The cutaneous ridges on dolphin skin have long been believed to effectively reduce friction drag, thereby contributing to overall drag reduction. However, since these skin ridges are oriented perpendicular to the swim...The cutaneous ridges on dolphin skin have long been believed to effectively reduce friction drag, thereby contributing to overall drag reduction. However, since these skin ridges are oriented perpendicular to the swimming direction, they also generate additional pressure drag, raising questions about the impact of the shape-induced pressure forces on swimming. Inspired by the microvibrations observed on dolphin skin, we hypothesize that the microstructure on dolphin skin is not static but dynamically oscillates in the form of Longitudinal Micro-Ultrasonic Waves (LMUWs). To explore this, we carried out a series of Computational Fluid Dynamics (CFD) simulations based on Large Eddy Simulation (LES) model to investigate the impact of pressure drag on the total drag acting on an oscillating skin surface under realistic turbulent flow conditions. The results indicate that the dynamic skin oscillations induce a new dynamic Stokes boundary layer, which has the potential to convert pressure drag into a negative force, thereby reducing total drag under the influence of traveling LMUW excitations. Furthermore, a relative velocity ξ, defined as the difference between the wave speed c and the external flow speed U, is introduced to evaluate the drag-reduction effect dominated by pressure. The findings reveal that pressure drag remains negative when ξ > 0. As ξ increases, the thrust effect induced by negative pressure becomes increasingly significant, ultimately counteracting friction drag and eliminating total drag. This pressure-dominated drag reduction mechanism thus demonstrates a novel strategy for the drag reduction technology and the potential of unveiling the mysteries behind dolphin swimming.展开更多
In this paper,a series of flutter simulations are carried out to investigate the effects of split drag rudder(SDR)on the transonic flutter characteristic of rigid NACA 64A010.A structural dynamic model addressing two-...In this paper,a series of flutter simulations are carried out to investigate the effects of split drag rudder(SDR)on the transonic flutter characteristic of rigid NACA 64A010.A structural dynamic model addressing two-degree-of-freedom pitch-plunge aeroelastic oscillations was coupled with the unsteady Reynolds-averaged Navier-Stokes equations to perform flutter simulation.Meanwhile,the influence mechanism of SDR on flutter boundary is explained through aerodynamic work and the correlated shock wave location.The results show that the SDR delays the shock wave shifting downstream,and the Mach number corresponding to reaching freeze region increases as the split angle increases.Therefore,the peak value of aerodynamic moment coefficient amplitude and the sharp ascent process of phase occurs at higher Mach number,which leads to the delay in the occurrence of the transonic dip.Besides,before the transonic dip of airfoil without SDR occurs,the aerodynamic moment phase of airfoil with the SDR decreases slowly due to the decrease in the speed of shock wave moving downstream.This results in an increased flutter speed when employing the SDR before the transonic dip of airfoil without SDR occurs.Meanwhile,the effects of asymmetric split angles on the transonic flutter characteristics are also investigated.Before the transonic dip of airfoil without SDR occurs,the flutter characteristic is dominated by the smaller split angle.展开更多
The primary objective in aircraft transportation is to minimize turbulent drag, thereby conserving energy and reducing emissions. We propose a sector-shaped counter-flow dielectric barrier discharge plasma actuator, w...The primary objective in aircraft transportation is to minimize turbulent drag, thereby conserving energy and reducing emissions. We propose a sector-shaped counter-flow dielectric barrier discharge plasma actuator, which leverages jet synthesis for drag reduction. A drag control experiment was conducted in a low-speed wind tunnel with a controlled flow velocity of 9.6 m/s(Re = 1.445 × 10^(4)). This study investigated the effects of varying pulse frequencies and actuation voltages on the turbulent boundary layer. Using a hot-wire measurement system, we analyzed the pulsating and time-averaged velocity distributions within the boundary layer to evaluate the streamwise turbulent drag reduction. The results show that the local TDR decreases as the pulse frequency increases, reaching a maximum reduction of approximately 20.97% at a pulse frequency of 50 Hz. In addition, as the actuation voltage increases, the friction coefficient decreases, increasing the drag reduction rate. The maximum drag reduction of approximately 33.34% is achieved at an actuation voltage of 10 kV.展开更多
Slickwater fracturing fluids are widely used in the development of unconventional oil and gas resources due to the advantages of low cost,low formation damage and high drag reduction performance.However,their performa...Slickwater fracturing fluids are widely used in the development of unconventional oil and gas resources due to the advantages of low cost,low formation damage and high drag reduction performance.However,their performance is severely affected at high temperatures.Drag reducing agent is the key to determine the drag reducing performance of slickwater.In this work,in order to further improve the temperature resistance of slickwater,a temperature-resistant polymeric drag reducing agent(PDRA)was synthesized and used as the basis for preparing the temperature-resistant slickwater.The slickwater system was prepared with the compositions of 0.2 wt%PDRA,0.05 wt%drainage aid nonylphenol polyoxyethylene ether phosphate(NPEP)and 0.5 wt%anti-expansion agent polyepichlorohydrindimethylamine(PDM).The drag reduction ability,rheology properties,temperature and shear resistance ability,and core damage property of slickwater were systematically studied and evaluated.In contrast to on-site drag reducing agent(DRA)and HPAM,the temperature-resistant slickwater demonstrates enhanced drag reduction efficacy at 90℃,exhibiting superior temperature and shear resistance ability.Notably,the drag reduction retention rate for the slickwater achieved an impressive 90.52%after a 30-min shearing period.Additionally,the core damage is only 5.53%.We expect that this study can broaden the application of slickwater in high-temperature reservoirs and provide a theoretical basis for field applications.展开更多
