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
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
This study investigates the influence of different pantograph parameters and train length on the aerodynamic drag of high-speed train by the delayed detached eddy simulation(DDES) method. The train geometry considered...This study investigates the influence of different pantograph parameters and train length on the aerodynamic drag of high-speed train by the delayed detached eddy simulation(DDES) method. The train geometry considered is the high-speed train with pantographs, and the different versions have 3, 5, 8, 10, 12, 16 and 17 cars. The numerical results are verified by the wind tunnel test with 3.6% difference. The influences of the number of cars and the position, quantity and configuration of pantographs on flow field around high-speed train and wake vortices are analyzed. The aerodynamic drag of middle cars gradually decreases along the flow direction. The aerodynamic drag of pantographs decreases with its backward shift, and that of the first pantograph decreases significantly. As the number of pantographs increases, its effect on the aerodynamic drag decrease of rear cars is more significant. The engineering application equation for the aerodynamic drag of high-speed train with pantographs is proposed. For the 10-car and 17-car train, the differences of total aerodynamic drag between the equation and the simulation results are 1.2% and 0.4%, respectively. The equation generalized in this study could well guide the design phase of high-speed train.展开更多
Improving vehicle fuel consumption,performance and aerodynamic efficiency by drag reduction especially in heavy vehicles is one of the indispensable issues of automotive industry.In this work,the effects of adding app...Improving vehicle fuel consumption,performance and aerodynamic efficiency by drag reduction especially in heavy vehicles is one of the indispensable issues of automotive industry.In this work,the effects of adding append devices like deflector and cab vane corner on heavy commercial vehicle drag reduction were investigated.For this purpose,the vehicle body structure was modeled with various supplementary parts at the first stage.Then,computational fluid dynamic(CFD) analysis was utilized for each case to enhance the optimal aerodynamic structure at different longitudinal speeds for heavy commercial vehicles.The results show that the most effective supplementary part is deflector,and by adding this part,the drag coefficient is decreased considerably at an optimum angle.By adding two cab vane corners at both frontal edges of cab,a significant drag reduction is noticed.Back vanes and base flaps are simple plates which can be added at the top and side end of container and at the bottom with specific angle respectively to direct the flow and prevent the turbulence.Through the analysis of airflow and pressure distribution,the results reveal that the cab vane reduces fuel consumption and drag coefficient by up to 20 % receptively using proper deflector angle.Finally,by adding all supplementary parts at their optimized positions,41% drag reduction is obtained compared to the simple model.展开更多
This work primarily focuses on the drag reduction characteristics and mechanism investigation of oblique riblets. First, a calculation model of the oblique riblets surface is established, and Reynolds stress model(RSM...This work primarily focuses on the drag reduction characteristics and mechanism investigation of oblique riblets. First, a calculation model of the oblique riblets surface is established, and Reynolds stress model(RSM) turbulence model is used for numerical simulation of the oblique riblets flow field. Subsequently, the influence of inclination angle between flow direction and arrangement direction of riblets on friction resistance and drag reduction rate is further analyzed. Through the investigation of the distribution of shear stress, pressure stress and velocity in oblique riblets boundary layer, the oblique riblets drag reduction mechanism is finally revealed. Results show that, with increase of velocity and inclination angle, the pressure resistance increases obviously, along with the decreasing of the viscous resistance distinctly. The maximum drag reduction rate of the oblique riblets is 7.33%. Moreover, when the inclination angle increases, the wall shear stress reduces on oblique riblets surface; while differential pressure increases at both sides of oblique riblets tips. In addition, when inclination angle is small, the secondary vortex at oblique riblets tips will disappear soon. New vortices will be formed inside the oblique riblets and cause the decrease of viscosity resistance. Thus, oblique riblets show a better drag reduction effect and have an effective control on boundary layer.展开更多
3 degrees of freedom(DOF)exterior ballistic computer models are used in fragment studies to calculate individual trajectories of each fragment based on drag coefficient and the projected(presented)area in the directio...3 degrees of freedom(DOF)exterior ballistic computer models are used in fragment studies to calculate individual trajectories of each fragment based on drag coefficient and the projected(presented)area in the direction of velocity of center of mass.The expectation of a randomly distributed projected area is commonly used for fragments that tumble(random rotation)during flight.We forecast a model where the expected drag coefficient is dependent of shape and Mach number.Rotation or tumbling only affects the expected projected area.Models of projected areas during tumbling and rotation are presented.An examination of the data by Mc Cleskey(1988)indicates that the volume of the fragment to the power of2/3 is a better parameter to characterize the drag coefficient of the fragments than the maximum projected area.Hydrocode simulations are used to verify results and to study projected area and drag coefficient of fragments.展开更多
