Characterization of aerodynamic drag force on single particles: Final report
Kale, S.R.
1987-10-01
An electrodynamic balance was used to measure the drag coefficient and also to record the size and shape of spheres, and coal and oil shale particles (100 ..mu..m to 200 ..mu..m in size). The electrodynamic balance consisted of a central, and two end electrodes. The resulting electric field stably suspended a charged particle. A suspended particle, back illuminated by a light emitting diode, was viewed by a video camera. The image was analyzed for particle position control and was calibrated to give the diameter of spheres, or the area equivalent diameter of nonspherical particles. The drag coefficient was calculated from the air velocity and the dc voltage required to keep the particle at the balance center. The particle Reynolds number varied from 0.2 to 13. Three particles each of coal and oil shale were captured and photographed by a scanning electron microscope and the motion of all the particles was recorded on video tape. Drag coefficient vs Reynolds number data for spheres agreed well with correlations. Data for thirteen particles each of coal and oil shale indicated a power law relationship between drag coefficient and Reynolds number. All these particles exhibited higher drag than spheres and were also observed to rotate. The rotation, however, did not affect the drag coefficient. The choice of characteristic dimension affects the drag characteristics of oil shale more strongly than for coal, owing to the flake-like shape of oil shale. 38 figs., 5 tabs.
Aerodynamic drag on intermodal railcars
NASA Astrophysics Data System (ADS)
Kinghorn, Philip; Maynes, Daniel
2014-11-01
The aerodynamic drag associated with transport of commodities by rail is becoming increasingly important as the cost of diesel fuel increases. This study aims to increase the efficiency of intermodal cargo trains by reducing the aerodynamic drag on the load carrying cars. For intermodal railcars a significant amount of aerodynamic drag is a result of the large distance between loads that often occurs and the resulting pressure drag resulting from the separated flow. In the present study aerodynamic drag data have been obtained through wind tunnel testing on 1/29 scale models to understand the savings that may be realized by judicious modification to the size of the intermodal containers. The experiments were performed in the BYU low speed wind tunnel and the test track utilizes two leading locomotives followed by a set of five articulated well cars with double stacked containers. The drag on a representative mid-train car is measured using an isolated load cell balance and the wind tunnel speed is varied from 20 to 100 mph. We characterize the effect that the gap distance between the containers and the container size has on the aerodynamic drag of this representative rail car and investigate methods to reduce the gap distance.
NASA Astrophysics Data System (ADS)
Nwankwo, Victor U. J.; Chakrabarti, Sandip Kumar; Weigel, Robert
2016-07-01
Atmospheric drag is the strongest force perturbing the motion of satellites in low Earth orbits LEO, and could cause re-entry of satellites, difficulty in identifying and tracking of the satellites and other space objects, manuvering and prediction of lifetime and re-entry. Solar activities influence the temperature, density and composition of the upper atmosphere. These effects thus strongly depend on the phase of a solar cycle. The frequency of intense flares and storms increase during solar maximum. Heating up of the atmosphere causes its expansion eventually leading to accelerated drag of orbiting satellites, especially those in LEO. In this paper, we present the model of the atmospheric drag effect on the trajectory of hypothetical LEO satellites of different ballistic coefficients. We investigate long-term trend of atmospheric drag on LEO satellites due to solar forcing induced atmospheric perturbations and heating at different phases of the solar cycle, and during interval of strong geomagnetic disturbances or storms. We show the dependence of orbital decay on severity of both the solar cycle and phase, and the extent of geomagnetic perturbations. The result of the model compares well with the observed decay profile of existing LEO satellites and provides a better understanding of the issue of the orbital decay. Our result may also be useful for selection of launch window of satellites for an extended lifetime in the orbit.
Aerodynamic drag in cycling: methods of assessment.
Debraux, Pierre; Grappe, Frederic; Manolova, Aneliya V; Bertucci, William
2011-09-01
When cycling on level ground at a speed greater than 14 m/s, aerodynamic drag is the most important resistive force. About 90% of the total mechanical power output is necessary to overcome it. Aerodynamic drag is mainly affected by the effective frontal area which is the product of the projected frontal area and the coefficient of drag. The effective frontal area represents the position of the cyclist on the bicycle and the aerodynamics of the cyclist-bicycle system in this position. In order to optimise performance, estimation of these parameters is necessary. The aim of this study is to describe and comment on the methods used during the last 30 years for the evaluation of the effective frontal area and the projected frontal area in cycling, in both laboratory and actual conditions. Most of the field methods are not expensive and can be realised with few materials, providing valid results in comparison with the reference method in aerodynamics, the wind tunnel. Finally, knowledge of these parameters can be useful in practice or to create theoretical models of cycling performance. PMID:21936289
Exploring the Aerodynamic Drag of a Moving Cyclist
ERIC Educational Resources Information Center
Theilmann, Florian; Reinhard, Christopher
2016-01-01
Although the physics of cycling itself is a complex mixture of aerodynamics, physiology, mechanics, and heuristics, using cycling as a context for teaching physics has a tradition of certainly more than 30 years. Here, a possible feature is the discussion of the noticeable resistant forces such as aerodynamic drag and the associated power…
Aerodynamic Drag and Drag Reduction: Energy and Energy Savings (Invited)
NASA Technical Reports Server (NTRS)
Wood, Richard M.
2003-01-01
An assessment of the role of fluid dynamic resistance and/or aerodynamic drag and the relationship to energy use in the United States is presented. Existing data indicates that up to 25% of the total energy consumed in the United States is used to overcome aerodynamic drag, 27% of the total energy used in the United States is consumed by transportation systems, and 60% of the transportation energy or 16% of the total energy consumed in the United States is used to overcome aerodynamic drag in transportation systems. Drag reduction goals of 50% are proposed and discussed which if realized would produce a 7.85% total energy savings. This energy savings correlates to a yearly cost savings in the $30Billion dollar range.
NASA Astrophysics Data System (ADS)
Rajagopal, Krishna; Sadofyev, Andrey V.
2015-10-01
We provide a holographic evaluation of novel contributions to the drag force acting on a heavy quark moving through strongly interacting plasma. The new contributions are chiral in the sense that they act in opposite directions in plasmas containing an excess of left- or right-handed quarks. The new contributions are proportional to the coefficient of the axial anomaly, and in this sense also are chiral. These new contributions to the drag force act either parallel to or antiparallel to an external magnetic field or to the vorticity of the fluid plasma. In all these respects, these contributions to the drag force felt by a heavy quark are analogous to the chiral magnetic effect (CME) on light quarks. However, the new contribution to the drag force is independent of the electric charge of the heavy quark and is the same for heavy quarks and antiquarks, meaning that these novel effects do not in fact contribute to the CME current. We show that although the chiral drag force can be non-vanishing for heavy quarks that are at rest in the local fluid rest frame, it does vanish for heavy quarks that are at rest in a suitably chosen frame. In this frame, the heavy quark at rest sees counterpropagating momentum and charge currents, both proportional to the axial anomaly coefficient, but feels no drag force. This provides strong concrete evidence for the absence of dissipation in chiral transport, something that has been predicted previously via consideration of symmetries. Along the way to our principal results, we provide a general calculation of the corrections to the drag force due to the presence of gradients in the flowing fluid in the presence of a nonzero chemical potential. We close with a consequence of our result that is at least in principle observable in heavy ion collisions, namely an anticorrelation between the direction of the CME current for light quarks in a given event and the direction of the kick given to the momentum of all the heavy quarks and
Switchable and Tunable Aerodynamic Drag on Cylinders
NASA Astrophysics Data System (ADS)
Guttag, Mark; Lopez Jimenez, Francisco; Reis, Pedro
2015-11-01
We report results on the performance of Smart Morphable Surfaces (Smporhs) that can be mounted onto cylindrical structures to actively reduce their aerodynamic drag. Our system comprises of an elastomeric thin shell with a series of carefully designed subsurface cavities that, once depressurized, lead to a dramatic deformation of the surface topography, on demand. Our design is inspired by the morphology of the giant cactus (Carnegiea gigantea) which possesses an array of axial grooves, which are thought to help reduce aerodynamic drag, thereby enhancing the structural robustness of the plant under wind loading. We perform systematic wind tunnel tests on cylinders covered with our Smorphs and characterize their aerodynamic performance. The switchable and tunable nature of our system offers substantial advantages for aerodynamic performance when compared to static topographies, due to their operation over a wider range of flow conditions.
Switchable and Tunable Aerodynamic Drag on Cylinders
NASA Astrophysics Data System (ADS)
Guttag, Mark; Lopéz Jiménez, Francisco; Upadhyaya, Priyank; Kumar, Shanmugam; Reis, Pedro
We report results on the performance of Smart Morphable Surfaces (Smporhs) that can be mounted onto cylindrical structures to actively reduce their aerodynamic drag. Our system comprises of an elastomeric thin shell with a series of carefully designed subsurface cavities that, once depressurized, lead to a dramatic deformation of the surface topography, on demand. Our design is inspired by the morphology of the giant cactus (Carnegiea gigantea) which possesses an array of axial grooves, thought to help reduce aerodynamic drag, thereby enhancing the structural robustness of the plant under wind loading. We perform systematic wind tunnel tests on cylinders covered with our Smorphs and characterize their aerodynamic performance. The switchable and tunable nature of our system offers substantial advantages for aerodynamic performance when compared to static topographies, due to their operation over a wider range of flow conditions.
Method of reducing drag in aerodynamic systems
NASA Technical Reports Server (NTRS)
Hrach, Frank J. (Inventor)
1993-01-01
In the present method, boundary layer thickening is combined with laminar flow control to reduce drag. An aerodynamic body is accelerated enabling a ram turbine on the body to receive air at velocity V sub 0. The discharge air is directed over an aft portion of the aerodynamic body producing boundary layer thickening. The ram turbine also drives a compressor by applying torque to a shaft connected between the ram turbine and the compressor. The compressor sucks in lower boundary layer air through inlets in the shell of the aircraft producing laminar flow control and reducing drag. The discharge from the compressor is expanded in a nozzle to produce thrust.