The complex structure of the bottom of a high-speed train is an important source of train aerodynamic drag.Thus,improving the bottom structure is of great significance to reduce the aerodynamic drag of the train.In th...The complex structure of the bottom of a high-speed train is an important source of train aerodynamic drag.Thus,improving the bottom structure is of great significance to reduce the aerodynamic drag of the train.In this study,computational fluid dynamics(CFD)based on three-dimensional steady incompressible Reynolds-average Naiver-Stokes(RANS)equations and Realizable k-εturbulence model were utilized for numerical simulations.Inspired by the concept of streamlined design and the idea of bottom flow field control,this study iteratively designed the bogies in a streamlined shape and combined them with the bottom deflectors to investigate the joint drag reduction mechanism.Three models,i.e.,single-bogie model,simplified train model,and eight-car high-speed train model,were created and their aerodynamic characteristics were analyzed.The results show that the single-bogie model with streamlined design shows a noticeable drag reduction,whose power bogie and trailer bogie experience 13.92%and 7.63%drag reduction,respectively.The range of positive pressure area on the bogie is reduced.The aerodynamic drag can be further reduced to 15.01%by installing both the streamlined bogie and the deflector on the simplified train model.When the streamlined bogies and deflectors are used on the eight-car model together,the total drag reduction rate reaches 2.90%.Therefore,the proposed aerodynamic kit for the high-speed train bottom is capable to improve the flow structure around the bogie regions,reduce the bottom flow velocity,and narrow the scope of the train’s influence on the surrounding environment,achieving the appreciable reduction of aerodynamic drag.This paper can provide a new idea for the drag reduction of high-speed trains.展开更多
Reducing the aerodynamic drag and noise levels of high-speed pantographs is important for promoting environmentally friendly,energy efficient and rapid advances in train technology.Using computational fluid dynamics t...Reducing the aerodynamic drag and noise levels of high-speed pantographs is important for promoting environmentally friendly,energy efficient and rapid advances in train technology.Using computational fluid dynamics theory and the K-FWH acoustic equation,a numerical simulation is conducted to investigate the aerodynamic characteristics of high-speed pantographs.A component optimization method is proposed as a possible solution to the problemof aerodynamic drag and noise in high-speed pantographs.The results of the study indicate that the panhead,base and insulator are the main contributors to aerodynamic drag and noise in high-speed pantographs.Therefore,a gradual optimization process is implemented to improve the most significant components that cause aerodynamic drag and noise.By optimizing the cross-sectional shape of the strips and insulators,the drag and noise caused by airflow separation and vortex shedding can be reduced.The aerodynamic drag of insulator with circular cross section and strips with rectangular cross section is the largest.Ellipsifying insulators and optimizing the chamfer angle and height of the windward surface of the strips can improve the aerodynamic performance of the pantograph.In addition,the streamlined fairing attached to the base can eliminate the complex flow and shield the radiated noise.In contrast to the original pantograph design,the improved pantograph shows a 21.1%reduction in aerodynamic drag and a 1.65 dBA reduction in aerodynamic noise.展开更多
To improve the cruise flight performance of aircraft, two new configurations of plasma actuators(grid-type and super-dense array) were investigated to reduce the turbulent skin friction drag of a low-speed airfoil. Th...To improve the cruise flight performance of aircraft, two new configurations of plasma actuators(grid-type and super-dense array) were investigated to reduce the turbulent skin friction drag of a low-speed airfoil. The induced jet characteristics of the two actuators in quiescent air were diagnosed with high-speed particle image velocimetry(PIV), and their drag reduction efficiencies were examined under different operating conditions in a wind tunnel. The results showed that the grid-type plasma actuator was capable of producing a wall-normal jet array(peak magnitude: 1.07 m/s) similar to that generated in a micro-blowing technique, while the superdense array plasma actuator created a wavy wall-parallel jet(magnitude: 0.94 m/s) due to the discrete spanwise electrostatic forces. Under a comparable electrical power consumption level,the super-dense array plasma actuator array significantly outperformed the grid-type configuration,reducing the total airfoil friction drag by approximately 22% at a free-stream velocity of 20 m/s.The magnitude of drag reduction was proportional to the dimensionless jet velocity ratio(r), and a threshold r = 0.014 existed under which little impact on airfoil drag could be discerned.展开更多
Large Eddy Simulation(LES)is first used to investigate the drag reduction effect of an array-based configuration of Plasma Synthetic Jet Actuators(PSJAs)on a hemisphere in supersonic inflow,and analyze the effect of e...Large Eddy Simulation(LES)is first used to investigate the drag reduction effect of an array-based configuration of Plasma Synthetic Jet Actuators(PSJAs)on a hemisphere in supersonic inflow,and analyze the effect of energy allocation and array angle on the drag reduction performance of opposing Plasma Synthetic Jet(PSJ)in this paper.Numerical simulation results have been compared with experimental data,confirming the validity of the simulation method.The results show that different energy allocations have a significant effect on the drag of the hemisphere.However,the effect of the change in array angle on the drag of the hemisphere is not as noticeable as the effect caused by energy allocation.Interference regions between the two PSJAs occur,which undermine the effectiveness of drag reduction.High Turbulent Kinetic Energy(TKE)regions primarily concentrate on the core region of the jet and downstream of the bow shock.The influence of the array angle on TKE is most evident in the downstream region of the exits of the PSJs on both sides.Temporal evolution of the coherent structures reveals that as the PSJ intensity decreases,the largescale vortices progressively break up into smaller-scale vortices,and energy is also transferred from large-scale structures to small-scale structures.展开更多