This article studies the influence of polymers on drag reduction and heat transfer enhancement of a nanofluid past a uniformly heated permeable vertically stretching surface. Our prime focus is on analyzing the possib...This article studies the influence of polymers on drag reduction and heat transfer enhancement of a nanofluid past a uniformly heated permeable vertically stretching surface. Our prime focus is on analyzing the possible effects of polymer inclusion in the nanofluid on drag coefficient, Nusselt number and Sherwood number. Dispersion model is considered to study the behavior of fluid flow and heat transfer in the presence of nanoparticles. Molecular approach is opted to explore polymer addition in the base fluid. An extra stress arises in the momentum equation as an outcome of polymer stretching. The governing boundary layer equations are solved numerically. Dependence of physical quantities of engineering interest on different flow parameters is studied. Reduction in drag coefficient, Nusselt number and Sherwood number is noticed because of polymer additives.展开更多
Numerical simulation on the flow fields near the dimpled and the smooth revolution bodies are performed and compared by using SST k-ω turbulence model, to explain the reasons of friction and base drag reductions on t...Numerical simulation on the flow fields near the dimpled and the smooth revolution bodies are performed and compared by using SST k-ω turbulence model, to explain the reasons of friction and base drag reductions on the bionic dimpled surface and the control behaviors of dimpled surface to boundary layer near wall of the revolution body. The simulation results show that the dimpled surface reduces the skin friction drag through reducing the velocity gradient and turbulent intensity, and reduces the base drag through weakening the pumping action on the flow behind the revolution body caused by the external flow; the low speed rotating vortexes in the dimples segregate the external flow and the revolution body; and the low speed rotating vortexes forming in the bottom of dimples can produce negative skin friction.展开更多
This paper deals with system engineering and design methodology for super low altitude satel ites in the view of the com-putational mission analysis. Due to the slight advance of imaging instruments, such as the focus...This paper deals with system engineering and design methodology for super low altitude satel ites in the view of the com-putational mission analysis. Due to the slight advance of imaging instruments, such as the focus of camera and the image element of charge coupled device （CCD）, it is an innovative and economical way to improve the camera’s resolution to enforce the satel ite to fly on the lower altitude orbit. DFH-3, the mature satel ite bus de-veloped by Chinese Academy of Space Technology, is employed to define the mass and power budgets for the computational mis-sion analysis and the detailed engineering design for super low altitude satel ites. An effective iterative algorithm is proposed to solve the ergodic representation of feasible mass and power bud-gets at the flight altitude under constraints. Besides, boundaries of mass or power exist for every altitude, where the upper boundary is derived from the maximum power, while the minimum thrust force holds the lower boundary before the power reaching the initial value. What’s more, an analytical algorithm is employed to numerical y investigate the coverage percentage over the altitude, so that the nominal altitude could be selected from al the feasi-ble altitudes based on both the mass and power budgets and the repetitive ground traces. The local time at the descending node is chosen for the nominal sun-synchronous orbit based on the average evaluation function. After determining the key orbital ele-ments based on the computational mission analysis, the detailed engineering design on the configuration and other subsystems, like power, telemetry telecontrol and communication （TT＆amp;C）, and attitude determination and control system （ADCS）, is performed based on the benchmark bus, besides, some improvements to the bus are also implemented to accommodate the flight at a super low altitude. Two operation strategies, drag-free closed-loop mode and on/off open-loop mode, are presented to maintain the satel-lite’s altitude. Final y, a flight planning schedule for the satel ite is demonstrated from its launch into the initial altitude at the very beginning to its decay to death in the end.展开更多
A further numerical study of the theory that the drag reduction in the turbulence is related to the viscosity profile growing linearly with the distance from the wall was performed.The constant viscosity in the Navier...A further numerical study of the theory that the drag reduction in the turbulence is related to the viscosity profile growing linearly with the distance from the wall was performed.The constant viscosity in the Navier-Stokes equations was replaced using this viscosity model.Some drag reduction characteristics were shown comparing with Virk's phenomenology.The mean velocity and Reynolds stress profiles are consistent with the experimental and direct numerical simulation results.A drag reduction level of 45% was obtained.It is reasonable for this linear viscosity model to explain the mechanism of turbulence drag reduction in some aspects.展开更多