DOE Project on Heavy Vehicle Aerodynamic Drag
McCallen, R; Salari, K; Ortega, J; Castellucci, P; Pointer, D; Browand, F; Ross, J; Storms, B
2007-01-04
Class 8 tractor-trailers consume 11-12% of the total US petroleum use. At highway speeds, 65% of the energy expenditure for a Class 8 truck is in overcoming aerodynamic drag. The project objective is to improve fuel economy of Class 8 tractor-trailers by providing guidance on methods of reducing drag by at least 25%. A 25% reduction in drag would present a 12% improvement in fuel economy at highway speeds, equivalent to about 130 midsize tanker ships per year. Specific goals include: (1) Provide guidance to industry in the reduction of aerodynamic drag of heavy truck vehicles; (2) Develop innovative drag reducing concepts that are operationally and economically sound; and (3) Establish a database of experimental, computational, and conceptual design information, and demonstrate the potential of new drag-reduction devices. The studies described herein provide a demonstration of the applicability of the experience developed in the analysis of the standard configuration of the Generic Conventional Model. The modeling practices and procedures developed in prior efforts have been applied directly to the assessment of new configurations including a variety of geometric modifications and add-on devices. Application to the low-drag 'GTS' configuration of the GCM has confirmed that the error in predicted drag coefficients increases as the relative contribution of the base drag resulting from the vehicle wake to the total drag increases and it is recommended that more advanced turbulence modeling strategies be applied under those circumstances. Application to a commercially-developed boat tail device has confirmed that this restriction does not apply to geometries where the relative contribution of the base drag to the total drag is reduced by modifying the geometry in that region. Application to a modified GCM geometry with an open grille and radiator has confirmed that the underbody flow, while important for underhood cooling, has little impact on the drag coefficient of
ERIC Educational Resources Information Center
Weltner, Klaus
1990-01-01
Describes some experiments showing both qualitatively and quantitatively that aerodynamic lift is a reaction force. Demonstrates reaction forces caused by the acceleration of an airstream and the deflection of an airstream. Provides pictures of demonstration apparatus and mathematical expressions. (YP)
Methods of reducing vehicle aerodynamic drag
Sirenko V.; Rohatgi U.
2012-07-08
A small scale model (length 1710 mm) of General Motor SUV was built and tested in the wind tunnel for expected wind conditions and road clearance. Two passive devices, rear screen which is plate behind the car and rear fairing where the end of the car is aerodynamically extended, were incorporated in the model and tested in the wind tunnel for different wind conditions. The conclusion is that rear screen could reduce drag up to 6.5% and rear fairing can reduce the drag by 26%. There were additional tests for front edging and rear vortex generators. The results for drag reduction were mixed. It should be noted that there are aesthetic and practical considerations that may allow only partial implementation of these or any drag reduction options.
Exploring the aerodynamic drag of a moving cyclist
NASA Astrophysics Data System (ADS)
Theilmann, Florian; Reinhard, Christopher
2016-01-01
Although the physics of cycling itself is a complex mixture of aerodynamics, physiology, mechanics, and heuristics, using cycling as a context for teaching physics has a tradition of certainly more than 30 years. Here, a possible feature is the discussion of the noticeable resistant forces such as aerodynamic drag and the associated power consumption of cycling. We use an energy-based approach to model the power input for driving a bike at a constant speed. This approach uses a numerical simulation of the slowing down of a bike moving without pedaling which is implementable with standard spreadsheet software. The simulation can be compared directly to simple measurements with real bikes as well as to an analytic solution of the underlying differential equation. It is possible to derive realistic values for the aerodynamic drag coefficient {{c}\\text{D}} and the total power consumption within a secondary physics course. We also report experiences from teaching such a course to class 8 students.
Miniature drag force anemometer
NASA Technical Reports Server (NTRS)
Krause, L. N.; Fralick, G. C.
1977-01-01
A miniature drag force anemometer is described which is capable of measuring dynamic velocity head and flow direction. The anemometer consists of a silicon cantilevered beam 2.5 mm long, 1.5 mm wide, and 0.25 mm thick with an integrated diffused strain gage bridge, located at the base of the beam, as the force measuring element. The dynamics of the beam are like that of a second order system with a natural frequency of about 42 kHz and a damping coefficient of 0.007. The anemometer can be used in both forward and reversed flow. Measured flow characteristics up to Mach 0.6 are presented along with application examples including turbulence measurements.
Measuring the Drag Force on a Falling Ball
ERIC Educational Resources Information Center
Cross, Rod; Lindsey, Crawford
2014-01-01
The effect of the aerodynamic drag force on an object in flight is well known and has been described in this and other journals many times. At speeds less than about 1 m/s, the drag force on a sphere is proportional to the speed and is given by Stokes' law. At higher speeds, the drag force is proportional to the velocity squared and is…
Reference values and improvement of aerodynamic drag in professional cyclists.
García-López, Juan; Rodríguez-Marroyo, José Antonio; Juneau, Carl-Etienne; Peleteiro, José; Martínez, Alfredo Córdova; Villa, José Gerardo
2008-02-01
The aims of this study were to measure the aerodynamic drag in professional cyclists, to obtain aerodynamic drag reference values in static and effort positions, to improve the cyclists' aerodynamic drag by modifying their position and cycle equipment, and to evaluate the advantages and disadvantages of these modifications. The study was performed in a wind tunnel with five professional cyclists. Four positions were assessed with a time-trial bike and one position with a standard racing bike. In all positions, aerodynamic drag and kinematic variables were recorded. The drag area for the time-trial bike was 31% higher in the effort than static position, and lower than for the standard racing bike. Changes in the cyclists' position decreased the aerodynamic drag by 14%. The aero-helmet was not favourable for all cyclists. The reliability of aerodynamic drag measures in the wind tunnel was high (r > 0.96, coefficient of variation < 2%). In conclusion, we measured and improved the aerodynamic drag in professional cyclists. Our results were better than those of other researchers who did not assess aerodynamic drag during effort at race pace and who employed different wheels. The efficiency of the aero-helmet, and the validity, reliability, and sensitivity of the wind tunnel and aerodynamic field testing were addressed. PMID:17943597
Parachute drag and radial force
Purvis, J.W.
1986-01-01
This paper presents a combination of old and new wind tunnel data in a format which illustrates the effects of inflated diameter, geometric porosity, reefing line length, suspension line length, number of gores, and number of ribbons on parachute drag. A new definition of radial force coefficient is presented, as well as a universal drag curve for flat circular and conical parachutes.
Fuel Savings and Aerodynamic Drag Reduction from Rail Car Covers
NASA Technical Reports Server (NTRS)
Storms, Bruce; Salari, Kambiz; Babb, Alex
2008-01-01
The potential for energy savings by reducing the aerodynamic drag of rail cars is significant. A previous study of aerodynamic drag of coal cars suggests that a 25% reduction in drag of empty cars would correspond to a 5% fuel savings for a round trip [1]. Rail statistics for the United States [2] report that approximately 5.7 billion liters of diesel fuel were consumed for coal transportation in 2002, so a 5% fuel savings would total 284 million liters. This corresponds to 2% of Class I railroad fuel consumption nationwide. As part of a DOE-sponsored study, the aerodynamic drag of scale rail cars was measured in a wind tunnel. The goal of the study was to measure the drag reduction of various rail-car cover designs. The cover designs tested yielded an average drag reduction of 43% relative to empty cars corresponding to an estimated round-trip fuel savings of 9%.
Miniature drag-force anemometer
NASA Technical Reports Server (NTRS)
Krause, L. N.; Fralick, G. C.
1981-01-01
A miniature drag force anemometer is described which is capable of measuring unsteady as well as steady state velocity head and flow direction. It consists of a cantilevered beam with strain gages located at the base of the beam as the force measuring element. The dynamics of the beam are like those of lightly damped second order system with a natural frequency as high as 40 kilohertz depending on beam geometry and material. The anemometer is used in both forward and reversed flow. Anemometer characteristics and several designs are presented along with discussions of several applications.
Miniature drag-force anemometer
NASA Technical Reports Server (NTRS)
Krause, L. N.; Fralick, G. C.
1981-01-01
A miniature drag-force anemometer is described which is capable of measuring unsteady as well as steady-state velocity head and flow direction. It consists of a cantilevered beam with strain gages located at the base of the beam as the force measuring element. The dynamics of the beam are like those of a lightly damped second-order system with a natural frequency as high as 40 kilohertz depending on beam geometry and material. The anemometer can be used in both forward and reversed flow. Anemometer characteristics and several designs are presented along with discussions of several applications.
Miniature drag-force anemometer
NASA Technical Reports Server (NTRS)
Krause, L. N.; Fralick, G. C.
1977-01-01
A miniature drag-force anemometer is described which is capable of measuring dynamic velocity head and flow direction. The anemometer consists of a silicon cantilever beam 2.5 mm long, 1.5 mm wide, and 0.25 mm thick with an integrated diffused strain-gage bridge, located at the base of the beam, as the force measuring element. The dynamics of the beam are like those of a second-order system with a natural frequency of about 42 kHz and a damping coefficient of 0.007. The anemometer can be used in both forward and reversed flow. Measured flow characteristics up to Mach 0.6 are presented along with application examples including turbulence measurements.
Vertical variations of coral reef drag forces
NASA Astrophysics Data System (ADS)
Asher, Shai; Niewerth, Stephan; Koll, Katinka; Shavit, Uri
2016-05-01
Modeling flow in a coral reef requires a closure model that links the local drag force to the local mean velocity. However, the spatial flow variations make it difficult to predict the distribution of the local drag. Here we report on vertical profiles of measured drag and velocity in a laboratory reef that was made of 81 Pocillopora Meandrina colony skeletons, densely arranged along a tilted flume. Two corals were CT-scanned, sliced horizontally, and printed using a 3-D printer. Drag was measured as a function of height above the bottom by connecting the slices to drag sensors. Profiles of velocity were measured in-between the coral branches and above the reef. Measured drag of whole colonies shows an excellent agreement with previous field and laboratory studies; however, these studies never showed how drag varies vertically. The vertical distribution of drag is reported as a function of flow rate and water level. When the water level is the same as the reef height, Reynolds stresses are negligible and the drag force per unit fluid mass is nearly constant. However, when the water depth is larger, Reynolds stress gradients become significant and drag increases with height. An excellent agreement was found between the drag calculated by a momentum budget and the measured drag of the individual printed slices. Finally, we propose a modified formulation of the drag coefficient that includes the normal dispersive stress term and results in reduced variations of the drag coefficient at the cost of introducing an additional coefficient.
Drop tower with no aerodynamic drag
NASA Technical Reports Server (NTRS)
Kendall, J. M., Jr.
1981-01-01
Cooling air accelerated to match velocity of falling object eliminates drag. 3 meter drop tower with suction fan and specific geometry causes air to accelerate downward at 1 g. Although cooling of molten material released from top is slow because surrounding air moves with it, drop remains nearly spherical.
Aerodynamic Drag Reduction Apparatus For Wheeled Vehicles In Ground Effect
Ortega, Jason M.; Salari, Kambiz
2005-12-13
An apparatus for reducing the aerodynamic drag of a wheeled vehicle in a flowstream, the vehicle having a vehicle body and a wheel assembly supporting the vehicle body. The apparatus includes a baffle assembly adapted to be positioned upstream of the wheel assembly for deflecting airflow away from the wheel assembly so as to reduce the incident pressure on the wheel assembly.
Aerodynamic drag reduction by vertical splitter plates
NASA Astrophysics Data System (ADS)
Gilliéron, Patrick; Kourta, Azeddine
2010-01-01
The capacity of vertical splitter plates placed at the front or the rear of a simplified car geometry to reduce drag, with and without skew angle, is investigated for Reynolds numbers between 1.0 × 106 and 1.6 × 106. The geometry used is a simplified geometry to represent estate-type vehicles, for the rear section, and MPV-type vehicle. Drag reductions of nearly 28% were obtained for a zero skew angle with splitter plates placed at the front of models of MPV or utility vehicles. The results demonstrate the advantage of adapting the position and orientation of the splitter plates in the presence of a lateral wind. All these results confirm the advantage of this type of solution, and suggest that this expertise should be used in the automotive field to reduce consumption and improve dynamic stability of road vehicles.