The wheels have a considerable influence on the aerodynamic properties and can contribute up to 25%of the total drag on modern vehicles.In this study,the effect of the wheel spoke structure on the aerodynamic performa...The wheels have a considerable influence on the aerodynamic properties and can contribute up to 25%of the total drag on modern vehicles.In this study,the effect of the wheel spoke structure on the aerodynamic performance of the isolated wheel is investigated.Subsequently,the 35°Ahmed body with an optimized spoke structure is used to analyze the flow behavior and the mechanism of drag reduction.The Fluent software is employed for this investigation,with an inlet velocity of 40 m/s.The accuracy of the numerical study is validated by comparing it with experimental results obtained from the classical Ahmed model.To gain a clearer understanding of the effects of the wheel spoke parameters on the aerodynamics of both the wheel and Ahmedmodel,and five design variables are proposed:the fillet angleα,the inside arc radius R1,the outside radius R2,and the same length of the chord L1 and L2.These variables characterize the wheel spoke structure.The Optimal Latin Hypercube designmethod is utilized to conduct the experimental design.Based on the simulation results of various wheel spoke designs,the Kriging model and the adaptive simulated annealing algorithm is selected to optimize the design parameters.The objective is to achieve the best combination for maximum drag reduction.It is indicated that the optimized spoke structure resulted in amaximum drag reduction of 5.7%and 4.7%for the drag coefficient of the isolated wheel and Ahmed body,respectively.The drag reduction is primarily attributed to changes in the flow state around the wheel,which suppressed separation bubbles.Additionally,it influenced the boundary layer thickness around the car body and reduced the turbulent kinetic energy in the wake flow.These effects collectively contributed to the observed drag reduction.展开更多
A relatively high aerodynamic drag is an important factor that hinders the further acceleration of high-speed trains.Using the shear stress transport(SST)k-ωturbulence model,the effect of various vortex generator typ...A relatively high aerodynamic drag is an important factor that hinders the further acceleration of high-speed trains.Using the shear stress transport(SST)k-ωturbulence model,the effect of various vortex generator types on the aerodynamic characteristics of an ICE2(Inter-city Electricity)train has been investigated.The results indi-cate that the vortex generators with wider triangle,trapezoid,and micro-ramp arranged on the surface of the tail car can significantly change the distribution of surface pressure and affect the vorticity intensity in the wake.This alteration effectively reduces the resistance of the tail car.Meanwhile,the micro-ramp vortex generator with its convergent structure at the rear exhibits enhancedflow-guiding capabilities,resulting in a 15.4%reduction in the drag of the tail car.展开更多
To reduce the drag generated by the recirculation flow at the rocket base in a RocketBased Combined Cycle(RBCC)engine operating in the ramjet/scramjet mode,a novel annular rocket RBCC engine based on a central plug co...To reduce the drag generated by the recirculation flow at the rocket base in a RocketBased Combined Cycle(RBCC)engine operating in the ramjet/scramjet mode,a novel annular rocket RBCC engine based on a central plug cone was proposed.The performance loss mechanism caused by the recirculation flow at the rocket base and the influence of the plug cone configuration on the thrust performance were studied.Results indicated that the recirculation flow at the rocket base extended through the entire combustor,which creates an extensive range of the"low-kineticenergy zone"at the center and leads to an engine thrust loss.The plug cone serving as a surface structure had a restrictive effect on the internal flow of the engine,making it smoothly transit at the position of the large separation zone.The model RBCC engine could achieve a maximum thrust augmentation of 37.6%with a long plug cone that was twice diameter of the inner isolator.However,a shorter plug cone that was half diameter of the inner isolator proved less effective at reducing the recirculation flow for a supersonic flow and induced an undesirable flow fraction that diminished the thrust performance.Furthermore,the effectiveness of the plug cone increased with the flight Mach number,indicating that it could further broaden the operating speed range of the scramjet mode.展开更多
The averaged equation of motion for linear acceleration in the BCF swimming mode was derived using the Elongated Body Theory(EBT)through time averaging.An analytical solution for the linear acceleration swimming veloc...The averaged equation of motion for linear acceleration in the BCF swimming mode was derived using the Elongated Body Theory(EBT)through time averaging.An analytical solution for the linear acceleration swimming velocity was obtained,revealing that the average velocity follows a hyperbolic tangent function of time,which can be considered a semi-empirical formula for linear acceleration swimming.The formula’s parameters,such as the steady swimming velocity and the acceleration time constant,can be determined by conducting experiments on linear acceleration,enabling the estimation of drag coefficient,effective added mass,thrust,and drag force.We developed a tensegrity robotic tuna and conducted a linear acceleration experiment.The results confirmed both the averaged equation of motion and its empirical formula,indicating that the formula is not limited by EBT and can be extended to large amplitude swimming and thunniform swimmers with large aspect ratio caudal fins.This provides researchers with an efficient and easy-to-implement method to estimate the swimming thrust and drag forces through linear acceleration experiments,without the need for complex and expensive flow field and force measurement equipment.展开更多
In the case of reverse drag of normal faulting, the displacement and horizontal extension are determined based on the established equations for the three mechanisms: rigid body, vertical shear and inclined shear. Ther...In the case of reverse drag of normal faulting, the displacement and horizontal extension are determined based on the established equations for the three mechanisms: rigid body, vertical shear and inclined shear. There are three sub-cases of basal detachment for the rigid body model: horizontal detachment, antithetic detachment and synthetic detachment. For the rigid body model, the established equations indicate that the total displacement on the synthetic base (D<sub>t2</sub>) is the largest, that on the horizontal base (D<sub>t1</sub>) is moderate, and that on the antithetic base (D<sub>t3</sub>) is the smallest. On the other hand, the value of (D<sub>t1</sub>) is larger than the displacement for the vertical shear (D<sub>t4</sub>). The value of (D<sub>t1</sub>) is larger than or less than the displacement for the inclined shear (D<sub>t5</sub>) depending on the original fault dip δ<sub>0</sub>, bedding angle θ, and the angle of shear direction β. For all original parameters, the value of D<sub>t5</sub> is less than the value of D<sub>t4</sub>. Also, by comparing three rotation mechanisms, we find that the inclined shear produces largest extension, the rigid body model with horizontal detachment produces the smallest extension, and the vertical shear model produces moderate extension.展开更多
