaotic as Re increased.

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.

Multiscale simulations of viscoelastic fluids in complex geometries using a finitely extensible nonlinear elastic transient network model

This paper presents a novel implementation of a numerical scheme for predicting complex flows of viscoelastic fluids using a finitely extensible nonlinear elastic (FENE) transient network model. This model extends the FENE model by incorporating chain interactions and accounting for the way in which the maximum chain length, drag, and relaxation time are influenced by entanglement and disentanglement processes. Three different initial networks are considered (disentanglement, entanglement, and aleatory), and the influence of variables such as the kinetic rate constants, elasticity, and chain length on the microstate concentration, stresses, and drag force is investigated. It is shown that although the concentrations of the microstates are independent of the Weissenberg number and the maximum extension length, the stresses and hence the drag are influenced by them.

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.

Drag reduction in a spanwise-infinite boat-tailed body through multiple transverse grooves

Appropriately-designed spanwise-extruded small grooves, oriented transverse to the freestream flow, may delay flow separation in adverse pressure gradients by generating local and stable recirculation zones. In this study, we explore the potential of multiple grooves to reduce the drag on a boat-tailed bluff body characterized by vortex shedding. Numerical simulations reveal that the presence of two consecutive transverse grooves results in a maximum boat-tail drag reduction of 23.2%, further decreasing the drag by 15% when compared to the performance of the same boat-tailed bluff body with a single groove. This flow-control mechanism proves effective when the flow reattachment takes place downstream of both grooves throughout the entire vortex-shedding cycle, leading to the formation of two distinct local recirculation zones within the grooves. Lower frictional losses are observed along the streamline bounding the recirculation within the grooves as compared to the friction losses caused by the no-slip boundary conditions along the lateral walls of a plain boat tail (i.e., without grooves). Consequently, the boundary layer exhibits higher momentum downstream of the grooves, resulting in a delayed flow separation and an improved reduction in body drag for the boat tail.

An experimental investigation and flow-system simulation about the influencing of silica–magnesium oxide nano-mixture on enhancing the rheological properties of Iraqi crude oil

This study aims to investigate the effects of introducing a 50/50 mixture of silica and magnesium oxide nanoparticles (SNP + MgONP) to the viscosity of Al-Ahdab crude oil (Iraq) at varied concentrations and temperatures. It is observed that the viscosity value drops from 38.49 to 7.8 cP. The highest degree of viscosity reduction is measured to be 56.91% at the maximum temperature of 50 °C and the greatest concentration of 0.4 wt% SM4. The Bingham model can be used to classify the behavior of the crude oil before the Nano-mixture is added. The liquid behavior grew closer to Newtonian behavior once the Nano-mixture was added. Along with a rise in plastic and effective viscosity values, the yield stress value decreases as the concentration of the Nano-mixture increases. The numerical data demonstrate that when the volume proportion of nanoparticles increases, the pressure distribution decreases. Furthermore, as the nanoparticle volume fraction increases, the drag decrease would also increase. SM4 obtains a maximum drag reduction of 53.17%. It is discovered that the sample SM4 has a maximum flow rate increase of 2.408%. Because they reduce the viscosity of crude oil, nanoparticles also reduce the friction factor ratio.

Experimental Study on the Performance of Frictional Drag Reducer with Low Gravity Solids

Reducing energy consumption during drilling operations is beneficial to both the environment and economy. Frictional drag reducers (FDR) are widely used to reduce the energy loss caused by turbulent flow. FDR plays an important role in flow lines as they can reduce the frictional pressure drop effectively, and benefit the selection of circulating fluid and pump. However, several factors can influence the performance of FDR, including fluid additives and incorporated solids, such as drill solids. Thus, the main objective of this paper is to study the influence of low gravity solids (LGS) on the performance of the FDR. This paper is mainly based on experimental study. The experimental work contains two parts: rheology characterization and flow loop tests. Rheology characterization tests were performed to calculate the flow consistency index (K) and flow behavior index (n). Flow loop experiments were conducted for two geometry (0.457 inch and 0.797 inch diameter). Xanthan gum was used as a fractional drag reducer. Bentonite and quartz sand were added as low gravity solids. Three designed water-based mud systems are tested for drag reduction efficiency of Xanthan gum. Flow rate of the mud varied from 3 gpm to 16 gpm. Concentration of Xanthan ranged from 0.1 lbm/bbl to 0.6 lbm/bbl. Low weight solids were added with weight percentage of 0.5%, 1%, 2% and 2.5%. The result shows that xanthan gum is an efficient drag reducer for adequate reasons. Firstly, even at al low concentration, xanthan gum shows high resistance to degradation. Secondly, the maximum drag reduction with xanthan gum is up to 70.54% with a concentration of 0.6 lbm/bbl. However, the existence of different low gravity solids influence the efficiency of xanthan gum in different styles. Experiment results indicate that the higher the weight percentage of bentonite, the lower the drag reduction effectiveness. While with the increasing concentration of quartz sand, the drag reduction does not show an intense change. This study intents to give an instructive guidance on usage of frictional drag reducers in drilling mud system design. Removal of low gravity solids from the mud is difficult, which pose a danger to the drilling fluid. By understanding the effectiveness of FDR, we can reduce energy consumption when irremovable low gravity solids exist. FDR can be used for modifying the mud contents to develop a lower pressure gradient under turbulent flow condition. In the same scenario, adding FDR can suppress turbulent at a constant pressure gradient but with a higher flow rate.