Nonequilibrium forces between dragged ultrasoft colloids.
Singh, Sunil P; Winkler, Roland G; Gompper, Gerhard
2011-10-01
The dynamical deformation of ultrasoft colloids as well as their dynamic frictional forces are numerically investigated, when one colloid is dragged past another at constant velocity. Hydrodynamic interactions are captured by a particle-based mesoscopic simulation method. At vanishing relative velocity, the equilibrium repulsive force-distance curve is obtained. At large drag velocities, in contrast, we find an apparent attractive force for departing colloids along the dragging direction. The deformation, in the close encounter of colloids, and the energy dissipation are examined as a function of the drag velocity and their separation. PMID:22107322
Aerodynamics of Drag Reduction Devices for Semi-Trucks
NASA Astrophysics Data System (ADS)
Ortega, Jason; Salari, Kambiz
2014-11-01
An increasing number of semi-trucks throughout the United States are being retrofitted with aerodynamic drag reduction devices to improve the vehicle fuel economy. Such devices typically include both trailer skirts and boattails to mitigate trailer underbody drag and base drag, respectively. Since full-scale measurements of the device performance are especially prone to experimental noise due to the effects of the driver, route, payload, or atmospheric conditions, more precise data must be obtained within a wind tunnel. In this experimental study, the wind-averaged drag coefficient is measured for a detailed 1/8th scale semi-truck model. The Reynolds number based upon the vehicle width is 1.7e6. A number of trailer skirt and boattail device configurations are considered, as well as the effects of the boattail deflection angle. The results of this study demonstrate that a combination of a trailer skirt and boattail reduces the aerodynamic drag of a semi-truck by as much as 25%. If such a combination were applied to each of the semi-trucks throughout the United States, several billion dollars in fuel savings could be achieved each year. This work was performed under the auspices of the U.S. Department of Energy by Lawrence Livermore National Laboratory under Contract DE-AC52-07NA27344. LLNL-ABS-657810.
Reducing Aerodynamic Drag on Empty Open Cargo Vehicles
NASA Technical Reports Server (NTRS)
Ross, James C.; Storms, Bruce L.; Dzoan, Dan
2009-01-01
Some simple structural modifications have been demonstrated to be effective in reducing aerodynamic drag on vehicles that have empty open cargo bays. The basic idea is to break up the airflow in a large open cargo bay by inserting panels to divide the bay into a series of smaller bays. In the case of a coal car, this involves inserting a small number (typically between two and four) of vertical full-depth or partial-depth panels.
An Aerodynamic Assessment of Micro-Drag Generators (MDGs)
NASA Technical Reports Server (NTRS)
Bauer, Steven X. S.
1998-01-01
Commercial transports as well as fighter aircraft of the future are being designed with very low drag (friction and pressure). Concurrently, commuter airports are being built or envisioned to be built in the centers of metropolitan areas where shorter runways and/or reduced noise footprints on takeoff and landing are required. These requirements and the fact that drag is lower on new vehicles than on older aircraft have resulted in vehicles that require a large amount of braking force (from landing-gear brakes, spoilers, high-lift flaps, thrust reversers, etc.). Micro-drag generators (MDGs) were envisioned to create a uniformly distributed drag force along a vehicle by forcing the flow to separate on the aft-facing surface of a series of deployable devices, thus, generating drag. The devices are intended to work at any speed and for any type of vehicle (aircraft, ground vehicles, sea-faring vehicles). MDGs were applied to a general aviation wing and a representative fuselage shape and tested in two subsonic wind tunnels. The results showed increases in drag of 2 to 6 times that of a "clean" configuration.
Aerodynamic drag control by pulsed jets on simplified car geometry
NASA Astrophysics Data System (ADS)
Gilliéron, Patrick; Kourta, Azeddine
2013-02-01
Aerodynamic drag control by pulsed jets is tested in a wind tunnel around a simplified car geometry named Ahmed body with a rear slant angle of 35°. Pulsed jet actuators are located 5 × 10-3 m from the top of the rear window. These actuators are produced by a pressure difference ranging from 1.5 to 6.5 × 105 Pa. Their excitation frequency can vary between 10 and 550 Hz. The analysis of the control effects is based on wall visualizations, aerodynamic drag coefficient measurements, and the velocity fields obtained by 2D PIV measurements. The maximum drag reduction is 20 % and is obtained for the excitation frequency F j = 500 Hz and for the pressure difference ∆ P = 1.5 × 105 Pa. This result is linked with a substantial reduction in the transverse development of the longitudinal vortex structures coming from the left and right lateral sides of the rear window, with a displacement of the vortex centers downstream and with a decrease in the transverse rotational absolute values of these structures.
FY2003 Annual Report: DOE Project on Heavy Vehicle Aerodynamic Drag
McCallen, R C; Salari, K; Ortega, J; DeChant, L J; Roy, C J; Payne, J J; Hassan, B; Pointer, W D; Browand, F; Hammache, M; Hsu, T; Ross, J; Satran, D; Heineck, J; Walker, S; Yaste, D; Englar, R; Leonard, A; Rubel, M; Chatelain, P
2003-10-24
Objective: {sm_bullet} Provide guidance to industry in the reduction of aerodynamic drag of heavy truck vehicles. {sm_bullet} Establish a database of experimental, computational, and conceptual design information, and demonstrate potential of new drag-reduction devices.
Investigation of Tractor Base Bleeding for Heavy Vehicle Aerodynamic Drag Reduction
Ortega, J; Salari, K; Storms, B
2007-10-25
One of the main contributors to the aerodynamic drag of a heavy vehicle is tractor-trailer gap drag, which arises when the vehicle operates within a crosswind. Under this operating condition, freestream flow is entrained into the tractor-trailer gap, imparting a momentum exchange to the vehicle and subsequently increasing the aerodynamic drag. While a number of add-on devices, including side extenders, splitter plates, vortex stabilizers, and gap sealers, have been previously tested to alleviate this source of drag, side extenders remain the primary add-on device of choice for reducing tractor-trailer gap drag. However, side extenders are not without maintenance and operational issues. When a heavy vehicle pivots sharply with respect to the trailer, as can occur during loading or unloading operations, the side extenders can become crushed against the trailer. Consequently, fleet operators are forced to incur additional costs to cover the repair or replacement of the damaged side extenders. This issue can be overcome by either shortening the side extenders or by devising an alternative drag reduction concept that can perform just as effectively as side extenders. To explore such a concept, we investigate tractor base bleeding as a means of reducing gap drag. Wind tunnel measurements are made on a 1:20 scale heavy vehicle model at a vehicle width-based Reynolds number of 420,000. The tractor bleeding flow, which is delivered through a porous material embedded within the tractor base, is introduced into the tractor-trailer gap at bleeding coefficients ranging from 0.0-0.018. To determine the performance of tractor base bleeding under more realistic operating conditions, computational fluid dynamics simulations are performed on a full-scale heavy vehicle within a crosswind for bleeding coefficients ranging from 0.0-0.13.
Drag and lift forces in granular media
NASA Astrophysics Data System (ADS)
Guillard, F.; Forterre, Y.; Pouliquen, O.
2013-09-01
Forces exerted on obstacles moving in granular media are studied. The experiment consists in a horizontal cylinder rotating around the vertical axis in a granular medium. Both drag forces and lift forces experienced by the cylinder are measured. The first striking result is obtained during the first half rotation, before the cylinder crosses its wake. Despite the symmetry of the object, a strong lift force is measured, about 20 times the buoyancy. The scaling of this force is studied experimentally. The second remarkable observation is made after several rotations. The drag force dramatically drops and becomes independent of depth, showing that it no longer scales with the hydrostatic pressure. The rotation of the cylinder induces a structure in the packing, which screens the weight of the grains above
Drag-force regimes in granular impact
NASA Astrophysics Data System (ADS)
Tiwari, Mukesh; Mohan, T. R. Krishna; Sen, Surajit
2014-12-01
We study the penetration dynamics of a projectile incident normally on a substrate comprising of smaller granular particles in three-dimensions using the discrete element method. Scaling of the penetration depth is consistent with experimental observations for small velocity impacts. Our studies are consistent with the observation that the normal or drag force experienced by the penetrating grain obeys the generalized Poncelet law, which has been extensively invoked in understanding the drag force in the recent experimental data. We find that the normal force experienced by the projectile consists of position and kinetic-energy-dependent pieces. Three different penetration regimes are identified in our studies for low-impact velocities. The first two regimes are observed immediately after the impact and in the early penetration stage, respectively, during which the drag force is seen to depend on the kinetic energy. The depth dependence of the drag force becomes significant in the third regime when the projectile is moving slowly and is partially immersed in the substrate. These regimes relate to the different configurations of the bed: the initial loose surface packed state, fluidized bed below the region of impact, and the state after the crater formation commences.
Drag-force regimes in granular impact.
Tiwari, Mukesh; Mohan, T R Krishna; Sen, Surajit
2014-12-01
We study the penetration dynamics of a projectile incident normally on a substrate comprising of smaller granular particles in three-dimensions using the discrete element method. Scaling of the penetration depth is consistent with experimental observations for small velocity impacts. Our studies are consistent with the observation that the normal or drag force experienced by the penetrating grain obeys the generalized Poncelet law, which has been extensively invoked in understanding the drag force in the recent experimental data. We find that the normal force experienced by the projectile consists of position and kinetic-energy-dependent pieces. Three different penetration regimes are identified in our studies for low-impact velocities. The first two regimes are observed immediately after the impact and in the early penetration stage, respectively, during which the drag force is seen to depend on the kinetic energy. The depth dependence of the drag force becomes significant in the third regime when the projectile is moving slowly and is partially immersed in the substrate. These regimes relate to the different configurations of the bed: the initial loose surface packed state, fluidized bed below the region of impact, and the state after the crater formation commences. PMID:25615080
Gubser, Steven S.
2006-12-15
The AdS/CFT correspondence and a classical test string approximation are used to calculate the drag force on an external quark moving in a thermal plasma of N=4 super-Yang-Mills theory. This computation is motivated by the phenomenon of jet-quenching in relativistic heavy ion collisions.
Nonlinear drag force in dusty plasmas
Tsytovich, V.N.; De Angelis, U.; Ivlev, A.V.; Morfill, G.E.; Khrapak, S.
2005-11-15
The condition for large angle scattering in ion-grain collisions, which determine the nonlinear part of the ion drag force, coincides with the condition for the grain screening to be nonlinear (e{phi}/T{sub i}>1 where {phi} is the electrostatic grain potential and T{sub i} is the ion mean energy), a condition met in many laboratory experiments. A self-consistent treatment of the nonlinear ion-drag force therefore requires a correct treatment of nonlinear screening. A model to account for the nonlinearity is presented and the drag force calculated, showing that it can be substantially larger than that for linear screening. An important physical feature found in the present investigation is that nonlinear screening corresponds to almost full screening inside a finite radius and that large angle scattering occurs only inside this radius. The nonlinear ion-drag force is found to have a strong dependence on the grain size, ratio of ion to electron temperatures, and ion density.