In engineering applications (Like an ocean riser), fluid flow around bluff bodies generates substantial resistance, which can jeopardize structural integrity, lifespan, and escalate resource consumption. Therefore, em...In engineering applications (Like an ocean riser), fluid flow around bluff bodies generates substantial resistance, which can jeopardize structural integrity, lifespan, and escalate resource consumption. Therefore, employing drag reduction measures becomes particularly crucial. This paper employs the immersed boundary method to investigate the impact of transversely oriented appendage plate flexibility on the drag of cylinders under different Reynolds numbers and distances. The results indicate that flexible appendage plate exerts drag reduction effects on the downstream cylinder, with this effect gradually diminishing as Reynolds numbers increase. At identical Reynolds numbers, the drag reduction effect initially increases and then decreases with distance, with the optimal drag reduction distance observed at D = 2.5. Compared to cylinders without appendage plate, the maximum drag reduction achieved is 30.551%. Addressing the drag reduction issue in cylinders holds significant importance for ensuring engineering structural integrity, enhancing engineering efficiency, and developing novel underwater towing systems.展开更多
Experimental and theoretical studies of drag embedment plate anchors recently carried out in Tianjin University are summarized in this research paper, which involve a series of important topics relevant to the study o...Experimental and theoretical studies of drag embedment plate anchors recently carried out in Tianjin University are summarized in this research paper, which involve a series of important topics relevant to the study of drag anchors. The techniques for measuring the trajectory and movement direction of drag anchors in soils, the techniques for measuring the moving embedment point and reverse eatenary shape of the embedded drag line, the penetration mechanism and kinematic behavior of drag anchors, the ultimate embedment depth of drag anchors, the movement direction of the anchor with an arbitrary fluke section, the reverse catenary properties of the embedded drag line, the interaetional properties between drag anchor and installation line, the kinematic model of drag anchors in seabed soils, and the analytical method for predicting the anchor trajectory in soils will all be examined. The present work remarkably reduces the uncertainties in design and analysis of drag embedment plate anchors, and is beneficial to improving the application of this new type of drag anchor in offshore engineering.展开更多
Positioning drag anchors in seabed soils are strongly influenced not only by the properties of the anchor and soil, but also by the characteristics of the installation line. The investigation on the previous predictio...Positioning drag anchors in seabed soils are strongly influenced not only by the properties of the anchor and soil, but also by the characteristics of the installation line. The investigation on the previous prediction methods related to anchor positioning demonstrates that the prediction of the anchor position during dragging has inevitably introduced some key and unsubstantiated hypotheses and the applicability of these methods is limited. In the present study, the interactional system between the drag anchor and installation line is firstly introduced for the analysis of anchor positioning. Based on the two mechanical models for embedded lines and drag anchors, the positioning equations for drag anchors have been derived both for cohesive and noncohesive soils. Since the drag angle at the shackle is the most important parameter in the positioning equations, a novel analytical method that can predict both the variation and the exact value of the drag angle at the shackle is proposed. The analytical method for positioning drag anchors which combines the interactional system between the drag anchor and the installation line has provided a reasonable theoretic approach to investigate the anchor behaviors in soils. By comparing with the model flume experiments, the sensitivity, effectiveness and veracity of the positioning method are well verified.展开更多
A drag prediction method based on thrust drag bookkeeping（TDB） is introduced for civil jet propulsion/airframe integration performance analysis.The method is derived from the control volume theory of a powered-on na...A drag prediction method based on thrust drag bookkeeping（TDB） is introduced for civil jet propulsion/airframe integration performance analysis.The method is derived from the control volume theory of a powered-on nacelle.Key problem of the TDB is identified to be accurate prediction of velocity coefficient of the powered-on nacelle.Accuracy of CFD solver is validated by test cases of the first AIAA Propulsion Aerodynamics Workshop.Then the TDB method is applied to thrust and drag decomposing of a realistic aircraft.A linear relation between the computations assumed free stream Mach number and the velocity coefficient result is revealed.The thrust losses caused by nozzle internal drag and pylon scrubbing are obtained by the isolated nacelle and mapped on to the in-flight whole configuration analysis.Effects of the powered-on condition are investigated by comparing through-flow configuration with powered-on configuration.The variance on aerodynamic coefficients and pressure distribution is numerically studied.展开更多
Aerodynamic drag is proportional to the square of speed. With the increase of the speed of train, aerodynamic drag plays an important role for high-speed train. Thus, the reduction of aerodynamic drag and energy consu...Aerodynamic drag is proportional to the square of speed. With the increase of the speed of train, aerodynamic drag plays an important role for high-speed train. Thus, the reduction of aerodynamic drag and energy consumption of high-speed train is one of the essential issues for the development of the desirable train system. Aerodynamic drag on the traveling train is divided into pressure drag and friction one. Pressure drag of train is the force caused by the pressure distribution on the train along the reverse running direction. Friction drag of train is the sum of shear stress, which is the reverse direction of train running direction. In order to reduce the aerodynamic drag, adopting streamline shape of train is the most effective measure. The velocity of the train is related to its length and shape. The outer wind shields can reduce train's air drag by about 15%. At the same time, the train with bottom cover can reduce the air drag by about 50%, compared with the train without bottom plate or skirt structure.展开更多
基金supported by the Japan Society for the Promotion of Science(JSPS KAKENHI No.23H01373).