The device that consists of tank and disk agitator for evaluation drag reduction agents(DRA) was established.The effect of DRA was defined by testing the changes of agitator torque that drives the disk rotation.The HG...The device that consists of tank and disk agitator for evaluation drag reduction agents(DRA) was established.The effect of DRA was defined by testing the changes of agitator torque that drives the disk rotation.The HG-DRA for oil pipeline from Linyi to Puyang was studied by agitator tank device.The relationships between the drag reduction rate and Reynolds number,concentration,balance time were studied.The best concentration and the highest Renords number for the best drag reduction rate were confirmed.The results show that the drag reduction rate tested in agitator tank is close to that in pipeline.The maximum error of drag reduction rate between pipeline and agitator tank is 18.3%,which indicates that the agitator tank device is available to evaluate the effect of DRA for pipeline and it also has the advantages of simple,easy to be operated and using small volume of oil.Those are very helpful for operaters to know the properties of DRA and operate pipeline well.展开更多
The influence of rheological parameters on vortex dynamics and the extent of drag reduction (DR) were deciphered via extensively analyzing the hi-fidelity direct numerical simulation results of the turbulent channel f...The influence of rheological parameters on vortex dynamics and the extent of drag reduction (DR) were deciphered via extensively analyzing the hi-fidelity direct numerical simulation results of the turbulent channel flow with polymer solutions. It has been observed that in all drag reduction regimes from the onset of DR to maximum drag reduction (MDR) limit, the Deborah number is defined as the product of an effective Weissenberg number, and the root mean square streamwise vorticity fluctuation remains O(1) in the near wall region. The ratio of the average lifetime of axial vortices to the vortex rotating duration decreases with increasing DR, and MDR is achieved when these time scales become nearly equal. Based on these observations a simple framework is proposed adequately to describe the influence of polymer additives on the extent of DR from onset to MDR as well as the universality of the MDR in flow systems with polymer additives.展开更多
To increase launching frequency and decrease drag force of underwater projectiles,a serial multiprojectiles structure based on the principle of supercavitation is proposed in this paper.The drag reduction and supercav...To increase launching frequency and decrease drag force of underwater projectiles,a serial multiprojectiles structure based on the principle of supercavitation is proposed in this paper.The drag reduction and supercavitation characteristics of the underwater serial multi-projectiles are studied with computational fluid dynamics(CFD)and machine learning.Firstly,the numerical simulation model for the underwater supercavitating projectile is established and verified by experimental data.Then the evolution of the supercavitation for the serial multi-projectiles is described.In addition,the effects of different cavitation numbers and different distances between projectiles are investigated to demonstrate the supercavitation and drag reduction performance.Finally,the artificial neural network(ANN)model is established to predict the evolution of drag coefficient based on the data obtained by CFD,and the results predicted by ANN are in good agreement with the data obtained by CFD.The finding provides a useful guidance for the research of drag reduction characteristics of underwater serial projectiles.展开更多
A drag coefficient(C_d) inversion method is introduced to study the variations of the drag coefficient for orbital satellites with spherical geometry.Drag coefficients of the four micro satellites in the Atmospheric N...A drag coefficient(C_d) inversion method is introduced to study the variations of the drag coefficient for orbital satellites with spherical geometry.Drag coefficients of the four micro satellites in the Atmospheric Neutral Density Experiment(ANDE) are compiled out with this new method. The Lomb-Scargle Periodgram(LSP) analysis of the four ANDE satellites' C__d series has shown that there are obvious 5,7,9,and 27 days' period in those data.Interesting results are found through comparing the LSP analysis with series of the daily solar radio flux at 10.7cm(F_(10.7) index),the Ap index,and the daily averaged solar wind speed at 1AU.All series in the same time interval have an obvious period of about 27 days,which has already been explained as the association with the 27 days' solar rotation.The oscillating periods less than 27 days are found in series of C_D,Ap and solar wind speed at 1 AU,e.g.,the 5,7,9 days period.However,these short periods disappeared in the time series of F_(10.7) index.The same periodicities of 5,7,9 days in Ap and solar wind are presented at the same time interval during the declining phase of solar cycle 23.While in the ascending phase of solar cycle 24,these short oscillations are not so obvious as that in the declining phase of solar cycle 23.These results provide definite evidence that the C_d variations with period of 5,7 and 9 days are produced by a combination of space weather effects caused by the solar wind and geomagnetic activity.展开更多
