• Proceedings of the KSME Conference
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• 2002.08a
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• pp.463-466
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• 2002

In order to examine the possibility of using a cavity as a passive device for reduction of skin friction and heat transfer, an intensive parametric study over a broad range of the cavity depth and length at different Reynolds numbers is performed for both laminar and turbulent boundary layers in the present study. Direct and large eddy simulation techniques are used for turbulent boundary layers at low and moderate Reynolds numbers, respectively. for both laminar and turbulent boundary layers over a cavity, a flow oscillation occurs due to the shear layer instability when the cavity depth and length are sufficiently large and it plays an important role in the determination of drag and heat-transfer increase or decrease. For a cavity sufficiently small to suppress the flow oscillation, both the total drag and heat transfer are reduced. Therefore, the applicability of a cavity as a passive device for reduction of drag and heat transfer is fully confirmed in the present study. Scaling based on the wall shear rate of the incoming boundary layer is also proposed and it is found to be valid in steady flow over a cavity.

• Journal of the Society of Naval Architects of Korea
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• v.56 no.4
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• pp.361-372
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• 2019

The flow pattern of air layers and skin-friction drag reduction by air injection are investigated to find the suitable multiphase flow model using unstructured finite-volume CFD solver for the Reynolds-averaged Navier-Stokes equations. In the present computations, two different multiphase flow modeling approaches, such as the Volume of Fluid (VOF) and the Eulerian Multi-Phase (EMP), are adopted to investigate their performances in resolving the two-phase flow pattern and in estimating the frictional drag reduction. First of all, the formation pattern of air layers generated by air injection through a circular opening on the bottom of a flat plate are investigated. These results are then compared with those of MMkiharju's experimental results. Subsequently, the quantitative ratios of skin-friction drag reduction including the behavior of air layers, within turbulent boundary layers in large scale and at high Reynolds number conditions, are investigated under the same conditions as the model test that has been conducted in the US Navy's William B. Morgan Large Cavitation Channel (LCC). From these results, it is found that both VOF and EMP models have similar capability and accuracy in capturing the topology of ventilated air cavities so called'air pockets and branches'. However, EMP model is more favorable in predicting quantitatively the percentage of frictional drag reduction by air injection.

• Journal of the Korean Society of Visualization
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• v.9 no.1
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• pp.20-28
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• 2011

An experimental assessment has been made of the drag reducing efficiency of the outer-layer vertical blades, which were first devised by Hutchins. The drag reduction efficiency of the blades was reported to reach as much as 30%. However, the drag reduction efficiency was quantified only in terms of the reduction in the local skin-friction coefficient. In the present study, a series of drag force measurements in towing tank has been performed toward the assessments of the total drag reduction efficiency of the outer-layer vertical blades. A maximum 9.6% of reduction of total drag was achieved. The scale of blade geometry is found to be weakly correlated with outer variable of boundary layer. In addition, detailed flow field measurements have been performed using 2-D time resolved PIV with a view to enabling the identification of drag reduction mechanism.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2000.04a
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• pp.14-14
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• 2000

One of the most important aerodynamic performance characteristics for projectiles is the total drag which can be typically divided into three components, pressure drag (excluding the base), viscous skin friction drag, and base drag. In a range of supersonic flight speeds the base drag is a major contributor to the total drag and can be as much as 50%∼70% of the total drag, depending on the afterbody configuration of projectiles. It is of especial importance to minimize this part of. the drag.

• Journal of Power System Engineering
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• v.17 no.6
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• pp.95-101
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• 2013

A stereo PIV measurements in a circulating water channel has been performed to investigate the skin friction reduction mechanism of the outer-layer vertical blades first devised by Hutchins. In a recent PIV measurement study, considerable skin friction reduction was achieved as much as 2.73%~7.95% by outer-layer vertical blades array. In the present study, the influence of vertical blades array upon the characteristics of the turbulent coherent structures was analyzed by proper orthogonal decomposition method. It is observed that the vortical structures are cut and deformed by blades array and also the turbulent intensity and the Reynolds stress were weakened by the blades. These phenomena strongly associate the skin-friction drag reduction mechanism in the turbulent boundary layer flow.