文摘The cutaneous ridges on dolphin skin have long been believed to effectively reduce friction drag, thereby contributing to overall drag reduction. However, since these skin ridges are oriented perpendicular to the swimming direction, they also generate additional pressure drag, raising questions about the impact of the shape-induced pressure forces on swimming. Inspired by the microvibrations observed on dolphin skin, we hypothesize that the microstructure on dolphin skin is not static but dynamically oscillates in the form of Longitudinal Micro-Ultrasonic Waves (LMUWs). To explore this, we carried out a series of Computational Fluid Dynamics (CFD) simulations based on Large Eddy Simulation (LES) model to investigate the impact of pressure drag on the total drag acting on an oscillating skin surface under realistic turbulent flow conditions. The results indicate that the dynamic skin oscillations induce a new dynamic Stokes boundary layer, which has the potential to convert pressure drag into a negative force, thereby reducing total drag under the influence of traveling LMUW excitations. Furthermore, a relative velocity ξ, defined as the difference between the wave speed c and the external flow speed U, is introduced to evaluate the drag-reduction effect dominated by pressure. The findings reveal that pressure drag remains negative when ξ > 0. As ξ increases, the thrust effect induced by negative pressure becomes increasingly significant, ultimately counteracting friction drag and eliminating total drag. This pressure-dominated drag reduction mechanism thus demonstrates a novel strategy for the drag reduction technology and the potential of unveiling the mysteries behind dolphin swimming.
文摘In this paper,a series of flutter simulations are carried out to investigate the effects of split drag rudder(SDR)on the transonic flutter characteristic of rigid NACA 64A010.A structural dynamic model addressing two-degree-of-freedom pitch-plunge aeroelastic oscillations was coupled with the unsteady Reynolds-averaged Navier-Stokes equations to perform flutter simulation.Meanwhile,the influence mechanism of SDR on flutter boundary is explained through aerodynamic work and the correlated shock wave location.The results show that the SDR delays the shock wave shifting downstream,and the Mach number corresponding to reaching freeze region increases as the split angle increases.Therefore,the peak value of aerodynamic moment coefficient amplitude and the sharp ascent process of phase occurs at higher Mach number,which leads to the delay in the occurrence of the transonic dip.Besides,before the transonic dip of airfoil without SDR occurs,the aerodynamic moment phase of airfoil with the SDR decreases slowly due to the decrease in the speed of shock wave moving downstream.This results in an increased flutter speed when employing the SDR before the transonic dip of airfoil without SDR occurs.Meanwhile,the effects of asymmetric split angles on the transonic flutter characteristics are also investigated.Before the transonic dip of airfoil without SDR occurs,the flutter characteristic is dominated by the smaller split angle.
基金Project supported by the National Natural Science Foundation of China (Grant Nos. 61971345 and 52107174)。
文摘The primary objective in aircraft transportation is to minimize turbulent drag, thereby conserving energy and reducing emissions. We propose a sector-shaped counter-flow dielectric barrier discharge plasma actuator, which leverages jet synthesis for drag reduction. A drag control experiment was conducted in a low-speed wind tunnel with a controlled flow velocity of 9.6 m/s(Re = 1.445 × 10^(4)). This study investigated the effects of varying pulse frequencies and actuation voltages on the turbulent boundary layer. Using a hot-wire measurement system, we analyzed the pulsating and time-averaged velocity distributions within the boundary layer to evaluate the streamwise turbulent drag reduction. The results show that the local TDR decreases as the pulse frequency increases, reaching a maximum reduction of approximately 20.97% at a pulse frequency of 50 Hz. In addition, as the actuation voltage increases, the friction coefficient decreases, increasing the drag reduction rate. The maximum drag reduction of approximately 33.34% is achieved at an actuation voltage of 10 kV.
基金supported by the National Natural Science Foundation of China(Nos.52222403,52074333,52120105007)Taishan Scholar Young Expert(No.tsqn202211079)。
文摘Slickwater fracturing fluids are widely used in the development of unconventional oil and gas resources due to the advantages of low cost,low formation damage and high drag reduction performance.However,their performance is severely affected at high temperatures.Drag reducing agent is the key to determine the drag reducing performance of slickwater.In this work,in order to further improve the temperature resistance of slickwater,a temperature-resistant polymeric drag reducing agent(PDRA)was synthesized and used as the basis for preparing the temperature-resistant slickwater.The slickwater system was prepared with the compositions of 0.2 wt%PDRA,0.05 wt%drainage aid nonylphenol polyoxyethylene ether phosphate(NPEP)and 0.5 wt%anti-expansion agent polyepichlorohydrindimethylamine(PDM).The drag reduction ability,rheology properties,temperature and shear resistance ability,and core damage property of slickwater were systematically studied and evaluated.In contrast to on-site drag reducing agent(DRA)and HPAM,the temperature-resistant slickwater demonstrates enhanced drag reduction efficacy at 90℃,exhibiting superior temperature and shear resistance ability.Notably,the drag reduction retention rate for the slickwater achieved an impressive 90.52%after a 30-min shearing period.Additionally,the core damage is only 5.53%.We expect that this study can broaden the application of slickwater in high-temperature reservoirs and provide a theoretical basis for field applications.
