• Fashion & Textile Research Journal
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• v.3 no.5
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• pp.473-478
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• 2001

The newly developed cone drum twister is one of the outer surface contacting friction-twisting devices in false-twist texturing. An investigation of the drag angle for the newly developed cone drum twister texturing mechanism is reported. An analysis is given from which equations can be derived that relate to the conical angle of cone drum, wrapping angle, drag angle, and yam helix angle. Theoretical values of drag angle are calculated and discussed. It is shown that, as the helix angle and the projected wrapping angle increases, the drag angle also increases slowly until the helix angle of $40^{\circ}$ but after the helix angle of $40^{\circ}$ the drag angle increases rapidly. Furthermore the higher the projected wrapping angle and conical angle, the higher the drag angle of friction surface.

• 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

• Applied Science and Convergence Technology
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• v.25 no.6
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• pp.120-123
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• 2016

The rotor of a turbomolecular drag pump is generally made of an aluminum alloy. Its surface finish is affected by various processes that the rotor itself undergoes during the manufacturing phase. The impact of different surface finishes on the pumping performances of a turbomolecular pump has been mainly investigated by Sawada et al [1]. The present work aims to broaden the previous bibliographic study to the drag stages of a turbomolecular pump by testing the impact of different surface finishes on the compression ratio of the pump. Experimental tests have been made focusing on two processes: the corundum sandblasting and the glass microspheres shot-peening. Both the processes flatten and/or physically remove EDM melted spheres; in particular, blasted surfaces obtained by glass shot-peening are generally smoother than surfaces obtained by corundum sandblasting. In order to characterize the surface texture left by such processes, preliminary surface roughness measurements have been made on the drag rotor disks of several pumps. The experimental tests conducted on both sandblasted and shot-peened rotors confirms previous results obtained on the turbo stages by Sawada et al. [1], showing that the average roughness of the surface has an impact on the compression ratio of the pump; in particular, an increment in the surface roughness causes a corresponding increment in the compression ratio of the pump and vice versa. For the tested pumps, the higher surface roughness gives a factor of increment of about 2 on the measured hydrogen maximum compression ratio of the pump.

• 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 Industrial Technology
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• v.22 no.B
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• pp.27-34
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• 2002

3-D numerical studies are performed to investigate the effect of the air dam height and approaching air velocities on the pressure distribution of notchback road vehicle. For this purpose, the models of test vehicle with four different air dam heights are introduced and PHOENICS, a commercial CFD code, is used to simulate the flow phenomena and to estimate the values of pressure coefficients along the surface of vehicle. The standard $k-{\varepsilon}$ model is adopted for the simulation of turbulence. The numerical results show that the height variation of air dam makes almost no influence on the distribution of the value of pressure coefficient along upper and rear surface but makes strong effects on the bottom surface. That is, the value of pressure coefficient becomes smaller as the height is increased along the bottom surface. Approaching air velocity makes no differences on pressure coefficients. Through the analysis of pressure coefficient on the vehicle surface, one tries to assess aerodynamic drag and lift of vehicle. The pressure distribution on the bottom surface affects more on lift than the pressure distribution on the upper surface of the vehicle does. The increase of air dam height makes positive effects on the lift decrease but no effects on drag reduction.

• Journal of Ocean Engineering and Technology
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• v.16 no.4
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• pp.1-6
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• 2002

Experimental investigation of drag reduction by adding a polymer additive(polyacrylamid, N-401P) into water is carried out in a Circular Water Channel. The effect of viscosity, surface roughness and degradation as a function of running time is also measured with varying the concentration of polymer additives(20ppm,100ppm) and Reynolds numbers. Near and far wakes past a circular cylinder are observed by LDV. Drag forces are measured with a strain-gaged device. The experimental results show that around 5%-30% of drag reduction with the polymer solution are observed. The larger effects of drag reduction can be found at low range of Reynolds number, more roughened surface cylinder. The effect of polymer solution for near wakes is larger than for far wakes.

• Transactions of the Korean Society of Automotive Engineers
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• v.4 no.1
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• pp.134-146
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• 1996

Numerical and experimental studies are performed to investigate the effect of the underbody shape of the simplified road vehicle on drag and life. Four different vehicle models with front and rear slanted variations at the lower surface are used in this study. Cases with a slanted underbody surface at front have smaller drag than those without a slanted surface. Also, cases with a slanted underbody surface at rear have smaller lift than those without a slanted surface. Pressure distributions along the model surfaces and velocity fields at the wake region are examined in detail. In general, numerical solutions are in agreement with experimental results.

• Proceedings of the KSME Conference
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• 2007.05b
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• pp.2868-2872
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• 2007

In this study, a passive control using a boat-tail device is conducted for a three-dimensional car model in ground proximity. We consider various boat-tails and investigate the mechanism of drag reduction by them. By varying the length and slant angle of boat-tail, we obtain drag reductions up to 40%. From the oil-surface flow visualization and hot-wire measurement, the drag reduction by the boat-tail is characterized by the shear-layer instability and reattachment on the boat-tail, forming a small separation bubble at the upstream part of boat-tail surface, resulting in the delay of main separation and drag reduction. At high slant angles, the flow fully separates and drag is nearly same as that of no control.

• 한국전산유체공학회:학술대회논문집
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• 2003.08a
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• pp.225-230
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• 2003

The moonpool is a vertical well ill floating barge, frequently found in drilling ships and in diving support vessel. In this paper, numerical simulation of two-dimensional flow in moonpool situated in moving vessel is carried out using the commercial software FLUENT. The focus of the simulation is to understand drag generation mechanics of moonpool flow. To examine the effect of free surface motion on the drag, simulations are also carried out by employing two different boundary conditions at the free surface.

• Journal of the Korean Society for Precision Engineering
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• v.26 no.12
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• pp.117-122
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• 2009

The hexagonal network-type PDMS microstructures were fabricated and they were employed to low-friction drag surfaces. While the lowest contact angle measured from the smooth surface was $108^{\circ}$ the highest contact angle measured from the microstructured surfaces was $145^{\circ}$ The moving speed of bullet-type capsule attached with a PDMS pad of smooth surface ($CA=108^{\circ}$) was 0.1261 m/s and that with a PDMS pad of microstructured surface ($CA=145^{\circ}$) was 0.1464 m/s. Compared with the smooth surface, the microstructured surface showed 16.1% higher moving speed. The network-type microstructures have a composite surface that is composed with air and PDMS solid. Therefore, the surface does not wet: rather water is lifted by the microstructures. Because of the composite surface, water shows slip-flow on the microstructures, and thus friction drag can be reduced.