To study the aerodynamic performance of a new six-axis X2K double-deck container vehicle, numerical simulation was done based on three-dimensional, steady Navier-Stokes equations and k-e turbulence model. The results ...To study the aerodynamic performance of a new six-axis X2K double-deck container vehicle, numerical simulation was done based on three-dimensional, steady Navier-Stokes equations and k-e turbulence model. The results show that the pressure on the front surface of vehicle is positive, and others are negative. The maximum negative one appears as a ＂gate＂ shape on front surfaces. The pressure on vehicle increases with train speed, and pressure on vehicles with cross-loaded structure is smaller than that without it. The airflow around vehicles is symmetrical about train vertical axis, and the flow velocity decreases gradually along the axis to ground. Airflow around vehicles with cross-loaded structure is weaker than that without the structure. The aerodynamic drag increases linearly with the train speed, and it is minimum for the mid-vehicle. The linear coefficient for mid-vehicle without cross-loaded structure is 29.75, nearly one time larger than that with the structure valued as 15.425. So, from the view-point of aerodynamic drag, the cross-loaded structure is more reasonable for the six-axis X2K double-deck container vehicle.展开更多
The drag reducing effect of polymer additive aqueous solution was investigated in flow boiling, and the polymer additives were two kinds of polyacrylamide (PAM) with relative molecular mass about 2.56×10 6 and 8....The drag reducing effect of polymer additive aqueous solution was investigated in flow boiling, and the polymer additives were two kinds of polyacrylamide (PAM) with relative molecular mass about 2.56×10 6 and 8.55×10 6. The frictional pressure drop was calculated according to the measured total pressure drop. The results show that the flow drag of flow boiling is reduced by adding a small amount of PAM to water when heat flux is in the range of 15.1 kW·m -2 to 47.0 kW·m -2 , when the mass fraction of PAM is higher than 2.0×10 -5 , the drag reducing effect is obvious. Drag reducing effect of PAM, whose relative molecular mass is 8.55×10 6, is slightly better than that of 2.56×10 6 at the same mass fraction, and the greater the flow rate of the additive solution, the better the effect of the drag reduction.展开更多
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.
基金Projects(2018YFB1201801-4,2018YFB1201804-2)supported by National Key R&D Program of China。
文摘This study investigates the influence of different pantograph parameters and train length on the aerodynamic drag of high-speed train by the delayed detached eddy simulation(DDES) method. The train geometry considered is the high-speed train with pantographs, and the different versions have 3, 5, 8, 10, 12, 16 and 17 cars. The numerical results are verified by the wind tunnel test with 3.6% difference. The influences of the number of cars and the position, quantity and configuration of pantographs on flow field around high-speed train and wake vortices are analyzed. The aerodynamic drag of middle cars gradually decreases along the flow direction. The aerodynamic drag of pantographs decreases with its backward shift, and that of the first pantograph decreases significantly. As the number of pantographs increases, its effect on the aerodynamic drag decrease of rear cars is more significant. The engineering application equation for the aerodynamic drag of high-speed train with pantographs is proposed. For the 10-car and 17-car train, the differences of total aerodynamic drag between the equation and the simulation results are 1.2% and 0.4%, respectively. The equation generalized in this study could well guide the design phase of high-speed train.
文摘Improving vehicle fuel consumption,performance and aerodynamic efficiency by drag reduction especially in heavy vehicles is one of the indispensable issues of automotive industry.In this work,the effects of adding append devices like deflector and cab vane corner on heavy commercial vehicle drag reduction were investigated.For this purpose,the vehicle body structure was modeled with various supplementary parts at the first stage.Then,computational fluid dynamic(CFD) analysis was utilized for each case to enhance the optimal aerodynamic structure at different longitudinal speeds for heavy commercial vehicles.The results show that the most effective supplementary part is deflector,and by adding this part,the drag coefficient is decreased considerably at an optimum angle.By adding two cab vane corners at both frontal edges of cab,a significant drag reduction is noticed.Back vanes and base flaps are simple plates which can be added at the top and side end of container and at the bottom with specific angle respectively to direct the flow and prevent the turbulence.Through the analysis of airflow and pressure distribution,the results reveal that the cab vane reduces fuel consumption and drag coefficient by up to 20 % receptively using proper deflector angle.Finally,by adding all supplementary parts at their optimized positions,41% drag reduction is obtained compared to the simple model.