Turbulent drag reduction in compressible flows using streamwise traveling waves

Skin-friction drag reduction (DR) in supersonic turbulent channel flows using streamwise traveling waves of spanwise velocity (STWSV) has been studied using direct numerical simulations. In the present study, simulations are carried out for different phase speeds of the upstream and downstream traveling waves for a bulk Mach number Mab=1.5 and bulk Reynolds number Reb = 3000. The efficacy of the control has been investigated for other bulk Reynolds numbers as well. The Stokes layer generated by the control affects the near-wall statistics primarily by modifying the coherent structures, thereby either reducing or aggravating the skin-friction drag. For Reb = 3000 and Mab=1.5, a maximum drag reduction (DRmax) of 49% is achieved, primarily due to suppression of sweeps and ejections on application of control. The efficacy of skin-friction drag reduction varies in a small range when Reb is varied from 3000 to 6000; however, the maximum drag reduction is observed for Reb = 4000, owing to a drastic decrease in sweep events. Quadrant analysis reveals that for drag reduction (DR) cases, STWSV reduce magnitude of streamwise u′ and wall-normal w′ velocity fluctuations magnitude and stacks them around zero. In contrast, w′ is increased for drag increase (DI) cases. Skin-friction decomposition using Fukagata, Iwamoto and Kasagi (FIK) identity suggests that the control alters the turbulent component significantly. The behavior of the control is also studied at Mab = 0.3 and 2.5, and it is observed that the maximum drag reduction obtained decreases for high bulk Mach numbers.

Spatial discretization effects in spanwise forcing for turbulent drag reduction

Wall-based spanwise forcing has been experimentally used with success by Auteri et al. (Phys. Fluids, vol. 22, 2010, 115103) to obtain large reductions of turbulent skin-friction drag and considerable energy savings in a pipe flow. The spatial distribution of the azimuthal wall velocity used in the experiment was not continuous, but piecewise constant. The present study is a numerical replica of the experiment, based on a set of direct numerical simulations (DNS); its goal is the identification of the effects of spatially discrete forcing, as opposed to the idealized sinusoidal forcing considered in the majority of numerical studies. Regardless of the discretization, with DNS the maximum drag reduction is found to be larger: the flow easily reaches complete relaminarization, whereas the experiment was capped at 33 % drag reduction. However, the key result stems from the observation that, for the piecewise-constant forcing, the apparent irregularities of the experimental data appear in the simulation data too. They derive from the rich harmonic content of the discontinuous travelling wave, which alters the drag reduction of the sinusoidal forcing. A detailed understanding of the contribution of each harmonic reveals that, whenever for example technological limitations constrain one to work far from the optimal forcing parameters, a discrete forcing may perform very differently from the corresponding ideal sinusoid, and in principle can outperform it. However, care should be exercised in comparison, as discrete and continuous forcing have different energy requirements.

Performance enhancement of a Box-Wing airliner with the application of riblets

The rapid growth of the commercial aviation sector in recent years, as well as the ambitious emission reduction targets, necessitate the investigation of novel methods to improve the aerodynamic efficiency of future airliners. With increasing passenger demand and evolving industry requirements, innovative designs, like the Box-Wing aircraft configuration, and flow control techniques, such as riblets, are essential to enhance efficiency, reduce fuel consumption and emissions, and meet future aviation needs. In this work, the performance enhancement of a novel Box-Wing airliner with the application of riblets is investigated through CFD modeling. The riblets are small, streamwise grooves aligned with the airflow, which when applied correctly, can reduce the turbulent skin friction drag. The riblets installed on the aircraft are modeled through a dedicated surrogate model, based on the cross-section area of their groove. In this study, both optimal size riblets, as well as constant size riblets, have been examined, assessing the performance degradation associated with the practical application limitations. The results show that the riblets can improve the aircraft’s aerodynamic characteristics, with a maximum drag reduction of 60 drag counts, as well as the overall flight performance, providing a maximum increase of 6.4% in payload and 13.3% in range.

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.

Enhancing savonius rotor model with additional grooves on hydrokinetic turbine performance

Hydrokinetic turbines use different rotors for technological and economic reasons. Even though it performs poorly, vertical-axis hydrokinetic turbines use the Savonius rotor. The object of research is a Savonius rotor model with additional grooves. The study addresses the need to improve the efficiency and overall performance of Savonius rotor models in hydrokinetic turbines, which are widely used for harnessing energy from flowing water currents. The problem involves understanding how different groove configurations affect the aerodynamic behavior and energy extraction efficiency of the Savonius rotor in hydrokinetic turbine applications. The test results revealed that incorporating grooves led to notable improvements in efficiency (ɳ) and coefficient of drag (CD). Grooved blades exhibited a maximum efficiency of 30.97 % and a maximum drag coefficient of 2.71. Notably, blades with a groove width of 12.5 mm emerged as the optimal model, demonstrating an efficiency peak of 35.66 % and a drag coefficient 3.08. This indicates a substantial increase in efficiency by 4.69 % and a corresponding rise in the drag coefficient by 0.37 for grooved blades. The grooves on grooved blades increase friction, improving performance. Grooved rotor blades improve turbine performance significantly. Savonius rotor models in hydrokinetic turbines extract more energy by optimizing groove width and arrangement to maximize drag coefficient and efficiency. This research affects hydrokinetic turbine design and optimization for renewable energy generation. Engineers and designers can improve the performance and efficiency of the Savonius rotor model in hydrokinetic turbine applications by applying this study’s findings