• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.8 no.4
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• pp.519-526
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• 1996

A 2D-LDV system was employed to investigate the flow field characteristics in fully developed drag reducing turbulent channel flows. The additive used in this study was Habon-G which showed splendid drag reduction effect and minimum mechanical degradation trend in the closed flow circulation loop. In order to have better understanding of the drag reduction mechanism, the instantaneous velocities were carefully measured under various experimental conditions and the flow characteristics including time-averaged velocity, turbulent intensity and Reynolds shear stresses were carefully assessed. The time-averaged velocity profiles of surfactant flows showed more parabolic shape(typically shown in a laminar flow) together with significant suppression of turbulent production, yielding the shear induced micelle structure orienting in the flow direction due to its isotropic characteristics. Especially it was observed that the maximum intensity for drag reducing flows was shifted away from the wall and that the streamwise and normal turbulent intensities were strongly altered. This phenomenon strongly suggests that the viscous sublayer becomes thicker with addition of surfactant. Turbulent momentum transport was drastically suppressed across the whole drag reducing channel flow.

• Journal of ILASS-Korea
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• v.1 no.3
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• pp.20-28
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• 1996

It is well known that drag reduction in single phase liquid flow is affected by polymer material, molecular weight, polymer concentration, pipe diameter, and flow velocity. Drag reduction in two phase flow can be applied to the transport of crude oil, phase change system such as chemical reactor, pool and boiling flow, and to present cavitation which occurs in pump impellers. But the research of drag reduction in two phase flow is not sufficient. The purpose of the present work is to evaluate the drag reduction by measuring pressure drop, void fraction whether polymer is added in the horizontal two phase system or not. Experiment has been conducted in a test section with 24 m of the inner diameter and 1,500 mm of the length. The used polymer materials are two kinds of polyacrylamide[PAAM] and co-polymer[A611P]. The polymer concentration was varied with 50, 100 and 200 ppm under the same experimental conditions. Experimental results were shown that the drag is higher reduced by co-polymer rather than polyanylamide.

• Transactions of the Korean Society of Mechanical Engineers
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• v.3 no.4
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• pp.151-157
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• 1979

An experomental study on drg reduction in the rough tubes is presunted using the drrective drag reducing proymer solutions. The friction factors of the rough tubes follow the maximum drag reduction asymptote for the lower Reynolds numbers in the turbulent flow. However, as the Reynols number is increased the rougher tube results deviate from the maximum drag rduction asymptote sooner than the less rough tube results. There appears a systematic deviation from the maximum drag reduction asymptote depending on the relative roughness just as friction factors for the Newtonian hluid inthe rough tubes exhibit in the turbulent region. The minor loss results inthe various fittings such as elbows, tees, and gate valves are presunted The fittings show higher values of the loss coefficient in the drag reducing polymer solutions than in the Newtonian fluid, which is quite contrary to the drag reduction phenomenon in the straight tubes. The eqivalent length of the fittings for the drag reducing polymer solutions is many times longer than that for Newtonian fluids due to the increase of the loss coefficient and the decrease of the friction factor. It is speculated that the solid-like behavior of the polymer solutions in the abruptly changing folw passage plays a significant role in increasing the loss coefficient.

• Wind and Structures
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• v.12 no.1
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• pp.49-61
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• 2009

A method is presented to estimate the form drag and the base pressure on a triangular cylinder in the presence of blockage effect. The Strouhal number, which is found to increase with the flow constriction experimentally by Ramamurthy & Ng (1973), may be decoupled from the blockage effect when re-defined by using the velocity at flow separation and a theoretical wake width. By incorporating this wake width into the momentum equation by Maskell (1963) for the confined flow, a relationship between the form drag and the base pressure is derived. Independently, the experimental data of surface pressure from Ramamurthy & Lee (1973) are found to be independent of the blockage effect when expressed in terms of a modified pressure coefficient involving the pressure at separation. Using the potential flow model by Parkinson & Jandali (1970) and its subsequent development in Yeung & Parkinson (2000) for the unconfined flow, a linear relation between the pressure at separation and the form drag is formulated. By solving the two equations simultaneously with a specified blockage ratio and an apex angle of the triangular cylinder, the predictions of the drag and the base pressure are in reasonable agreement with experimental data. A new theoretical relationship for the Strouhal number, pressure drag coefficient and base pressure proposed in this study allows the confinement effect to be appropriately taken into consideration. The present approach may be extended to three-dimensional bluff bodies.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.8 no.2
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• pp.198-207
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• 1996

It is well known that drag reduction in single phase liquid flow is affected by polymer material, molecular weight, polymer concentration, pipe diameter, and flow velocity. Drag reduction in two phase flow can be applied to the transport of crude oil, phase change system such as chemical reactor, pool and boiling flow, and to present cavitation which occurs in pump impellers. But the research of drag reduction in two phase flow is not sufficient. The purpose of the present work is to evaluate the drag reduction by measuring pressure drop, void fraction, mean liquid velocity, and turbulent intensity whether polymer is added in the horizontal two phase system or not. Experiment has been conducted in a test section with the inner diameter of 24mm and the length of 1,500mm. The polymer materials used are two kinds of polyacrylamide[PAAM] and co-polymer[A611P]. The polymer concentration was varied with 50, 100 and 200 ppm under the same experimental conditions. Experimental results showed that the drag reduction of co-polymer is higher than that of polyacrylamide. Mean liquid velocities increased as polymer was added, and turbulent intensity decreased inversely near the pipe wall.