Normal Force and Drag Force in Magnetorheological Finishing
Miao, C.; Shafrir, S.N.; Lambropoulos, J.C.; Jacobs, S.D.
2010-01-13
The material removal in magnetorheological finishing (MRF) is known to be controlled by shear stress, tau, which equals drag force, Fd, divided by spot area, As. However, it is unclear how the normal force, Fn, affects the material removal in MRF and how the measured ratio of drag force to normal force Fd/Fn, equivalent to coefficient of friction, is related to material removal. This work studies, for the first time for MRF, the normal force and the measured ratio Fd/Fn as a function of material mechanical properties. Experimental data were obtained by taking spots on a variety of materials including optical glasses and hard ceramics with a spot-taking machine (STM). Drag force and normal force were measured with a dual load cell. Drag force decreases linearly with increasing material hardness. In contrast, normal force increases with hardness for glasses, saturating at high hardness values for ceramics. Volumetric removal rate decreases with normal force across all materials. The measured ratio Fd/Fn shows a strong negative linear correlation with material hardness. Hard materials exhibit a low “coefficient of friction”. The volumetric removal rate increases with the measured ratio Fd/Fn which is also correlated with shear stress, indicating that the measured ratio Fd/Fn is a useful measure of material removal in MRF.
Hybrid approach to the ion drag force
Khrapak, S.A.; Ivlev, A.V.; Zhdanov, S.K.; Morfill, G.E.
2005-04-15
A detailed calculation of the ion drag force acting on a single grain in a collisionless Maxwellian plasma with an arbitrary velocity of the ion flow is carried out. The traditional binary collision approach to the problem is combined with the linear kinetic formalism. It is shown that for a pointlike particle the binary collision approach yields correct results provided that the effective plasma screening length is chosen appropriately. The correct choice follows from the self-consistent kinetic theory. On the other hand, the binary collision approach accounts consistently for the effects of finite grain size and grain charging. Taking these effects into account an expression for the ion drag force is obtained. Calculations are performed for a typical (exemplary) set of complex plasma parameters. The relevance for recent complex plasma experiments is briefly discussed.
Ion drag forces and magnetomechanical effect
Nedospasov, A. V. Nenova, N. V.
2010-11-15
Ion flows (ion drag forces) acting on macroscopic-size particles play a significant role in a plasma containing macroparticles. It is shown that ion drag forces can explain the magnetomechanical effect. The formula is derived for determining the dependence of the moment of the magnetomechanical effect on the type and pressure of the gas, tube radius, current, and magnetic field. This formula is in satisfactory agreement with experimental data for discharges in argon and neon with a relatively low magnetization of electron motion. For a high magnetization, the measured values of the moment of the magnetomechanical effect exceed the calculated values, which can be due to the effect of magnetic field nonuniformity and inhomogeneity of the plasma near the solenoid ends.
Aerodynamic drag reduction of a simplified squareback vehicle using steady blowing
NASA Astrophysics Data System (ADS)
Littlewood, R. P.; Passmore, M. A.
2012-08-01
A large contribution to the aerodynamic drag of a vehicle arises from the failure to fully recover pressure in the wake region, especially on squareback configurations. A degree of base pressure recovery can be achieved through careful shape optimisation, but the freedom of an automotive aerodynamicist to implement significant shape changes is limited by a variety of additional factors such styling, ergonomics and loading capacity. Active flow control technologies present the potential to create flow field modifications without the need for external shape changes and have received much attention in previous years within the aeronautical industry and, more recently, within the automotive industry. In this work the influence of steady blowing applied at a variety of angles on the roof trailing edge of a simplified ¼ scale squareback style vehicle has been investigated. Hot-wire anemometry, force balance measurements, surface pressure measurements and PIV have been used to investigate the effects of the steady blowing on the vehicle wake structures and the resulting body forces. The energy consumption of the steady jet is calculated and is used to deduce an aerodynamic drag power change. Results show that overall gains can be achieved; however, the large mass flow rate required restricts the applicability of the technique to road vehicles. Means by which the mass flow rate requirements of the jet may be reduced are discussed and suggestions for further work put forward.
Aerodynamic force by Lamb vector integrals in compressible flow
NASA Astrophysics Data System (ADS)
Mele, Benedetto; Tognaccini, Renato
2014-05-01
A new exact expression of the aerodynamic force acting on a body in steady high Reynolds number (laminar and turbulent) compressible flow is proposed. The aerodynamic force is obtained by integration of the Lamb vector field given by the cross product of vorticity times velocity. The result is obtained extending a theory developed for the incompressible case. A decomposition in lift and drag contribution is obtained in the two-dimensional case. The theory links the force generation to local flow properties, in particular to the Lamb vector field and to the kinetic energy. The theoretical results are confirmed analyzing numerical solutions obtained by a standard Reynolds Averaged Navier-Stokes solver. Results are discussed for the case of a two-dimensional airfoil in subsonic, transonic, and supersonic free stream conditions.
A method for the reduction of aerodynamic drag of road vehicles
NASA Technical Reports Server (NTRS)
Pamadi, Bandu N.; Taylor, Larry W.; Leary, Terrance O.
1990-01-01
A method is proposed for the reduction of the aerodynamic drag of bluff bodies, particularly for application to road transport vehicles. This technique consists of installation of panels on the forward surface of the vehicle facing the airstream. With the help of road tests, it was demonstrated that the attachment of proposed panels can reduce aerodynamic drag of road vehicles and result in significant fuel cost savings and conservation of energy resources.
NASA Technical Reports Server (NTRS)
Montoya, L. C.; Steers, L. L.
1974-01-01
Aerodynamic drag tests were performed on a conventional cab-over-engine tractor with a 45-foot trailer and five commercially available or potentially available add-on devices using the coast-down method. The tests ranged in velocity from approximately 30 miles per hour to 65 miles per hour and included some flow visualization. A smooth, level runway at Edwards Air Force Base was used for the tests, and deceleration measurements were taken with both accelerometers and stopwatches. An evaluation of the drag reduction results obtained with each of the five add-on devices is presented.
Yaste, David M; Salari, Kambiz; Hammache, Mustapha; Browand, Fred; Pointer, W. David; Ortega, Jason M.; McCallen, Rose; Walker, Stephen M; Heineck, James T; Hassan, Basil; Roy, Christopher John; Storms, B.; Satran, D.; Ross, James; Englar, Robert; Chatalain, Philippe; Rubel, Mike; Leonard, Anthony; Hsu, Tsu-Ya; DeChant, Lawrence Justin.
2004-06-01
At 70 miles per hour, overcoming aerodynamic drag represents about 65% of the total energy expenditure for a typical heavy truck vehicle. The goal of this US Department of Energy supported consortium is to establish a clear understanding of the drag producing flow phenomena. This is being accomplished through joint experiments and computations, leading to the smart design of drag reducing devices. This paper will describe our objective and approach, provide an overview of our efforts and accomplishments, and discuss our future direction.
McCallen, R; Salari, K; Ortega, J; DeChant, L; Hassan, B; Roy, C; Pointer, W; Browand, F; Hammache, M; Hsu, T; Leonard, A; Rubel, M; Chatalain, P; Englar, R; Ross, J; Satran, D; Heineck, J; Walker, S; Yaste, D; Storms, B
2004-06-17
At 70 miles per hour, overcoming aerodynamic drag represents about 65% of the total energy expenditure for a typical heavy truck vehicle. The goal of this US Department of Energy supported consortium is to establish a clear understanding of the drag producing flow phenomena. This is being accomplished through joint experiments and computations, leading to the 'smart' design of drag reducing devices. This paper will describe our objective and approach, provide an overview of our efforts and accomplishments, and discuss our future direction.
DOE Project on Heavy Vehicle Aerodynamic Drag FY 2005 Annual Report
McCallen, R C; Salari, K; Ortega, J; Castellucci, P; Eastwood, C; Paschkewitz, J; Pointer, W D; DeChant, L J; Hassan, B; Browand, F; Radovich, C; Merzel, T; Plocher, D; Ross, J; Storms, B; Heineck, J T; Walker, S; Roy, C J
2005-11-14
Class 8 tractor-trailers consume 11-12% of the total US petroleum use. At high way speeds, 65% of the energy expenditure for a Class 8 truck is in overcoming aerodynamic drag. The project objective is to improve fuel economy of Class 8 tractor-trailers by providing guidance on methods of reducing drag by at least 25%. A 25% reduction in drag would present a 12% improvement in fuel economy at highway speeds, equivalent to about 130 midsize tanker ships per year. Specific goals include: (1) Provide guidance to industry in the reduction of aerodynamic drag of heavy truck vehicles; and (2) Establish a database of experimental, computational, and conceptual design information, and demonstrate the potential of new drag-reduction devices.
Drag of the complete configuration aerodynamic considerations, 2
NASA Technical Reports Server (NTRS)
Roskam, J.
1975-01-01
A number of drag items are related to the performance of a complete aircraft configuration. First, the effect of fuselage camber, wing and nacelle incidence are discussed from a viewpoint of design decision making. Second, the effect of overall cruise drag on the design gross and empty weight of the airplane is discussed. Examples show that cruise drag can have a very important influence on total airplane weight. Third, the effects of usable cruise lift-to-drag ratio and wing loading are shown to be important. Finally several research needs relating to design of the complete configuration are reviewed.
Drag Force Anemometer Used in Supersonic Flow
NASA Technical Reports Server (NTRS)
Fralick, Gustave C.
1998-01-01
To measure the drag on a flat cantilever beam exposed transversely to a flow field, the drag force anemometer (beam probe) uses strain gauges attached on opposite sides of the base of the beam. This is in contrast to the hot wire anemometer, which depends for its operation on the variation of the convective heat transfer coefficient with velocity. The beam probe retains the high-frequency response (up to 100 kHz) of the hot wire anemometer, but it is more rugged, uses simpler electronics, is relatively easy to calibrate, is inherently temperature compensated, and can be used in supersonic flow. The output of the probe is proportional to the velocity head of the flow, 1/2 rho u(exp 2) (where rho is the fluid density and u is the fluid velocity). By adding a static pressure tap and a thermocouple to measure total temperature, one can determine the Mach number, static temperature, density, and velocity of the flow.
NASA Technical Reports Server (NTRS)
Clevenger, W. B., Jr.; Tabakoff, W.
1974-01-01
The particle motion in two-dimensional free and forced inward flowing vortices is considered. A particle in such a flow field experiences a balance between the aerodynamic drag forces that tend to drive erosive particles toward the axis, and centrifugal forces that prevent these particles from traveling toward the axis. Results predict that certain sizes of particles will achieve a stable orbit about the turbine axis in the inward flowing free vortex. In this condition, the radial drag force is equal to the centrifugal force. The sizes of particles that will achieve a stable orbit is shown to be related to the gas flow velocity diagram at a particular radius. A second analysis yields a description of particle sizes that will experience a centrifugal force that is greater than the radial component of the aerodynamic drag force for a more general type of particle motion.
Collisional effects on nonlinear ion drag force for small grains
Hutchinson, I. H.; Haakonsen, C. B.