基金Project(2020YFA0710901)supported by the National Key Research and Development Program of ChinaProject(2023JJ30643)supported by the Natural Science Foundation of Hunan Province,China+1 种基金Project(12372204)supported by the National Natural Science Foundation of ChinaProject(2022ZZTS0725)supported by the Self-exploration and Innovation Project for Postgraduates of Central South University,China。
文摘The complex structure of the bottom of a high-speed train is an important source of train aerodynamic drag.Thus,improving the bottom structure is of great significance to reduce the aerodynamic drag of the train.In this study,computational fluid dynamics(CFD)based on three-dimensional steady incompressible Reynolds-average Naiver-Stokes(RANS)equations and Realizable k-εturbulence model were utilized for numerical simulations.Inspired by the concept of streamlined design and the idea of bottom flow field control,this study iteratively designed the bogies in a streamlined shape and combined them with the bottom deflectors to investigate the joint drag reduction mechanism.Three models,i.e.,single-bogie model,simplified train model,and eight-car high-speed train model,were created and their aerodynamic characteristics were analyzed.The results show that the single-bogie model with streamlined design shows a noticeable drag reduction,whose power bogie and trailer bogie experience 13.92%and 7.63%drag reduction,respectively.The range of positive pressure area on the bogie is reduced.The aerodynamic drag can be further reduced to 15.01%by installing both the streamlined bogie and the deflector on the simplified train model.When the streamlined bogies and deflectors are used on the eight-car model together,the total drag reduction rate reaches 2.90%.Therefore,the proposed aerodynamic kit for the high-speed train bottom is capable to improve the flow structure around the bogie regions,reduce the bottom flow velocity,and narrow the scope of the train’s influence on the surrounding environment,achieving the appreciable reduction of aerodynamic drag.This paper can provide a new idea for the drag reduction of high-speed trains.
基金supported by National Natural Science Foundation of China(12372049)Science and Technology Program of China National Accreditation Service for Confor-mity Assessment(2022CNAS15)+1 种基金Sichuan Science and Technology Program(2023JDRC0062)Independent Project of State Key Laboratory of Rail Transit Vehicle System(2023TPL-T06).
文摘Reducing the aerodynamic drag and noise levels of high-speed pantographs is important for promoting environmentally friendly,energy efficient and rapid advances in train technology.Using computational fluid dynamics theory and the K-FWH acoustic equation,a numerical simulation is conducted to investigate the aerodynamic characteristics of high-speed pantographs.A component optimization method is proposed as a possible solution to the problemof aerodynamic drag and noise in high-speed pantographs.The results of the study indicate that the panhead,base and insulator are the main contributors to aerodynamic drag and noise in high-speed pantographs.Therefore,a gradual optimization process is implemented to improve the most significant components that cause aerodynamic drag and noise.By optimizing the cross-sectional shape of the strips and insulators,the drag and noise caused by airflow separation and vortex shedding can be reduced.The aerodynamic drag of insulator with circular cross section and strips with rectangular cross section is the largest.Ellipsifying insulators and optimizing the chamfer angle and height of the windward surface of the strips can improve the aerodynamic performance of the pantograph.In addition,the streamlined fairing attached to the base can eliminate the complex flow and shield the radiated noise.In contrast to the original pantograph design,the improved pantograph shows a 21.1%reduction in aerodynamic drag and a 1.65 dBA reduction in aerodynamic noise.
基金supported by National Natural Science Foundation of China (Nos.12002384, U2341277,and 52025064)Foundation Strengthening Program (No.2021JJ-0786)。
文摘To improve the cruise flight performance of aircraft, two new configurations of plasma actuators(grid-type and super-dense array) were investigated to reduce the turbulent skin friction drag of a low-speed airfoil. The induced jet characteristics of the two actuators in quiescent air were diagnosed with high-speed particle image velocimetry(PIV), and their drag reduction efficiencies were examined under different operating conditions in a wind tunnel. The results showed that the grid-type plasma actuator was capable of producing a wall-normal jet array(peak magnitude: 1.07 m/s) similar to that generated in a micro-blowing technique, while the superdense array plasma actuator created a wavy wall-parallel jet(magnitude: 0.94 m/s) due to the discrete spanwise electrostatic forces. Under a comparable electrical power consumption level,the super-dense array plasma actuator array significantly outperformed the grid-type configuration,reducing the total airfoil friction drag by approximately 22% at a free-stream velocity of 20 m/s.The magnitude of drag reduction was proportional to the dimensionless jet velocity ratio(r), and a threshold r = 0.014 existed under which little impact on airfoil drag could be discerned.
基金supported by the National Science and Technology Major Project of China (No. J2019-Ⅲ-00100054)the National Natural Science Foundation of China (Nos. 52075538, 12202488, 92271110)+1 种基金the Natural Science Foundation of Hunan Province, China (No. 2023JJ30622)the Natural Science Program of National University of Defense Technology, China (No. ZK22-30)
文摘Large Eddy Simulation(LES)is first used to investigate the drag reduction effect of an array-based configuration of Plasma Synthetic Jet Actuators(PSJAs)on a hemisphere in supersonic inflow,and analyze the effect of energy allocation and array angle on the drag reduction performance of opposing Plasma Synthetic Jet(PSJ)in this paper.Numerical simulation results have been compared with experimental data,confirming the validity of the simulation method.The results show that different energy allocations have a significant effect on the drag of the hemisphere.However,the effect of the change in array angle on the drag of the hemisphere is not as noticeable as the effect caused by energy allocation.Interference regions between the two PSJAs occur,which undermine the effectiveness of drag reduction.High Turbulent Kinetic Energy(TKE)regions primarily concentrate on the core region of the jet and downstream of the bow shock.The influence of the array angle on TKE is most evident in the downstream region of the exits of the PSJs on both sides.Temporal evolution of the coherent structures reveals that as the PSJ intensity decreases,the largescale vortices progressively break up into smaller-scale vortices,and energy is also transferred from large-scale structures to small-scale structures.