• 유체기계공업학회:학술대회논문집
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• 2006.08a
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• pp.191-194
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• 2006

In this paper, we present a detailed mechanism of drag reduction by dimples and roughness on a sphere by measuring the streamwise velocity above the dimpled and roughened surfaces, respectively. Dimples cause local flow separation and trigger the shear layer instability along the separating shear layer, resulting in generation of large turbulence intensity. With this increased turbulence, the flow reattaches to the sphere surface with high momentum near the wall and overcomes strong adverse pressure gradient formed in the rear sphere surface. As a result, dimples delay main separation and reduce drag significantly. The present study suggests that generation of a separation bubble, i.e. a closed-loop streamline consisting of separation and reattachment, on a body surface is an important flow-control strategy for drag reduction on a bluff body such as the sphere and cylinder. In the case of roughened sphere, the boundary layer flow is directly triggered by roughness and changes to a turbulent flow. Due to this change, the drag significantly decreases. As the Reynolds number further increases, transition to turbulence occurs earlier on the sphere surface. Because of faster growth of turbulent boundary layer by roughness, earlier transition thickens the boundary layer, resulting in earlier separation and drag increase with increasing Reynolds number

• Proceedings of the KSME Conference
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• 2002.08a
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• pp.479-482
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• 2002

Riblets with longitudinal grooves along the streamwise direction have been used as an effective flow control technique for drag reduction. A flexible micro-riblet with v-grooves of peak-to-peak spacing of $300{\mu}m$ was made using a MEMS fabrication process of PDMS replica. The flexible micro-riblet was attached on the whole surface of a NACA0012 airfoil with which grooves are aligned with the streamwise direction. The riblet surface reduces drag coefficient about $7.9{\%}\;at\;U_o=3.3m/s$, however, it increases drag about $8{\%}\;at\;U_o=7.0m/s$, compared with the smooth airfoil without riblets. The near wake has been investigated experimentally far the cases of drag reduction ($U_o\;=\;3.3 m/s$) and drag increase ($U_o\;=\;7 m/s$). Five hundred instantaneous velocity fields were measured for each experimental condition using the cross-correlation PIV velocity field measurement technique. The instantaneous velocity fields were ensemble averaged to get spatial distribution of turbulent statistics such as turbulent kinetic energy. The experimental results were compared with those of a smooth airfoil under the same flow condition. The micro-riblet surface influences the near wake flow structure largely, especially in the region near the body surface

• Journal of the Society of Naval Architects of Korea
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• v.45 no.5
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• pp.487-494
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• 2008

An experimental assessment has been made of the drag reducing efficiency of the outer-layer vertical blades, which were first devised by Hutchins (2003). The drag reduction efficiency of the blades was reported to reach as much as 30%. The assessment of the drag reducing efficiency is mainly restricted to the downstream region of the blades. Indeed, sufficient care has not been taken to such adverse effects as the increase in the wetted surface area and the flow disturbances due to the presence of the blades. In the present study, a series of drag force measurements in towing tank and circulating water channel has been performed toward the assessments of the total drag reduction efficiency of the outer-layer vertical blades.

• International Journal of Ocean System Engineering
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• v.1 no.4
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• pp.222-229
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• 2011

In this paper, we present the concept and main mission of the Crabster, an underwater walking robot. The main focus is on the modeling of drag and lift forces on the legs of the robot, which comprise the main difference in dynamic characteristics between on-land and underwater robots. Drag and lift forces acting on the underwater link are described as a function of the relative velocity of the link with respect to the fluid using the strip theory. Using the translational velocity of the link as the rotational velocity of the joint, we describe the drag force as a function of joint variables. Generalized drag torque is successfully derived from the drag force as a function of generalized variables and its first derivative, even though the arm has a roll joint and twist angles between the joints. To verify the proposed model, we conducted drag torque simulations using a simple Selective Compliant Articulated Robot Arm.

• Journal of computational fluids engineering
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• v.18 no.3
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• pp.42-50
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• 2013

The supersonic airplane with flapped biplane, Busemann biplane equipped flap, is superior to drag and noise reduction due to wave cancelation effect between upper and lower airfoils. In this study, it is numerically calculated and analyzed the lift, drag and lift to drag ratio of flapped biplane with respect to various the length and angle of the flap. Euler solver of EDISON CFD, web based computational fluid dynamic solver for the purpose of education, is employed. Depending on the length of the flap, lift and drag increase linearly, and there exists the optimum flap angle which maximize the lift-to-drag ratio at the freestream mach 2.0 on-design condition. The predictable relational expression is driven as liner equation. As a results of comparison with drag of flapped biplane, Busemann biplane, and diamond airfoil with the same lift, the drag of flapped biplane is 88.76% lower than that of the Busemann biplane and 70.67% lower than that of the diamond airfoil. In addition, the change of pressure is compared to confirm the noise reduction effect of flapped biplane at h/c=5 of lower airfoil. The shock strength of flapped biplane is smaller than that of other airfoils.