基金Project(51476144)supported by the National Natural Science Foundation of ChinaProject(LQ15E050005)supported by the Zhejiang Provincial Natural Science Foundation of China+2 种基金Project(2017C31025)supported by Zhejiang Province Department Public Welfare Industrial Projects,ChinaProject(2016M601736)supported by China Postdoctoral Science FoundationProject(1601028 C)supported by Postdoctoral Research Funding Plan in Jiangsu Province,China
文摘This work primarily focuses on the drag reduction characteristics and mechanism investigation of oblique riblets. First, a calculation model of the oblique riblets surface is established, and Reynolds stress model(RSM) turbulence model is used for numerical simulation of the oblique riblets flow field. Subsequently, the influence of inclination angle between flow direction and arrangement direction of riblets on friction resistance and drag reduction rate is further analyzed. Through the investigation of the distribution of shear stress, pressure stress and velocity in oblique riblets boundary layer, the oblique riblets drag reduction mechanism is finally revealed. Results show that, with increase of velocity and inclination angle, the pressure resistance increases obviously, along with the decreasing of the viscous resistance distinctly. The maximum drag reduction rate of the oblique riblets is 7.33%. Moreover, when the inclination angle increases, the wall shear stress reduces on oblique riblets surface; while differential pressure increases at both sides of oblique riblets tips. In addition, when inclination angle is small, the secondary vortex at oblique riblets tips will disappear soon. New vortices will be formed inside the oblique riblets and cause the decrease of viscosity resistance. Thus, oblique riblets show a better drag reduction effect and have an effective control on boundary layer.
文摘3 degrees of freedom(DOF)exterior ballistic computer models are used in fragment studies to calculate individual trajectories of each fragment based on drag coefficient and the projected(presented)area in the direction of velocity of center of mass.The expectation of a randomly distributed projected area is commonly used for fragments that tumble(random rotation)during flight.We forecast a model where the expected drag coefficient is dependent of shape and Mach number.Rotation or tumbling only affects the expected projected area.Models of projected areas during tumbling and rotation are presented.An examination of the data by Mc Cleskey(1988)indicates that the volume of the fragment to the power of2/3 is a better parameter to characterize the drag coefficient of the fragments than the maximum projected area.Hydrocode simulations are used to verify results and to study projected area and drag coefficient of fragments.
基金Project(IFP-A-2022-2-5-24) supported by Institutional Fund Projects,University of Hafr Al Batin,Saudi Arabia。
文摘This article studies the influence of polymers on drag reduction and heat transfer enhancement of a nanofluid past a uniformly heated permeable vertically stretching surface. Our prime focus is on analyzing the possible effects of polymer inclusion in the nanofluid on drag coefficient, Nusselt number and Sherwood number. Dispersion model is considered to study the behavior of fluid flow and heat transfer in the presence of nanoparticles. Molecular approach is opted to explore polymer addition in the base fluid. An extra stress arises in the momentum equation as an outcome of polymer stretching. The governing boundary layer equations are solved numerically. Dependence of physical quantities of engineering interest on different flow parameters is studied. Reduction in drag coefficient, Nusselt number and Sherwood number is noticed because of polymer additives.
基金Sponsored by the National Natural Science Foundation of China (50635030)the Technology Development Plan of Jilin Province ( 20096032)+1 种基金the Major Program of Science and Technology Development of Jilin Province (09ZDGG001)the Youth Research Start-up Fund of Agriculture Department of Jilin University ( 4305050102K7)
文摘Numerical simulation on the flow fields near the dimpled and the smooth revolution bodies are performed and compared by using SST k-ω turbulence model, to explain the reasons of friction and base drag reductions on the bionic dimpled surface and the control behaviors of dimpled surface to boundary layer near wall of the revolution body. The simulation results show that the dimpled surface reduces the skin friction drag through reducing the velocity gradient and turbulent intensity, and reduces the base drag through weakening the pumping action on the flow behind the revolution body caused by the external flow; the low speed rotating vortexes in the dimples segregate the external flow and the revolution body; and the low speed rotating vortexes forming in the bottom of dimples can produce negative skin friction.