基金funding of the National Natural Science Foundation of China (Nos.52072156,51605198)Postdoctoral Foundation of China (2020M682269).
文摘The wheels have a considerable influence on the aerodynamic properties and can contribute up to 25%of the total drag on modern vehicles.In this study,the effect of the wheel spoke structure on the aerodynamic performance of the isolated wheel is investigated.Subsequently,the 35°Ahmed body with an optimized spoke structure is used to analyze the flow behavior and the mechanism of drag reduction.The Fluent software is employed for this investigation,with an inlet velocity of 40 m/s.The accuracy of the numerical study is validated by comparing it with experimental results obtained from the classical Ahmed model.To gain a clearer understanding of the effects of the wheel spoke parameters on the aerodynamics of both the wheel and Ahmedmodel,and five design variables are proposed:the fillet angleα,the inside arc radius R1,the outside radius R2,and the same length of the chord L1 and L2.These variables characterize the wheel spoke structure.The Optimal Latin Hypercube designmethod is utilized to conduct the experimental design.Based on the simulation results of various wheel spoke designs,the Kriging model and the adaptive simulated annealing algorithm is selected to optimize the design parameters.The objective is to achieve the best combination for maximum drag reduction.It is indicated that the optimized spoke structure resulted in amaximum drag reduction of 5.7%and 4.7%for the drag coefficient of the isolated wheel and Ahmed body,respectively.The drag reduction is primarily attributed to changes in the flow state around the wheel,which suppressed separation bubbles.Additionally,it influenced the boundary layer thickness around the car body and reduced the turbulent kinetic energy in the wake flow.These effects collectively contributed to the observed drag reduction.
基金supported by the National Natural Science Foundation of China(12372049)Sichuan Science and Technology Program(2023JDRC0062)+1 种基金Science and Technology Program of China National Accreditation Service for Conformity Assessment(2022CNAS15)the Independent Project of State Key Laboratory of Rail Transit Vehicle System(2023TPL-T06).
文摘A relatively high aerodynamic drag is an important factor that hinders the further acceleration of high-speed trains.Using the shear stress transport(SST)k-ωturbulence model,the effect of various vortex generator types on the aerodynamic characteristics of an ICE2(Inter-city Electricity)train has been investigated.The results indi-cate that the vortex generators with wider triangle,trapezoid,and micro-ramp arranged on the surface of the tail car can significantly change the distribution of surface pressure and affect the vorticity intensity in the wake.This alteration effectively reduces the resistance of the tail car.Meanwhile,the micro-ramp vortex generator with its convergent structure at the rear exhibits enhancedflow-guiding capabilities,resulting in a 15.4%reduction in the drag of the tail car.
基金supported by the National Natural Science Foundation of China(Nos.11925207 and 92252206)the Hunan Province Graduate Innovation Project,China(No.XJCX2023059)。
文摘To reduce the drag generated by the recirculation flow at the rocket base in a RocketBased Combined Cycle(RBCC)engine operating in the ramjet/scramjet mode,a novel annular rocket RBCC engine based on a central plug cone was proposed.The performance loss mechanism caused by the recirculation flow at the rocket base and the influence of the plug cone configuration on the thrust performance were studied.Results indicated that the recirculation flow at the rocket base extended through the entire combustor,which creates an extensive range of the"low-kineticenergy zone"at the center and leads to an engine thrust loss.The plug cone serving as a surface structure had a restrictive effect on the internal flow of the engine,making it smoothly transit at the position of the large separation zone.The model RBCC engine could achieve a maximum thrust augmentation of 37.6%with a long plug cone that was twice diameter of the inner isolator.However,a shorter plug cone that was half diameter of the inner isolator proved less effective at reducing the recirculation flow for a supersonic flow and induced an undesirable flow fraction that diminished the thrust performance.Furthermore,the effectiveness of the plug cone increased with the flight Mach number,indicating that it could further broaden the operating speed range of the scramjet mode.
基金financial support via the National Natural Science Foundation of China granted No.51275127.
文摘The averaged equation of motion for linear acceleration in the BCF swimming mode was derived using the Elongated Body Theory(EBT)through time averaging.An analytical solution for the linear acceleration swimming velocity was obtained,revealing that the average velocity follows a hyperbolic tangent function of time,which can be considered a semi-empirical formula for linear acceleration swimming.The formula’s parameters,such as the steady swimming velocity and the acceleration time constant,can be determined by conducting experiments on linear acceleration,enabling the estimation of drag coefficient,effective added mass,thrust,and drag force.We developed a tensegrity robotic tuna and conducted a linear acceleration experiment.The results confirmed both the averaged equation of motion and its empirical formula,indicating that the formula is not limited by EBT and can be extended to large amplitude swimming and thunniform swimmers with large aspect ratio caudal fins.This provides researchers with an efficient and easy-to-implement method to estimate the swimming thrust and drag forces through linear acceleration experiments,without the need for complex and expensive flow field and force measurement equipment.
文摘In the case of reverse drag of normal faulting, the displacement and horizontal extension are determined based on the established equations for the three mechanisms: rigid body, vertical shear and inclined shear. There are three sub-cases of basal detachment for the rigid body model: horizontal detachment, antithetic detachment and synthetic detachment. For the rigid body model, the established equations indicate that the total displacement on the synthetic base (D<sub>t2</sub>) is the largest, that on the horizontal base (D<sub>t1</sub>) is moderate, and that on the antithetic base (D<sub>t3</sub>) is the smallest. On the other hand, the value of (D<sub>t1</sub>) is larger than the displacement for the vertical shear (D<sub>t4</sub>). The value of (D<sub>t1</sub>) is larger than or less than the displacement for the inclined shear (D<sub>t5</sub>) depending on the original fault dip δ<sub>0</sub>, bedding angle θ, and the angle of shear direction β. For all original parameters, the value of D<sub>t5</sub> is less than the value of D<sub>t4</sub>. Also, by comparing three rotation mechanisms, we find that the inclined shear produces largest extension, the rigid body model with horizontal detachment produces the smallest extension, and the vertical shear model produces moderate extension.