2013-08-15
The ion drag force arising from plasma flow past an embedded spherical grain is calculated self-consistently and non-linearly using particle in cell codes, accounting for ion-neutral collisions. Using ion velocity distribution appropriate for ion drift driven by a force field gives wake potential and force greatly different from a shifted Maxwellian distribution, regardless of collisionality. The low-collisionality forces are shown to be consistent with estimates based upon cross-sections for scattering in a Yukawa (shielded) grain field, but only if non-linear shielding length is used. Finite collisionality initially enhances the drag force, but only by up to a factor of 2. Larger collisionality eventually reduces the drag force. In the collisional regime, the drift distribution gives larger drag than the shift distribution even at velocities where their collisionless drags are equal. Comprehensive practical analytic formulas for force that fit the calculations are provided.
Harloff, G.J.
1985-09-01
A theoretical aerodynamic model of lift and drag forces on a flat plate at angle of attack and at hypersonic speeds is presented. Real gas effects and friction drag are accounted for. Theoretical results are presented as a function of the viscous interaction parameter. The performance for two geometries is presented. 3 refs., 8 figs., 4 tabs.
Experimental Investigation of the Aerodynamic Forces on a Curveball
NASA Astrophysics Data System (ADS)
Jemmott, Colin; Utvich, Alexis; Logan, Sheldon; Rossmann, Jenn
2003-11-01
The physics of baseball has fascinated researchers nearly as long as the game has existed, yet research into aerodynamic forces on curveballs has often been conflicting and incomplete. A team of undergraduates used the newly completed Harvey Mudd College wind tunnel with a specially designed apparatus to quantify these forces. The coefficient of lift was found to be a non-linear function of both the dimensionless spin number and the Reynolds number, suggesting a stronger Reynolds number dependence than previously reported. The coefficient of drag was found to be primarily a function of spin number over the range of Reynolds numbers investigated and is significantly higher than that for a static baseball over the same Reynolds number range. While these findings help to quantify and interpret what pitchers know intuitively, they also motivate further investigations of both forces and the resulting flow field over a wider parameter range.
Study of the triple-mass Tethered Satellite System under aerodynamic drag and J2 perturbations
NASA Astrophysics Data System (ADS)
Razzaghi, Pourya; Assadian, Nima
2015-11-01
The dynamics of multi-tethered satellite formations consisting of three masses are studied in this paper. The triple-mass triple-tethered satellite system is modeled under the low Earth orbit perturbations of drag and Earth's oblateness and its equilibrium conditions are derived. It is modeled as three equal end-masses connected by a uniform-mass straight tether. The lengths of tethers are supposed to be constant and in this manner the angles of the plane consisting the masses are taken as the state variables of the system. The governing equations of motion are derived using Lagrangian approach. The aerodynamic drag perturbation is expressed as an external non-conservative force and the Earth oblateness (J2 perturbation) is considered as a term of potential energy. The equilibrium conditions of this system are found and their stability is investigated through the linear stability theory. Then, the results are verified by using a nonlinear simulation for three types of equilibrium conditions.
In vivo recording of aerodynamic force with an aerodynamic force platform: from drones to birds.
Lentink, David; Haselsteiner, Andreas F; Ingersoll, Rivers
2015-03-01
Flapping wings enable flying animals and biomimetic robots to generate elevated aerodynamic forces. Measurements that demonstrate this capability are based on experiments with tethered robots and animals, and indirect force calculations based on measured kinematics or airflow during free flight. Remarkably, there exists no method to measure these forces directly during free flight. Such in vivo recordings in freely behaving animals are essential to better understand the precise aerodynamic function of their flapping wings, in particular during the downstroke versus upstroke. Here, we demonstrate a new aerodynamic force platform (AFP) for non-intrusive aerodynamic force measurement in freely flying animals and robots. The platform encloses the animal or object that generates fluid force with a physical control surface, which mechanically integrates the net aerodynamic force that is transferred to the earth. Using a straightforward analytical solution of the Navier-Stokes equation, we verified that the method is accurate. We subsequently validated the method with a quadcopter that is suspended in the AFP and generates unsteady thrust profiles. These independent measurements confirm that the AFP is indeed accurate. We demonstrate the effectiveness of the AFP by studying aerodynamic weight support of a freely flying bird in vivo. These measurements confirm earlier findings based on kinematics and flow measurements, which suggest that the avian downstroke, not the upstroke, is primarily responsible for body weight support during take-off and landing. PMID:25589565
In vivo recording of aerodynamic force with an aerodynamic force platform: from drones to birds
Lentink, David; Haselsteiner, Andreas F.; Ingersoll, Rivers
2015-01-01
Flapping wings enable flying animals and biomimetic robots to generate elevated aerodynamic forces. Measurements that demonstrate this capability are based on experiments with tethered robots and animals, and indirect force calculations based on measured kinematics or airflow during free flight. Remarkably, there exists no method to measure these forces directly during free flight. Such in vivo recordings in freely behaving animals are essential to better understand the precise aerodynamic function of their flapping wings, in particular during the downstroke versus upstroke. Here, we demonstrate a new aerodynamic force platform (AFP) for non-intrusive aerodynamic force measurement in freely flying animals and robots. The platform encloses the animal or object that generates fluid force with a physical control surface, which mechanically integrates the net aerodynamic force that is transferred to the earth. Using a straightforward analytical solution of the Navier–Stokes equation, we verified that the method is accurate. We subsequently validated the method with a quadcopter that is suspended in the AFP and generates unsteady thrust profiles. These independent measurements confirm that the AFP is indeed accurate. We demonstrate the effectiveness of the AFP by studying aerodynamic weight support of a freely flying bird in vivo. These measurements confirm earlier findings based on kinematics and flow measurements, which suggest that the avian downstroke, not the upstroke, is primarily responsible for body weight support during take-off and landing. PMID:25589565
DOE's effort to reduce truck aerodynamic drag through joint experiments and computations.
Salari, Kambiz; Browand, Fred; Sreenivas, Kidambi; Pointer, W. David; Taylor, Lafayette; Pankajakshan, Ramesh; Whitfield, David; Plocher, Dennis; Ortega, Jason M.; Merzel, Tai; McCallen, Rose; Walker, Stephen M; Heineck, James T; Hassan, Basil; Roy, Christopher John; Storms, B.; Ross, James; Englar, Robert; Rubel, Mike; Leonard, Anthony; Radovich, Charles; Eastwood, Craig; Paschkewitz, John; Castellucci, Paul; DeChant, Lawrence Justin.
2005-08-01
Class 8 tractor-trailers are responsible for 11-12% of the total US consumption of petroleum. Overcoming aero drag represents 65% of energy expenditure at highway speeds. Most of the drag results from pressure differences and reducing highway speeds is very effective. The goal is to reduce aerodynamic drag by 25% which would translate to 12% improved fuel economy or 4,200 million gal/year. Objectives are: (1) In support of DOE's mission, provide guidance to industry in the reduction of aerodynamic drag; (2) To shorten and improve design process, establish a database of experimental, computational, and conceptual design information; (3) Demonstrate new drag-reduction techniques; and (4) Get devices on the road. Some accomplishments are: (1) Concepts developed/tested that exceeded 25% drag reduction goal; (2) Insight and guidelines for drag reduction provided to industry through computations and experiments; (3) Joined with industry in getting devices on the road and providing design concepts through virtual modeling and testing; and (4) International recognition achieved through open documentation and database.
Evaluation of Aerodynamic Drag and Torque for External Tanks in Low Earth Orbit
Stone, William C.; Witzgall, Christoph
2006-01-01
A numerical procedure is described in which the aerodynamic drag and torque in low Earth orbit are calculated for a prototype Space Shuttle external tank and its components, the “LO2” and “LH2” tanks, carrying liquid oxygen and hydrogen, respectively, for any given angle of attack. Calculations assume the hypersonic limit of free molecular flow theory. Each shell of revolution is assumed to be described by a series of parametric equations for their respective contours. It is discretized into circular cross sections perpendicular to the axis of revolution, which yield a series of ellipses when projected according to the given angle of attack. The drag profile, that is, the projection of the entire shell is approximated by the convex envelope of those ellipses. The area of the drag profile, that is, the drag area, and its center of area moment, that is, the drag center, are then calculated and permit determination of the drag vector and the eccentricity vector from the center of gravity of the shell to the drag center. The aerodynamic torque is obtained as the cross product of those vectors. The tanks are assumed to be either evacuated or pressurized with a uniform internal gas distribution: dynamic shifting of the tank center of mass due to residual propellant sloshing is not considered. PMID:27274926
Evaluation of Aerodynamic Drag and Torque for External Tanks in Low Earth Orbit.
Stone, William C; Witzgall, Christoph
2006-01-01
A numerical procedure is described in which the aerodynamic drag and torque in low Earth orbit are calculated for a prototype Space Shuttle external tank and its components, the "LO2" and "LH2" tanks, carrying liquid oxygen and hydrogen, respectively, for any given angle of attack. Calculations assume the hypersonic limit of free molecular flow theory. Each shell of revolution is assumed to be described by a series of parametric equations for their respective contours. It is discretized into circular cross sections perpendicular to the axis of revolution, which yield a series of ellipses when projected according to the given angle of attack. The drag profile, that is, the projection of the entire shell is approximated by the convex envelope of those ellipses. The area of the drag profile, that is, the drag area, and its center of area moment, that is, the drag center, are then calculated and permit determination of the drag vector and the eccentricity vector from the center of gravity of the shell to the drag center. The aerodynamic torque is obtained as the cross product of those vectors. The tanks are assumed to be either evacuated or pressurized with a uniform internal gas distribution: dynamic shifting of the tank center of mass due to residual propellant sloshing is not considered. PMID:27274926
Aerodynamic drag reduction tests on a box-shaped vehicle
NASA Technical Reports Server (NTRS)
Peterson, R. L.; Sandlin, D. R.
1981-01-01
The intent of the present experiment is to define a near optimum value of drag coefficient for a high volume type of vehicle through the use of a boattail, on a vehicle already having rounded front corners and an underbody seal, or fairing. The results of these tests will constitute a baseline for later follow-on studies to evaluate candidate methods of obtaining afterbody drag coefficients approaching the boattail values, but without resorting to such impractical afterbody extensions. The current modifications to the box-shaped vehicle consisted of a full and truncated boattail in conjunction with the faired and sealed underbody. Drag results from these configurations are compared with corresponding wind tunnel results of a 1/10 scale model. Test velocities ranged up to 96.6 km/h (60 mph) and the corresponding Reynolds numbers ranged up to 1.3 x 10 to the 7th power based on the vehicles length which includes the boattail. A simple coast-down technique was used to define drag.
Collisional Effects on Nonlinear Ion Drag Force for Small Grains
NASA Astrophysics Data System (ADS)
Hutchinson, I. H.; Haakonsen, C. B.