基金supported by the National Natural Science Foundation of China(11172020)the Fundamental Research Funds for the Central Universities+1 种基金the Aerospace Science and Technology Innovation Foundation of China Aerospace Science Corporationthe Innovation Fund of China Academy of Space Technology
文摘This paper deals with system engineering and design methodology for super low altitude satel ites in the view of the com-putational mission analysis. Due to the slight advance of imaging instruments, such as the focus of camera and the image element of charge coupled device （CCD）, it is an innovative and economical way to improve the camera’s resolution to enforce the satel ite to fly on the lower altitude orbit. DFH-3, the mature satel ite bus de-veloped by Chinese Academy of Space Technology, is employed to define the mass and power budgets for the computational mis-sion analysis and the detailed engineering design for super low altitude satel ites. An effective iterative algorithm is proposed to solve the ergodic representation of feasible mass and power bud-gets at the flight altitude under constraints. Besides, boundaries of mass or power exist for every altitude, where the upper boundary is derived from the maximum power, while the minimum thrust force holds the lower boundary before the power reaching the initial value. What’s more, an analytical algorithm is employed to numerical y investigate the coverage percentage over the altitude, so that the nominal altitude could be selected from al the feasi-ble altitudes based on both the mass and power budgets and the repetitive ground traces. The local time at the descending node is chosen for the nominal sun-synchronous orbit based on the average evaluation function. After determining the key orbital ele-ments based on the computational mission analysis, the detailed engineering design on the configuration and other subsystems, like power, telemetry telecontrol and communication （TT＆amp;C）, and attitude determination and control system （ADCS）, is performed based on the benchmark bus, besides, some improvements to the bus are also implemented to accommodate the flight at a super low altitude. Two operation strategies, drag-free closed-loop mode and on/off open-loop mode, are presented to maintain the satel-lite’s altitude. Final y, a flight planning schedule for the satel ite is demonstrated from its launch into the initial altitude at the very beginning to its decay to death in the end.
基金Project(10672069) supported by the National Natural Science Foundation of China
文摘A further numerical study of the theory that the drag reduction in the turbulence is related to the viscosity profile growing linearly with the distance from the wall was performed.The constant viscosity in the Navier-Stokes equations was replaced using this viscosity model.Some drag reduction characteristics were shown comparing with Virk's phenomenology.The mean velocity and Reynolds stress profiles are consistent with the experimental and direct numerical simulation results.A drag reduction level of 45% was obtained.It is reasonable for this linear viscosity model to explain the mechanism of turbulence drag reduction in some aspects.
文摘The device that consists of tank and disk agitator for evaluation drag reduction agents(DRA) was established.The effect of DRA was defined by testing the changes of agitator torque that drives the disk rotation.The HG-DRA for oil pipeline from Linyi to Puyang was studied by agitator tank device.The relationships between the drag reduction rate and Reynolds number,concentration,balance time were studied.The best concentration and the highest Renords number for the best drag reduction rate were confirmed.The results show that the drag reduction rate tested in agitator tank is close to that in pipeline.The maximum error of drag reduction rate between pipeline and agitator tank is 18.3%,which indicates that the agitator tank device is available to evaluate the effect of DRA for pipeline and it also has the advantages of simple,easy to be operated and using small volume of oil.Those are very helpful for operaters to know the properties of DRA and operate pipeline well.
基金Project (10672069) supported by the National Natural Science Foundation of China
文摘The influence of rheological parameters on vortex dynamics and the extent of drag reduction (DR) were deciphered via extensively analyzing the hi-fidelity direct numerical simulation results of the turbulent channel flow with polymer solutions. It has been observed that in all drag reduction regimes from the onset of DR to maximum drag reduction (MDR) limit, the Deborah number is defined as the product of an effective Weissenberg number, and the root mean square streamwise vorticity fluctuation remains O(1) in the near wall region. The ratio of the average lifetime of axial vortices to the vortex rotating duration decreases with increasing DR, and MDR is achieved when these time scales become nearly equal. Based on these observations a simple framework is proposed adequately to describe the influence of polymer additives on the extent of DR from onset to MDR as well as the universality of the MDR in flow systems with polymer additives.
