Prediction of the drag reduction effect of pulsating pipe flow based on machine learning

Prediction of drag reduction effect caused by pulsating pipe flows is examined using machine learning. First, a large set of flow field data is obtained experimentally by measuring turbulent pipe flows with various pulsation patterns. Consequently, more than 7000 waveforms are applied, obtaining a maximum drag reduction rate and maximum energy saving rate of 38.6% and 31.4%, respectively. The results indicate that the pulsating flow effect can be characterized by the pulsation period and pressure gradient during acceleration and deceleration. Subsequently, two machine learning models are tested to predict the drag reduction rate. The results confirm that the machine learning model developed for predicting the time variation of the flow velocity and differential pressure with respect to the pump voltage can accurately predict the nonlinearity of pressure gradients. Therefore, using this model, the drag reduction effect can be estimated with high accuracy.     

Generic Transport Aft-body Drag Reduction using Active Flow Control

Active flow-separation control is an effective and efficient mean for drag reduction and unsteady load alleviation resulting from locally or massively separated flow. Such a situation occurs in configurations where the aerodynamic performance is of secondary importance to functionality. The performance of heavy transport helicopters and aeroplanes, having a large, and almost flat, aft loading ramp suffer from the poor aerodynamics of the aft body. Hence, a combined experimental and numerical investigation was undertaken on a generic transport aeroplane/helicopter configuration. The experimental study provided surface pressures, direct drag measurements, surface and smoke flow visualization. The baseline flow was numerically analyzed, using finite volume solutions of the RANS equations. The baseline flow around the model was insensitive to the Reynolds number in the range it was tested. The flow separating from the aft body was characterized by two main sources of drag and unsteadiness. The first is a separation bubble residing at the lower ramp corner and the second is a pair of vortex systems developing and separating from the sides of the ramp. As the model incidence is decreased, the pair of vortex systems also penetrates deeper towards the centerline of the ramp, decreasing the pressure and increasing the drag. As expected, the ramp lower corner bubble was highly receptive to periodic excitation introduced from four addressable piezo-fluidic actuators situated at the ramp lower corner. Total drag was reduced by 3–11%, depending on the model incidence. There are indications that the flow in the wake of the model is also significantly steadier when the bubble at the lower ramp corner is eliminated. The vortex system is tighter and steadier when the ramp-corner bubble is eliminated.     

Evaluation of the drag force by integrating the energy dissipation rate in stokes flow for 2D domains using the FEM

The total drag force on the surface of a body, which is the sum of the form drag and the skin friction drag in a 2D domain, is numerically evaluated by integrating the energy dissipation rate in the whole domain for an incompressible Stokes fluid. The finite element method is used to calculate both the energy dissipation rate in the whole domain as well as the drag on the boundary of the body. The evaluation of the drag and the energy dissipation rate are post-processing operations which are carried out after the velocity field and the pressure field for the flow over a particular profile have been obtained. The results obtained for the flow over three different but constant area profiles—a circle, an ellipse and a cross-section of a prolate spheroid—with uniform inlet velocity are presented and it is shown that the total drag force times the velocity is equal to the total energy dissipation rate in the entire finite flow domain. Hence, by calculating the energy dissipation rate in the domain with unit velocity specified at the far-field boundary enclosing the domain, the drag force on the boundary of the body can be obtained.     

Drag on two nonuniformly structured flocs moving along the axis of a cylindrical tube

The boundary effect on the drag on two identical, nonuniformly structured flocs moving along the axis of a cylindrical tube filled with a Newtonian fluid is investigated at a small to medium larger Reynolds number. A two-layer model is adopted to simulate various possible structures of a floc, and the flow field inside is described by Darcy–Brinkman model. The results of numerical simulation reveal that a convective flow is present in the rear region of a floc when Reynolds number is on the order of 40. The presence of the tube wall and/or the porous structure of a floc has the effect of reducing that convective flow. For a fixed level of the volume-average permeability of a floc, the influence of the tube wall on the drag depends upon floc structure; the influence on a nonuniformly structured floc is more significant than that on a uniformly structured floc. The more nonuniform the floc structure, the more appreciable the deviation of the drag coefficient–Reynolds number curve from a Stokes’-law-like relation becomes. The smaller the volume-average permeability of a floc and/or the smaller the separation distance between the two flocs, the greater is the deviation, but the presence of the tube wall has the effect of reducing that deviation.     

Drag on an ellipsoid particle in free-molecular plasma flow

Based on the analysis of molecular gas dynamics, the drag and moment acting on an ellipsoid particle of revolutionX ²/a ²+Y ²/a ²+Z ²/c ²=1, as an example of nonspherical particles, are studied under the condition of free-molecular plasma flow with thin plasma sheaths. A nonzero moment which causes nonspherical particle self-oscillation and self-rotation around its own axis in the plasma flow—similar to the pitching moment in aerodynamics—is discovered for the first time. When the ratio of axis lengthc/a is unity, the moment is zero and the drag formula are reduced to the well-known results of spherical particles. The effects of the particle-plasma relative velocity, the plasma temperature, and the particle materials on the drag and moment are also investigated.     

船舶水下减阻抗污涂层的研究综述

船舶由于在航行时受到各种阻力,消耗了大量能量,增加了航行成本。船舶水下阻力的来源可以大致分为船体阻力和生物质附加阻力。本文基于对阻力和生物质黏附形成过程的分析,介绍了水下减阻领域的进展突破,总结了具有减阻、抗污性质的涂层研究情况,从超疏水、超亲水减阻材料和自抛光防污涂料、低表面能抗黏附材料、防污剂等方面,对其中相关的科学问题和解决方法进行了综述。     

Polymer and surface roughness effects on the drag crisis for falling spheres

We make time resolved velocity measurements of steel spheres in free fall through liquid using a continuous ultrasound technique. We explore two different ways to induce large changes in drag on the spheres: 1) a small quantity of viscoelastic polymer added to water and 2) altering the surface of the sphere. Low concentration polymer solutions and/or a pattern of grooves in the sphere surface induce an early drag crisis, which may reduce drag by more than 50% compared to smooth spheres in pure water. On the other hand, random surface roughness and/or high concentration polymer solutions reduce drag progressively and suppress the drag crisis. We also present a qualititative argument which ties the drag reduction observed in low concentration polymer solutions to the Weissenberg number and normal stress difference.     

Analysis of polymer drag reduction mechanisms from energy budgets

The transfer of energy in drag reducing viscoelastic flows is analyzed through a sequence of energetic budgets that include the mean and turbulent kinetic energy, and the mean polymeric energy and mean elastic potential energy. Within the context of single-point statistics, this provides a complete picture of the energy exchange between the mean, turbulent and polymeric fields. The analysis utilizes direct simulation data of a fully developed channel flow at a moderately high friction Reynolds number of 1000 and at medium (30%) and high (58%) drag reduction levels using a FENE-P polymeric model.Results show that the primary effect of the interaction between the turbulent and polymeric fields is to transfer energy from the turbulence to the polymer, and that the magnitude of this transfer does not change between the low and high drag reduction flows. This one-way transfer, with an amplitude independent of the drag reduction regime, comes in contradiction with the purely elastic coupling which is implicit within the elastic theory of the polymer drag reduction phenomenon by Tabor and De Gennes (Europhys. Lett. 2, pp. 519–522, 1986).