2013-10-01
Ion drag force arising from plasma flow past an embedded grain in a plasma is a vital part of dusty plasma dynamics. Ion-neutral collisions are often significant for experimental dusty plasmas. They are here included self-consistently in properly nonlinear comprehensive drag calculations, for the first time. The ion drag on a spherical grain is calculated using particle in cell codes SCEPTIC and COPTIC. Using ion velocity ``drift'' distribution appropriate for flow driven by a force field gives wake potential and force greatly different from a shifted Maxwellian distribution, regardless of collisionality level. The low-collisionality forces are shown to be consistent with estimates based upon cross-sections for scattering in a Yukawa (shielded) grain field, but only if nonlinear shielding length is used. Finite collisionality initially enhances the drag force, but only by up to a factor of 2. Larger collisionality eventually reduces the drag force. In the collisional regime, the drift distribution gives larger drag than the shift distribution even at velocities where their collisionless drags are equal. Comprehensive practical analytic formulas for force that fit the calculations are provided. Partially supported by NSF/DOE Grant DE-FG02-06ER54982 and Science Graduate Fellowship Program DE-AC05-06OR23100.
Estimating unsteady aerodynamic forces on a cascade in a three-dimensional turbulence field
NASA Technical Reports Server (NTRS)
Norman, T.; Johnson, W.
1985-01-01
An analytical method has been developed to estimate the unsteady aerodynamic forces caused by flow field turbulence on a wind tunnel turning vane cascade system (vane set). This method approximates dynamic lift and drag by linearly perturbing the appropriate steady state force equations, assuming that the dynamic loads are due only to free stream turbulence and that this turbulence is homogeneous, isotropic, and Gaussian. Correlation and unsteady aerodynamic effects are also incorporated into the analytical model. Using these assumptions, equations relating dynamic lift and drag to flow turbulence, mean velocity, and vane set geometry are derived. From these equations, estimates for the power spectra and rms (root mean squared value, delta) loading of both lift and drag can be determined.
FY 2004 Annual Report: DOE Project on Heavy Vehicle Aerodynamic Drag
McCallen, R C; Salari, K; Ortega, J; Castellucci, P; Eastwood, C; Whittaker, K; DeChant, L J; Roy, C J; Payne, J L; Hassan, B; Pointer, W D; Browand, F; Hammache, M; Hsu, T; Ross, J; Satran, D; Heineck, J T; Walker, S; Yaste, D; Englar, R; Leonard, A; Rubel, M; Chatelain, P
2004-11-18
The objective of this report is: (1) Provide guidance to industry in the reduction of aerodynamic drag of heavy truck vehicles; and (2) Establish a database of experimental, computational, and conceptual design information, and demonstrate potential of new drag-reduction devices. The approaches used were: (1) Develop and demonstrate the ability to simulate and analyze aerodynamic flow around heavy truck vehicles using existing and advanced computational fluid dynamics (CFD) tools; (2) Through an extensive experimental effort, generate an experimental data base for code validation; (3) Using experimental data base, validate computations; (4) Provide industry with design guidance and insight into flow phenomena from experiments and computations; and (5) Investigate aero devices (e.g., base flaps, tractor-trailer gap stabilizer, underbody skirts and wedges, blowing and acoustic devices), provide industry with conceptual designs of drag reducing devices, and demonstrate the full-scale fuel economy potential of these devices.
Direct measurements of drag forces in C. elegans crawling locomotion.
Rabets, Yegor; Backholm, Matilda; Dalnoki-Veress, Kari; Ryu, William S
2014-10-21
With a simple and versatile microcantilever-based force measurement technique, we have probed the drag forces involved in Caenorhabditis elegans locomotion. As a worm crawls on an agar surface, we found that substrate viscoelasticity introduces nonlinearities in the force-velocity relationships, yielding nonconstant drag coefficients that are not captured by original resistive force theory. A major contributing factor to these nonlinearities is the formation of a shallow groove on the agar surface. We measured both the adhesion forces that cause the worm's body to settle into the agar and the resulting dynamics of groove formation. Furthermore, we quantified the locomotive forces produced by C. elegans undulatory motions on a wet viscoelastic agar surface. We show that an extension of resistive force theory is able to use the dynamics of a nematode's body shape along with the measured drag coefficients to predict the forces generated by a crawling nematode. PMID:25418179
Aerodynamic performance of a drag reduction device on a full-scale tractor/trailer
NASA Astrophysics Data System (ADS)
Lanser, Wendy R.; Ross, James C.; Kaufman, Andrew E.
1991-09-01
The effectiveness of an aerodynamic boattail on a tractor/trailer road vehicle was measured in the NASA Ames Research Center 80- by 120-Foot Wind Tunnel. Results are examined for the tractor/trailer with and without the drag reduction device. Pressure measurements and flow visualization show that the aerodynamic boattail traps a vortex or eddy in the corner formed between the device and the rear corner of the trailer. This recirculating flow turns the flow inward as it separates from the edges of the base of the trailer. This modified flow behavior increases the pressure acting over the base area of the truck, thereby reducing the net aerodynamic drag of the vehicle. Drag measurements and pressure distributions in the region of the boattail device are presented for selected configurations. The optimum configuration reduces the overall drag of the tractor/trailer combination by about 10 percent at a zero yaw angle. Unsteady pressure measurements do not indicate strong vortex shedding, although the addition of the boattail plates increases high frequency content of the fluctuating pressure.
The drag force on an American football
NASA Astrophysics Data System (ADS)
Watts, Robert G.; Moore, Gary
2003-08-01
We have measured the drag coefficient on an American football oriented so that its major axis is pointed directly into the wind. The football was suspended from the top of a wind tunnel by bicycle spokes attached to small bearings. The results are similar to the drag coefficients reported by Rouse (1946) for the case of an ellipsoid with major diameter/minor diameter similar to the length/diameter for the football. The drag coefficient for a spinning football is slightly lower than that for a nonspinning football. Both are in the range of 0.05-0.06, about half the value assumed by Brancazio (1985), about one-third that reported by Rae and Streit (2002) and far smaller than that reported by Cunningham and Dowell (1976).
Dimples and drag: Experimental demonstration of the aerodynamics of golf balls
NASA Astrophysics Data System (ADS)
Libii, Josué Njock
2007-08-01
While it is well known that the presence of dimples reduces the drag force exerted on a golf ball, demonstrations of this phenomenon are not common. A simple pendulum is designed and used in a wind tunnel to measure the drag force exerted by a moving stream of air on a spherical object. This pendulum is then used in experiments to measure drag forces exerted on smooth balls and on golf balls in order to compare the results. Data collected from 12 balls tested at speeds ranging from 54to180km/h demonstrate that the presence of dimples on the surface of golf balls causes them to experience drag forces that are smaller than those on smooth balls of the same diameters and weights.
Measuring the force of drag on air sheared sessile drops
NASA Astrophysics Data System (ADS)
Milne, Andrew J. B.; Fleck, Brian; Amirfazli, Alidad
2012-11-01
To blow a drop along or off of a surface (i.e. to shed the drop), the drag force on the drop (based on flow conditions, drop shape, and fluid properties) must overcome the adhesion force between the drop and the surface (based on surface tension, drop shape, and contact angle). While the shedding of sessile drops by shear flow has been studied [Milne, A. J. B. & Amirfazli, A. Langmuir 25, 14155 (2009).], no independent measurements of the drag or adhesion forces have been made. Likewise, analytic predictions are limited to hemispherical drops and low air velocities. We present, therefore, measurements of the drag force on sessile drops at air velocities up to the point of incipient motion. Measurements were made using a modified floating element shear sensor in a laminar low speed wind tunnel to record drag force over the surface with the drop absent, and over the combined system of the surface and drop partially immersed in the boundary layer. Surfaces of different wettabilities were used to study the effects of drop shape and contact angles, with drop volume ranged between approximately 10 and 100 microlitres. The drag force for incipient motion (which by definition equals the maximum of the adhesion force) is compared to simplified models for drop adhesion such as that of Furmidge
McCallen, R; Salari, K; Ortega, J; Castellucci, P; Eastwood, C; DeChant, L; Hassan, B; Browand, F; Arcas, D; Ross, J; Heineck, J; Storms, B; Walker, S; Leonard, A; Roy, C; Whitfield, D; Pointer, D; Sofu, T; Englar, R; Funk, R
2004-08-17
A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held in Portland, Oregon on July 1, 2004. The purpose of the meeting was to provide a summary of achievements, discuss pressing issues, present a general overview of future plans, and to provide a forum for dialogue with the Department of Energy (DOE) and industry representatives. The meeting was held in Portland, because the DOE Aero Team participated in an exclusive session on Heavy Truck Vehicle Aerodynamic Drag at the 34th AIAA Fluid Dynamics Conference and Exhibit in Portland on the morning of July 1st, just preceding our Working Group meeting. Even though the paper session was on the last day of the Conference, the Team presented to a full room of interested attendees.
Drag force and jet propulsion investigation of a swimming squid
NASA Astrophysics Data System (ADS)
Tabatabaei, Mahdi; Bahadır Olcay, Ali; Gokçen, Gökhan; Heperkan, Hasan A.
2015-05-01
In this study, CAD model of a squid was obtained by taking computer tomography images of a real squid. The model later placed into a computational domain to calculate drag force and performance of jet propulsion. The drag study was performed on the CAD model so that drag force subjected to real squid was revealed at squid's different swimming speeds and comparison has been made with other underwater creatures (e.g., a dolphin, sea lion and penguin). The drag coefficient (referenced to total wetted surface area) of squid is 0.0042 at Reynolds number 1.6x106 that is a %4.5 difference from Gentoo penguin. Besides, jet flow of squid was simulated to observe the flow region generated in the 2D domain utilizing dynamic mesh method to mimic the movement of squid's mantle cavity.
Effect of guideway discontinuities on magnetic levitation and drag forces
Rossing, T.D.; Korte, R.; Hull, J.R. )
1991-11-15
Transients in the lift and drag forces on a NdFeB permanent magnet were observed as the magnet passed over various discontinuities in a rotating aluminum disk at velocities of 4 to 25 m/s. For full cuts in the disk, the amplitude of the lift and drag transients and the wave form of the drag transient depend on the width, and the amplitudes are much larger than for partial cuts. The use of a backing plate to join two cut segments is ineffective.
The roles of aerodynamic and inertial forces on maneuverability in flapping flight
NASA Astrophysics Data System (ADS)
Vejdani, Hamid; Boerma, David; Swartz, Sharon; Breuer, Kenneth
2015-11-01
We investigate the relative contributions of aerodynamic and the whole-body dynamics in generating extreme maneuvers. We developed a 3D dynamical model of a body (trunk) and two rectangular wings using a Lagrangian formulation. The trunk has 6 degrees of freedom and each wing has 4 degrees of actuation (flapping, sweeping, wing pronation/supination and wing extension/flexion) and can be massless (like insect wings) or relatively massive (like bats). To estimate aerodynamic forces, we use a blade element method; drag and lift are calculated using a quasi-steady model. We validated our model using several benchmark tests, including gliding and hovering motion. To understand the roles of aerodynamic and inertial forces, we start the investigation by constraining the wing motion to flapping and wing length extension/flexion motion. This decouples the trunk degrees of freedom and affects only roll motion. For bats' dynamics (massive wings), the model is much more maneuverable than the insect dynamics case, and the effect of inertial forces dominates the behavior of the system. The role of the aerodynamic forces increases when the wings have sweeping and flapping motion, which affects the pitching motion of the body. We also analyzed the effect of all wing motions together on the behavior of the model in the presence and in the absence of aerodynamic forces.