基金supported by the National Natural Science Foun-dation of China(Grant No.11972194,12072160).
文摘To increase launching frequency and decrease drag force of underwater projectiles,a serial multiprojectiles structure based on the principle of supercavitation is proposed in this paper.The drag reduction and supercavitation characteristics of the underwater serial multi-projectiles are studied with computational fluid dynamics(CFD)and machine learning.Firstly,the numerical simulation model for the underwater supercavitating projectile is established and verified by experimental data.Then the evolution of the supercavitation for the serial multi-projectiles is described.In addition,the effects of different cavitation numbers and different distances between projectiles are investigated to demonstrate the supercavitation and drag reduction performance.Finally,the artificial neural network(ANN)model is established to predict the evolution of drag coefficient based on the data obtained by CFD,and the results predicted by ANN are in good agreement with the data obtained by CFD.The finding provides a useful guidance for the research of drag reduction characteristics of underwater serial projectiles.
基金Supported by the National Nature Science Foundation of China(40904080)the Advance Research Foundation of PLA University of Science and Technology
文摘A drag coefficient(C_d) inversion method is introduced to study the variations of the drag coefficient for orbital satellites with spherical geometry.Drag coefficients of the four micro satellites in the Atmospheric Neutral Density Experiment(ANDE) are compiled out with this new method. The Lomb-Scargle Periodgram(LSP) analysis of the four ANDE satellites' C__d series has shown that there are obvious 5,7,9,and 27 days' period in those data.Interesting results are found through comparing the LSP analysis with series of the daily solar radio flux at 10.7cm(F_(10.7) index),the Ap index,and the daily averaged solar wind speed at 1AU.All series in the same time interval have an obvious period of about 27 days,which has already been explained as the association with the 27 days' solar rotation.The oscillating periods less than 27 days are found in series of C_D,Ap and solar wind speed at 1 AU,e.g.,the 5,7,9 days period.However,these short periods disappeared in the time series of F_(10.7) index.The same periodicities of 5,7,9 days in Ap and solar wind are presented at the same time interval during the declining phase of solar cycle 23.While in the ascending phase of solar cycle 24,these short oscillations are not so obvious as that in the declining phase of solar cycle 23.These results provide definite evidence that the C_d variations with period of 5,7 and 9 days are produced by a combination of space weather effects caused by the solar wind and geomagnetic activity.
基金Project(50975289) supported by the National Natural Science Foundation of ChinaProject(2009J007-C) supported by the Technological Research and Development Program of the Ministry of Railways,ChinaProject(CX2010B122) supported by Hunan Provincial Innovation Foundation for Postgraduate Students,China
文摘To study the aerodynamic performance of a new six-axis X2K double-deck container vehicle, numerical simulation was done based on three-dimensional, steady Navier-Stokes equations and k-e turbulence model. The results show that the pressure on the front surface of vehicle is positive, and others are negative. The maximum negative one appears as a ＂gate＂ shape on front surfaces. The pressure on vehicle increases with train speed, and pressure on vehicles with cross-loaded structure is smaller than that without it. The airflow around vehicles is symmetrical about train vertical axis, and the flow velocity decreases gradually along the axis to ground. Airflow around vehicles with cross-loaded structure is weaker than that without the structure. The aerodynamic drag increases linearly with the train speed, and it is minimum for the mid-vehicle. The linear coefficient for mid-vehicle without cross-loaded structure is 29.75, nearly one time larger than that with the structure valued as 15.425. So, from the view-point of aerodynamic drag, the cross-loaded structure is more reasonable for the six-axis X2K double-deck container vehicle.
文摘The drag reducing effect of polymer additive aqueous solution was investigated in flow boiling, and the polymer additives were two kinds of polyacrylamide (PAM) with relative molecular mass about 2.56×10 6 and 8.55×10 6. The frictional pressure drop was calculated according to the measured total pressure drop. The results show that the flow drag of flow boiling is reduced by adding a small amount of PAM to water when heat flux is in the range of 15.1 kW·m -2 to 47.0 kW·m -2 , when the mass fraction of PAM is higher than 2.0×10 -5 , the drag reducing effect is obvious. Drag reducing effect of PAM, whose relative molecular mass is 8.55×10 6, is slightly better than that of 2.56×10 6 at the same mass fraction, and the greater the flow rate of the additive solution, the better the effect of the drag reduction.
