• International Journal of Naval Architecture and Ocean Engineering
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• 제4권4호
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• pp.412-422
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• 2012

Air lubrication techniques for frictional drag reduction on ships have been proposed by numerous researchers since the 19th century. However, these techniques have not been widely adopted as questions persist about their drag reduction performance beyond the laboratory, as well as energy and economic cost-benefit. This paper draws on data from the literature to consider the suitability of air lubrication for large ocean going and U.S. Great Lakes ships, by establishing the basic energy economic calculations and presenting results for a hypothetical air lubricated ship. All the assumptions made in the course of the analysis are clearly stated so that they can be refined when considering application of air lubrication to a specific ship. The analysis suggests that, if successfully implemented, both air layer and partial cavity drag reduction could lead to net energy savings of 10 to 20%, with corresponding reductions in emissions.

• Journal of Ship and Ocean Technology
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• 제3권4호
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• pp.15-22
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• 1999

It is known that lubrication effect of an air cavity can reduced a drag of a ship. The present study intends to utilize the phenomena for the drag reduction of a passenger ship now operating in a lake. A scaled model of the model when air cavities are formed under the bottom of the model. Model experiments have been performed to determine adequate air supply rates, proper shapes and locations of air supply nozzles. It is shown that energy saving of mere than 10% can be achieved at the design speed of the ship even after excluding additional power consumed for air supplying. Multiple air supply nozzles, if allocated properly, are more effective than single one in resistance reduction of the ship.

• 대한조선학회논문집
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• 제56권4호
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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.

• 대한기계학회논문집
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• 제18권2호
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• pp.405-413
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• 1994

This paper presents the experimental results of aerodynamic drags of model cars. The effects of cooling air on total drag were introduced by using momentum theorem. Vehicle-liked Ahmed body and 1/5 model car were used to evaluate the increments of drags due to the internal flow. The results were compared with momentum theorem and other's experiments and showed good agreements. In the case of Ahmed body, drags were increased by 22% due to the internal flow and decreased linealy by reducing internal air flow rates and inlet areas. The experiments on 1/5 model car with ill-defined air flow passage showed 10% increment of drag. The results of present study showed that cooling drag could be predicted by momentum theorem within small errors.

• 한국철도학회논문집
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• 제13권1호
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• pp.51-57
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• 2010

본 연구에서는 진공튜브 내 초고속열차의 공기저항을 전산유체역학을 이용하여 계산하였으며, 튜브-열차 시스템의 주요 시스템 파라메타인 열차 속도, 공기밀도, 터널 직경을 변화시켜가면서 공기저항의 변화를 살펴보았다. 튜브 내에서의 열차 공기저항은 속도의 제곱보다 더 급격히 증가하며, 튜브 직경이 증가함에 따라 감소하는 경향을 보였으며, 공기밀도가 감소함에 따라 개활지와 마찬가지로 거의 선형적으로 감소하는 특성을 보여주었으며, 특정 파라메타 공간에 대하여 파라메타에 따른 공기저항 변화의 불규칙성이 다소 나타났다.

• 대한조선학회논문집
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• 제52권1호
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• pp.8-18
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• 2015

Reduction of the fuel oil consumption and corresponding greenhouse gas exhausted from ships is an important issue for today's ship design and shipping. Several concepts and devices on the superstructure of a container ship were suggested and tested in the wind tunnel to estimate the air drag reduction. As a preliminary performance evaluation, air drag contributions of each part of the superstructure and containers were estimated based on RANS simulation respectively. Air drag reduction efficiency of shape modification and add-on devices on the superstructure and containers was also estimated. Gap-protectors between containers and a visor in front of upper deck were found to be most effective for drag reduction. Wind tunnel tests had been carried out to confirm the drag reduction performance between the baseline(without any modification) configuration and two modified superstructure configurations which were designed and chosen based on the computation results. The test results with the modified configurations show considerable aerodynamic drag reduction, especially the gap-protectors between containers show the largest reduction for the wide range of heading angles. RANS computations for three configurations were performed and compared with the wind tunnel tests. Computation result shows the similar drag reduction trend with experiment for small heading angles. However, the computation result becomes less accurate as heading angle is increasing where the massively separated flow is spread over the leeward side.

• 산업기술연구
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• 제22권B호
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• pp.27-34
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• 2002

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

• International Journal of Naval Architecture and Ocean Engineering
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• 제11권1호
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• pp.510-520
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• 2019

To investigate the morphology characteristics of air layer in the air cavity, a numerical method with the combination of RANS equations and VOF two-phase-flow model is proposed for a plate with air cavity. Based on the model above, the dynamic and developmental process of air layer in the air cavity is studied. Numerical results indicate that the air layer in the plate's air cavity exhibits the dynamic state of morphology and the wavelength of air layer becomes larger with the increasing speed. The morphology of air layer agrees with the Froude similarity law and the formation of the air layer is not affected by the parameters of the cavity, however, the wave pattern of the air layer is influenced by the parameters of the cavity. The stable air layer under the air cavity is important for the resistance reduction for the air layer drag reduction.

• 설비공학논문집
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• 제12권3호
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• pp.251-257
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• 2000

District heating and cooling systems offer highly efficient energy utilization and maintenance by centralizing heat management. More pumping power, however, is required because the water has to travel long distance from heat source to the users. In the present study, a trace of drag reduction additives is added to the District Cooling system to achieve a significant drag reduction and save pumping power. Water-soluble polymers, surfactants, and environment-friendly degradable polymers are used as effective drag reducing additives. Time dependent percent drag reductions are compared for various additive solutions at 100 wppm concentration for different water velocity. Without as an anionic surfactant, copolymer was most effective in percent drag reduction. It is found that there exists an optimal condition when copolymer is mixed with SDS. An environment-friendly degradable polymer, xanthan gum, is found to be a significant drag reduction additive. Ice slurry systems, can give less pressure drops compared with chilled water system for certain condtions. Drag reduction additives were also effective for the ice slurry system.

• 설비공학논문집
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• 제8권3호
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• pp.330-337
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• 1996

The effects of pump and temperature on drag reducing characteristics were investigated with a polymer(PAAM : Polyacrylamide) and three kinds of surfactants(CTAC, STAC, Habon-G) in fully developed turbulent pipe flows with various experimental parameters such as additive concentration(30~500ppm), pipe diameter(4.65mm, 10.85mm), Reynolds number($4{\times}10^4{\sim}10^5$) and working fluid temperature($20{\sim}80^{\circ}C$). The pump effect on PAAM was severe such that the drag reduction rates obtained with pump were decreased upto 30% as compared with those obtained with compressed air in 4.65mm test section. The temperature effect on PAAM was noticeably considerable, that is, the higher temperaute, the less drag reduction rate. On the other hand, no significant pump effect on the surfactants was observed. The drag reducing effectiveness of CTAC was totally lost in the temperature ragne of 60 to $80^{\circ}C$, whereas STAC and Habon-G kept their distinct drag reducing capability at a temperature of $80^{\circ}C$. This study clearly elucidated that for DHC application of drag reducing additives, the pump and temperature effects as well as additive concentration and pipe diameter should be carefully taken into consideration.