Force measurements in aerodynamics using piezoelectric multicomponent force transducers
NASA Astrophysics Data System (ADS)
Schewe, G.
The present paper is concerned with a device for the measurement of steady and unsteady aerodynamic forces in a wind tunnel test. The paper represents a continuation of an article written by Schewe (1982) about a multicomponent balance consisting of piezoelectric force transducers for a high-pressure wind tunnel. Advantages of the piezoelectric force-measuring technique compared to other techniques are related to the high rigidity of the quartz crystal sensor elements, taking into account low interference (cross talk) for multicomponent measurements, high natural frequency, and broad dynamic range. It is pointed out that the limitations with respect to quasi-static measurements imposed by the drift of the zero point are not as extensive as generally believed, while drift correction methods improve the measurement accuracy.
The use of velodrome tests to evaluate aerodynamic drag in professional cyclists.
García-López, J; Ogueta-Alday, A; Larrazabal, J; Rodríguez-Marroyo, J A
2014-05-01
The purpose of this study was to analyse the validity, reliability and sensitivity of velodrome tests to detect small changes in aerodynamic drag in cycling. 12 professional cyclists were assessed to obtain the drag area (SCx) during wind tunnel and velodrome tests. Incremental and steady-state protocols were performed in the velodrome with a portable power meter, and 6 bicycle positions were analysed and compared that involved lowering the handlebars and advancing the pads between 2-5 cm. A significant relationship (r=0.88, p<0.001) between the SCx in the wind tunnel and velodrome tests was found (0.240 ± 0.007 and 0.237 ± 0.008 m2, respectively). The velodrome tests underestimated the SCx (0.0035 ± 0.0038 m2 and p<0.01), which decreased (p<0.001) when the bicycle speed increased (0.0013 m2 each 1 km · h(-1)). The SCx values showed high reliability during the steady-state (r=0.99, p<0.001) and incremental protocols (r=0.94, p<0.001). Small changes in the aerodynamic position affected the SCx (p<0.001), which decreased by 0.011 ± 0.007 m2 (4.6 ± 2.9%, 95% CI=2.7-6.4%). In conclusion, the validity, reliability and sensitivity of velodrome tests to detect small changes in aerodynamic drag in cycling were demonstrated. Although SCx values were not interchangeable between different studies, the velodrome tests presented advantages with respect to the wind tunnel tests. PMID:24081618
Progress in reducing aerodynamic drag for higher efficiency of heavy duty trucks (class 7-8)
Brady, M; Browand, F; Hammache, M; Heineck, J T; Leonard, A; McCallen, R; Ross, J; Rutledge, W; Salari, K; Storms, B
1999-04-01
This paper describes research and development for reducing the aerodynamic drag of heavy vehicles by demonstrating new approaches for the numerical simulation and analysis of aerodynamic flow. In addition, greater use of newly developed computational tools holds promise for reducing the number of prototype tests, for cutting manufacturing costs, and for reducing overall time to market. Experimental verification and validation of new computational fluid dynamics methods are also an important part of this approach. Experiments on a model of an integrated tractor-trailer are underway at NASA Ames Research Center and the University of Southern California. Companion computer simulations are being performed by Sandia National Laboratories, Lawrence Livermore National Laboratory, and California Institute of Technology using state-of-the-art techniques, with the intention of implementing more complex methods in the future.
Progress in Reducing Aerodynamic Drag for Higher Efficiency of Heavy Duty Trucks (Class 7-8)
Rose McCallen; Richard Couch; Juliana Hsu; Fred Browand; Mustapha Hammache; Anthony Leonard; Mark Brady; Kambiz Salari; Walter Rutledge; James Ross; Bruce Storms; J.T. Heineck; David Driver; James Bell; Gregory Zilliac
1999-12-31
This paper describes research and development for reducing the aerodynamic drag of heavy vehicles by demonstrating new approaches for the numerical simulation and analysis of aerodynamic flow. In addition, greater use of newly developed computational tools holds promise for reducing the number of prototype tests, for cutting manufacturing costs, and for reducing overall time to market. Experimental verification and validation of new computational fluid dynamics methods are also an important part of this approach. Experiments on a model of an integrated tractor-trailer are underway at NASA Ames Research Center and the University of Southern California. Companion computer simulations are being performed by Sandia National Laboratories, Lawrence Livermore National Laboratory, and California Institute of Technology using state-of-the-art techniques, with the intention of implementing more complex methods in the future.
Systematic approach to analyzing and reducing aerodynamic drag of heavy vehicles
McCallen, R.; Browand, F.; Leonard, A.; Rutledge, W.
1997-09-16
This paper presents an approach for reducing aerodynamic drag of heavy vehicles by systematically analyzing trailer components using existing computational tools and moving on to the analyses of integrated tractor-trailers using advanced computational tools. Experimental verification and validation are also an important part of this approach. The project is currently in the development phase while we are in the process of constructing a Multi-Year Program Plan. Projects I and 2 as described in this paper are the anticipated project direction. Also included are results from past and current related activities by the project participants which demonstrate the analysis approach.
Mechanosensing using drag force for imaging soft biological membranes
Zarnitsyn, Vladimir G.; Fedorov, Andrei G.
2008-01-01
We investigate physical processes taking place during nanoscale mechanosensing of soft biological membranes in liquid environment. The examples include tapping mode imaging by atomic force microscope (AFM) and microscopy based on Brownian motion of a nanoparticle in an optical-tweezers-controlled trap. The softness and fluidity of the cellular membrane make it difficult to accurately detect (i.e., image) the shape of the cell using traditional mechanosensing methods. The aim of the reported work is to theoretically evaluate if the drag force acting on the nanoscale mechanical probe due to combined effect of intra- and extra- cellular environments can be exploited to develop a new imaging mode suitable for soft cellular interfaces. We approach this problem by rigorous modeling of the fluid mechanics of a complex viscoelastic biosystem in which the probe sensing process is intimately coupled to the membrane biomechanics. The effects of the probe dimensions, elastic properties of the membrane, as well as intra- and extra- cellular viscosities are investigated in detail to establish the structure and evolution of the fluid field as well as dynamics of membrane deformation. The results of numerical simulations, supported by the predictions of the scaling analysis of forces acting on the probe, suggest that the viscous drag is the dominant force dictating probe dynamics as it approaches a biological interface. The increase in the drag force is shown to be measurable, to scale linearly with an increase in the viscosity ratio of the fluids on either sides of the membrane, and to be inversely proportional to probe-to-membrane distance. This leads to postulation of a new strategy for lipid membrane imaging by AFM or other mechanosensing methods using variation in the maximum drag force as an indicator of the membrane position. PMID:17439250
Inlet Aerodynamics and Ram Drag of Laser-Propelled Lightcraft Vehicles
NASA Astrophysics Data System (ADS)
Langener, Tobias; Myrabo, Leik; Rusak, Zvi
2010-05-01
Numerical simulations are used to study the aerodynamic inlet properties of three axisymmetric configurations of laser-propelled Lightcraft vehicles operating at subsonic, transonic and supersonic speeds up to Mach 5. The 60 cm vehicles were sized for launching 0.1-1.0 kg nanosatellites with combined-cycle airbreathing/rocket engines, transitioning between propulsion modes at roughly Mach 5-6. Results provide the pressure, temperature, density, and velocity flowfields around and through the three representative vehicle/engine configurations, as well as giving the resulting ram drag and total drag coefficients—all as a function of flight Mach number. Simulations with rotating boundaries were also carried out, since for stability reasons, Lightcraft are normally spun up before lift-off. Given the three alternatives, it is demonstrated that the optimal geometry for minimum drag is the configuration with a parabola nose; hence, these inlet flow conditions are being applied in subsequent "direct connect" 2D laser propulsion experiments in a small transonic flow facility.
A drag-based mechanism for vertical force production in the smallest flying insects
NASA Astrophysics Data System (ADS)
Jones, Shannon; Laurenza, Ryan; Miller, Laura
2013-11-01
Previous work has shown that the flight kinematics and aerodynamics of the smallest flying insects may be significantly different than that of their larger counterparts. These small insects, such as thrips and parasitoid wasps, are on the order of 1 mm in length and operate at a Reynolds number less than 10. Due to their small size and high wing beat frequency, quantitative data on the wing kinematics of the smallest insects is not available. As a result, there has been much debate and speculation about the flight strategies employed by these insects. With the challenges associated with generating lift at low Reynolds numbers, it could be beneficial for the smallest insects to use a drag-based motion to generate some or all of its vertical force, however this has not been rigorously investigated. We used computational fluid dynamics to investigate the feasibility of drag-based propulsion in the tiniest insects. We investigated the vertical force generated by an idealized drag-based vertical stroke over a range of Reynolds numbers from 1 to 150. We also compared this stroke to more conventional hovering stroke kinematics such as that of a fruit fly and dragonfly.
Browand, F; Gutierrez, W; Leonard, A; McBride, D; McCallen, R; Ross, J; Roth, K; Rutledge, W; Salari, K
1998-09-28
The first Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at Sandia National Laboratories (SNL) in Albuquerque, New Mexico on August 28, 1998. The purpose of the meeting was to review the proposed Multi-Year Program Plan (MYPP) and provide an update on the Group"s progress. In addition, the technical details of each organization"s activities were presented and discussed. Presentations were given by representatives from the Department of Energy (DOE) Office of Transportation Technology Office of Heavy Vehicle Technology (OHVT), Lawrence Livermore National Laboratory (LLNL), SNL, University of Southern California (USC), California Institute of Technology (Caltech), and NASA Ames Research Center. These presenters are part of a DOE appointed Technical Team assigned to developing the MYPP. The goal of the MYPP is to develop and demonstrate the ability to simulate and analyze aerodynamic flow around heavy truck vehicles using existing and advanced computational tools (A Multi-Year Program Plan for the Aerodynamic Design of Heavy Vehicles, R. McCallen, D. McBride, W. Rutledge, F. Browand, A. Leonard, .I. Ross, UCRL-PROP- 127753 Dr. Rev 2, May 1998). This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions from the Meeting participants, and outlines the future action items.
Collisionless ion drag force on a spherical grain
NASA Astrophysics Data System (ADS)
Hutchinson, I. H.
2006-02-01
The ion drag force on a spherical grain situated in a flowing collisionless plasma is obtained from the specialized coordinate electrostatic particle and thermals in cell simulation code (SCEPTIC) (Hutchinson 2002 Plasma Phys. Control. Fusion 44 1953, Hutchinson 2003 Plasma Phys. Control. Fusion 45 1477, Hutchinson 2005 Plasma Phys. Control. Fusion 47 71) and compared with recent analytic approximate treatments in the interesting and relevant case when the Debye length is only moderately larger than the sphere radius. There is a substantial complex structure in the results for transonic flows, which is explained in terms of the details of ion orbits. Naturally the prior analytic approximations miss this structure, and as a result they seriously underestimate the drag for speeds near the sound speed. An easy-to-evaluate expression for force is provided that fits the comprehensive results of the code. This expression, with minor modification, also fits the results even for Debye length much smaller than the sphere radius.