• 유체기계공업학회:학술대회논문집
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• 2006.08a
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• pp.195-198
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• 2006

The possibility of skin friction reduction in laminar channel flow is investigated when the flow is subjected to stationary distributed surface blowing and suction. Blowing and suction provided at the channel walls is steady in time but varies as a sine function along the streamwise direction. The skin friction changes depending on the wavelength and amplitude of the actuation. Especially, the skin friction is reduced below that of fully developed laminar flow as the wavelength decreases and amplitude increases. The optimal wavelength of producing minimum skin friction is $\pi/2{\delta}$, where $\delta$ is the channel half-height It is observed that the distributed blowing and suction induces strong negative Reynolds shear stress in the near-wall region at the end of the suction part.

• Geomechanics and Engineering
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• v.5 no.3
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• pp.195-221
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• 2013

A centrifuge model study is carried out to investigate the behavior of pile subject to negative skin friction induced by pile installation, ground water drawdown and surcharge loading. A single end-bearing pile is examined as the induced negative skin friction would induce the most severe stress on the pile structural material as compared to friction piles. In addition, the behavior of the pile under simultaneous negative skin friction and dead/live loads is examined. To facilitate detailed interpretations of the test results, the model setup is extensively instrumented and involves elaborate test control schemes. To further examine the phenomenon of negative skin friction on an end-bearing pile, finite element analyses were conducted. The numerical analysis is first validated against the centrifuge test data and subsequently extended to examine the effects of pile slenderness ratio, surcharge intensity and pile-soil stiffness ratio on the degree of mobilization of negative skin friction induced on the pile. Finally experimental and numerical studies are conducted to examine the effect of applied transient live load on pile subject to negative skin friction.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.6
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• pp.795-801
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• 2019

The aim of this study was to investigate the possibility of the skin-friction reduction by vortex control. A vortical system such as a horseshoe vortex, a hairpin vortex, and a wake region was induced around a hemisphere attached on a Perspex flat plate in the circulating water channel. Hairpin vortices were developed from the wake region and horseshoe vortices were formed by an adverse pressure gradient in front of the hemisphere. The horseshoe vortices located on the flank of the hemisphere induced a high momentum flow in the wake region by the direction of their vorticity. This process increased the frequency of the hairpin vortices as well as the frictional drag on the surface of the wake region. To reduce the skin-friction drag, suction control in front of the hemisphere was applied through a hole. Flow visualization was performed to optimize the free-stream velocity, size of the hemisphere, and size of the suction hole. Once the wall suction control mitigated the strength of the horseshoe vortex, the energy supplied to the wake region was reduced, causing the frequency of the hairpin vortex generation to decrease by 36.4 %. In addition, the change in the skin-friction drag, which was measured with a dynamometer connected to a plate in the wake region, also decreased by 2.3 %.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.23 no.11
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• pp.1481-1489
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• 1999

The sliding-belt concept introduced by Bechert et al. (AIAA J., Vol. 34, pp. 1072~1074) is numerically applied to a turbulent boundary layer flow for the skin-friction reduction. The sliding belt is moved by the shear force exerted on the exposed surface of the belt without other dynamic energy input. The boundary condition at the sliding belt is developed from the force balance. Direct numerical simulations are performed for a few cases of belt configuration. In the ideal case where the mechanical losses associated with the belt can be ignored, the belt velocity increases until the integration of the shear stress over the belt surface becomes zero, resulting in zero skin friction on the belt. From practical consideration of losses occurred In the belt device, a few different belt velocities are given to the sliding belt. It is found that the amount of drag reduction is proportional to the belt velocity.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.22 no.1
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• pp.93-103
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• 1998

The paper reports the outcome of a numerical study of flow over idealized L-shaped ribleted surfaces with two-equation turbulence models. In the present study, the Launder and Sharma's k-.epsilon. turbulence model (LS model) is basically N employed, but with a little modification of the additional .epsilon.-source term without affecting its level under 2-dimensional straining in which the term has been calibrated. Compared to the original LS model, the present model has predicted greatly improved drag reduction behavior for this geometry. As a drag reduction mechanism, it is found that the skin-friction in the riblet valleys might be sufficient to overcome the skin-friction increase near the riblet tip. The present predicted results are in good agreement with the recent DN S ones by Choi et al. (1993): differences in the mean velocity prof ile and turbulence quantities are found to be limited to the riblet cavity region. It is also found that turbulent kinetic energy and Reynolds shear stress above the riblets are also reduced in drag-reducing configurations.