文摘In engineering applications (Like an ocean riser), fluid flow around bluff bodies generates substantial resistance, which can jeopardize structural integrity, lifespan, and escalate resource consumption. Therefore, employing drag reduction measures becomes particularly crucial. This paper employs the immersed boundary method to investigate the impact of transversely oriented appendage plate flexibility on the drag of cylinders under different Reynolds numbers and distances. The results indicate that flexible appendage plate exerts drag reduction effects on the downstream cylinder, with this effect gradually diminishing as Reynolds numbers increase. At identical Reynolds numbers, the drag reduction effect initially increases and then decreases with distance, with the optimal drag reduction distance observed at D = 2.5. Compared to cylinders without appendage plate, the maximum drag reduction achieved is 30.551%. Addressing the drag reduction issue in cylinders holds significant importance for ensuring engineering structural integrity, enhancing engineering efficiency, and developing novel underwater towing systems.
基金Foundation item： Supported by the National Natural Science Foundation of China （Grant nos. 50639030 and 50979070） and the 863 Program of China （Grant no. 2006AA09Z348）.
文摘Experimental and theoretical studies of drag embedment plate anchors recently carried out in Tianjin University are summarized in this research paper, which involve a series of important topics relevant to the study of drag anchors. The techniques for measuring the trajectory and movement direction of drag anchors in soils, the techniques for measuring the moving embedment point and reverse eatenary shape of the embedded drag line, the penetration mechanism and kinematic behavior of drag anchors, the ultimate embedment depth of drag anchors, the movement direction of the anchor with an arbitrary fluke section, the reverse catenary properties of the embedded drag line, the interaetional properties between drag anchor and installation line, the kinematic model of drag anchors in seabed soils, and the analytical method for predicting the anchor trajectory in soils will all be examined. The present work remarkably reduces the uncertainties in design and analysis of drag embedment plate anchors, and is beneficial to improving the application of this new type of drag anchor in offshore engineering.
基金financially supported by the National Basic Research Program of China(973 Program,Grant No.2009CB219507)the National Natural Science Foundation of China(Grant Nos.50639030 and 50979070)the National Science and Technology Major Project of China(Grant Nos.2011ZX05056-002 and 2011ZX05026-004)
文摘Positioning drag anchors in seabed soils are strongly influenced not only by the properties of the anchor and soil, but also by the characteristics of the installation line. The investigation on the previous prediction methods related to anchor positioning demonstrates that the prediction of the anchor position during dragging has inevitably introduced some key and unsubstantiated hypotheses and the applicability of these methods is limited. In the present study, the interactional system between the drag anchor and installation line is firstly introduced for the analysis of anchor positioning. Based on the two mechanical models for embedded lines and drag anchors, the positioning equations for drag anchors have been derived both for cohesive and noncohesive soils. Since the drag angle at the shackle is the most important parameter in the positioning equations, a novel analytical method that can predict both the variation and the exact value of the drag angle at the shackle is proposed. The analytical method for positioning drag anchors which combines the interactional system between the drag anchor and the installation line has provided a reasonable theoretic approach to investigate the anchor behaviors in soils. By comparing with the model flume experiments, the sensitivity, effectiveness and veracity of the positioning method are well verified.
基金supported by the National Key Basic Research Program of China (No.2014CB744801)the National Natural Science Foundation of China (Nos.11102098 and 11372160)the Aeronautical Science Foundation of China (No.2013ZA58002)
文摘A drag prediction method based on thrust drag bookkeeping（TDB） is introduced for civil jet propulsion/airframe integration performance analysis.The method is derived from the control volume theory of a powered-on nacelle.Key problem of the TDB is identified to be accurate prediction of velocity coefficient of the powered-on nacelle.Accuracy of CFD solver is validated by test cases of the first AIAA Propulsion Aerodynamics Workshop.Then the TDB method is applied to thrust and drag decomposing of a realistic aircraft.A linear relation between the computations assumed free stream Mach number and the velocity coefficient result is revealed.The thrust losses caused by nozzle internal drag and pylon scrubbing are obtained by the isolated nacelle and mapped on to the in-flight whole configuration analysis.Effects of the powered-on condition are investigated by comparing through-flow configuration with powered-on configuration.The variance on aerodynamic coefficients and pressure distribution is numerically studied.
基金Project(2001AA505000) supported by the National High-Tech Research and Development of China
文摘Aerodynamic drag is proportional to the square of speed. With the increase of the speed of train, aerodynamic drag plays an important role for high-speed train. Thus, the reduction of aerodynamic drag and energy consumption of high-speed train is one of the essential issues for the development of the desirable train system. Aerodynamic drag on the traveling train is divided into pressure drag and friction one. Pressure drag of train is the force caused by the pressure distribution on the train along the reverse running direction. Friction drag of train is the sum of shear stress, which is the reverse direction of train running direction. In order to reduce the aerodynamic drag, adopting streamline shape of train is the most effective measure. The velocity of the train is related to its length and shape. The outer wind shields can reduce train's air drag by about 15%. At the same time, the train with bottom cover can reduce the air drag by about 50%, compared with the train without bottom plate or skirt structure.