Aerodynamic drag reduction apparatus for gap-divided bluff bodies such as tractor-trailers
Ortega, Jason M.; Salari, Kambiz
2006-07-11
An apparatus for reducing the aerodynamic drag of a bluff-bodied vehicle such as a tractor-trailer in a flowstream, the bluff-bodied vehicle of a type having a leading portion, a trailing portion connected to the leading portion, and a gap between the leading and trailing portions defining a recirculation zone. The apparatus is preferably a baffle assembly, such as a vertical panel, adapted to span a width of the gap between the leading and trailing portions so as to impede cross-flow through the gap, with the span of the baffle assembly automatically adjusting for variations in the gap width when the leading and trailing portions pivot relative to each other.
Computation of ion drag force on a static spherical dust grain immersed in rf discharges
Ikkurthi, V. R.; Melzer, A.; Matyash, K.; Schneider, R.
2009-04-15
The ion drag force on static spherical dust grains located in an argon rf discharge under typical laboratory experiment conditions has been computed using a three-dimensional particle-particle-particle-mesh code. Elastic and inelastic collisions have been included in the current model to obtain realistic rf discharge plasma conditions. The ion drag has been computed for various sizes of dust placed at different locations in the rf discharge under different gas pressures. The orbital drag force is typically found larger than the collection drag force. Ion-neutral collisions increase flux to the dust and hence the total drag force for collisional case is found larger than the collisionless case. Within the pressure range investigated, the drag forces do not vary much with pressure. The size dependence of the drag force is nonlinear and agrees well with the forces computed from the analytical models.
On negative ion-drag force for dust in collisional plasmas
Patacchini, Leonardo; Hutchinson, Ian H.
2008-09-07
The ion-drag force on a dust particle in collisional plasmas is self-consistently calculated using the Particle In Cell code SCEPTIC in the entire range of charge-exchange collisionlality. It is shown that the ion-drag only reverses in the strongly collisional regime, where other forces are of much stronger magnitude than the ion-drag itself.
On negative ion-drag force for dust in collisional plasmas
NASA Astrophysics Data System (ADS)
Patacchini, Leonardo; Hutchinson, Ian H.
2008-09-01
The ion-drag force on a dust particle in collisional plasmas is self-consistently calculated using the Particle In Cell code SCEPTIC in the entire range of charge-exchange collisionlality. It is shown that the ion-drag only reverses in the strongly collisional regime, where other forces are of much stronger magnitude than the ion-drag itself.
Characterization of speed fluctuation and drag force in young swimmers: a gender comparison.
Barbosa, Tiago M; Costa, Mário J; Morais, Jorge E; Morouço, Pedro; Moreira, Marc; Garrido, Nuno D; Marinho, Daniel A; Silva, António J
2013-12-01
The aim of this study was to compare the speed fluctuation and the drag force in young swimmers between genders. Twenty-three young pubertal swimmers (12 boys and 11 girls) volunteered as subjects. Speed fluctuation was measured using a kinematical mechanical method (i.e., speedo-meter) during a maximal 25-m front crawl bout. Active drag, active drag coefficient and power needed to overcome drag were measured with the velocity perturbation method for another two maximal 25m front crawl bouts with and without the perturbation device. Passive drag and the passive drag coefficient were estimated using the gliding decay velocity method after a maximal push-off from the wall while being fully immersed. The technique drag index was also assessed as a ratio between active and passive drag. Boys presented meaningfully higher speed fluctuation, active drag, power needed to overcome drag and technique drag index than the girls. There were no significant gender differences for active drag coefficient, passive drag and passive drag coefficient. There were positive and moderate-strong associations between active drag and speed fluctuation when controlling the effects of swim velocity. So, increasing speed fluctuation leads to higher drag force values and those are even higher for boys than for girls. PMID:24071552
McCallen, R C
2005-08-17
A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at Lawrence Livermore National Laboratory, Livermore, California on May 12th and 13th of 2005. The purpose of the first day's meeting, May 12th, was to provide a summary of achievements, discuss issues, present a general overview of future plans, and to offer a forum for dialogue with the Department of Energy (DOE) and representatives from industry, universities, and research and development organizations performing work related to heavy vehicle aerodynamics. This first meeting day was open to participants from industry and research organizations from both the US and Canada. The second day, May 13th, was attended only by representatives from the 9 organizations that form the DOE Consortium effort and their government sponsors. The purpose of the second day's meeting was to further discuss fiscal year 2005's activities, any further specific pressing issues, identify individual action items, and provide an overview of plans for fiscal year 2006. Based on discussions at the Meeting, the existing project goals remain unchanged and enhancing interactions with fleet owners and operators was emphasized: (1) Perform heavy vehicle computations and experiments, (2) Validate computations using experimental data, (3) Provide design guidance and insight into flow phenomena from experiments and computations, and (4) Investigate aero devices with emphasis on collaborative efforts with fleet owners and operators.
NASA Astrophysics Data System (ADS)
Mostaza Prieto, David; Graziano, Benjamin P.; Roberts, Peter C. E.
2014-01-01
This paper reviews currently available methods to calculate drag coefficients of spacecraft traveling in low Earth orbits (LEO). Aerodynamic analysis of satellites is necessary to predict the drag force perturbation to their orbital trajectory, which for LEO orbits is the second in magnitude after the gravitational disturbance due to the Earth's oblateness. Historically, accurate determination of the spacecraft drag coefficient (CD) was rarely required. This fact was justified by the low fidelity of upper atmospheric models together with the lack of experimental validation of the theory. Therefore, the calculation effort was a priori not justified. However, advances on the field, such as new atmospheric models of improved precision, have allowed for a better characterization of the drag force. They have also addressed the importance of using physically consistent drag coefficients when performing aerodynamic calculations to improve analysis and validate theories. We review the most common approaches to predict these coefficients.
Drag and propulsive forces in electric sails with negative polarity
NASA Astrophysics Data System (ADS)
Sanchez-Torres, Antonio
2016-02-01
An electric solar sail (E-sail) is a recent propellantless propulsion concept for a direct exploration of the Solar System. An E-sail consists of a set of bare, conductive tethers at high positive/negative bias, prone to extract solar wind momentum by Coulomb deflection of protons. Additionally, a negatively biased E-sail has been proposed as a concept for de-orbiting space debris with drag forces produced in Low Earth Orbit (LEO). The present work focuses on the negative-bias case with a sheath that must be correctly modeled for a flowing plasma ambient. Ion scattering within the sheath and the resulting force are determined for several plasma conditions. Since the plasma flow does reduce the effective range for the ion scattering within the sheath, the resulting force is then reduced. Tethers at very high negative bias should be required for extremely high plasma flow.
Dynamic behavior of a beam drag-force anemometer
NASA Technical Reports Server (NTRS)
Fralick, G. C.
1980-01-01
A cantilevered beam with strain gages attached to the fixed ends and the minimax technique were used in an experiment conducted to determine the dynamic behavior of a drag-force anemometer in high frequency, unsteady flow. In steady flow the output of the anemometer is proportional to stream velocity head and flow angle. Fluid mechanics suggests that, in unsteady flow, the output would also be proportional to the rate of change of fluid velocity. It was determined that effects due to the rate of change of fluid velocity are negligible for the probe geometry and frequencies involved.
Device measures fluid drag on test vehicles
NASA Technical Reports Server (NTRS)
Freeman, R.; Judd, J. H.; Leiss, A.
1965-01-01
Electromechanical drag balance device measures the aerodynamic drag force acting on a vehicle as it moves through the atmosphere and telemeters the data to a remote receiving station. This device is also used for testing the hydrodynamic drag characteristics of underwater vehicles.
NASA Astrophysics Data System (ADS)
澤田, 秀夫
The aerodynamic performance of an AGARD-B model, as an example of a winged model, was measured in a low-speed wind tunnel equipped with the JAXA 60cm Magnetic Suspension and Balance System (MSBS). The flow speed was in the range between 25m/s and 35m/s, and the angle of attack and the yaw angle were in the range of [- 8, 4] and [- 3, 3] degrees, respectively. Six components of the aerodynamic force were evaluated by using the control coil currents of the MSBS. In evaluating the drag, the effect of the lift on the drag must be evaluated at MSBS when the lift is much larger than drag. A new evaluation method for drag and lift was proposed and was examined successfully by subjecting the model to the same loads as in the wind tunnel test. The drag coefficient at zero lift and the derivatives of the lift and pitching moment coefficient with respect to the angle of attack were evaluated and compared with other source data sets. The obtained data agreed well with the corresponding values of the other sources. The side force, yawing moment and rolling moment coefficients were also evaluated on the basis of corresponding calibration test results, and reasonable results were obtained, although they could not be compared due to the lack of reliable data sets.
Fluidic Control of Aerodynamic Forces on an Axisymmetric Body
NASA Astrophysics Data System (ADS)
Abramson, Philip; Vukasinovic, Bojan; Glezer, Ari
2007-11-01
The aerodynamic forces and moments on a wind tunnel model of an axisymmetric bluff body are modified by induced local vectoring of the separated base flow. Control is effected by an array of four integrated aft-facing synthetic jets that emanate from narrow, azimuthally-segmented slots, equally distributed around the perimeter of the circular tail end within a small backward facing step that extends into a Coanda surface. The model is suspended in the wind tunnel by eight thin wires for minimal support interference with the wake. Fluidic actuation results in a localized, segmented vectoring of the separated base flow along the rear Coanda surface and induces asymmetric aerodynamic forces and moments to effect maneuvering during flight. The aerodynamic effects associated with quasi-steady and transitory differential, asymmetric activation of the Coanda effect are characterized using direct force and PIV measurements.
Bernoulli's Law and Aerodynamic Lifting Force.
ERIC Educational Resources Information Center
Weltner, Klaus
1990-01-01
Explains the lifting force based on Bernoulli's law and as a reaction force. Discusses the interrelation of both explanations. Considers accelerations in line with stream lines and perpendicular to stream lines. (YP)
Liu, Changran; Li, Zhigang; Wang, Hai
2016-08-01
Analytical expressions are derived for aerodynamic drag force on small cylinders in the free molecule flow using the gas-kinetic theory. The derivation considers the effect of intermolecular interactions between the cylinder and gas media. Two limiting collision models, specular and diffuse scattering, are investigated in two limiting cylinder orientations with respect to the drift velocity. The earlier solution of Dahneke [B. E. Dahneke, J. Aerosol Sci. 4, 147 (1973)10.1016/0021-8502(73)90066-9] is shown to be a special case of the current expressions in the rigid-body limit of collision. Drag force expressions are obtained for cylinders that undergo Brownian rotation and for those that align with the drift velocity. The validity of the theoretical expressions is tested against experimental mobility data available for carbon nanotubes. PMID:27627388
NASA Astrophysics Data System (ADS)
Liu, Changran; Li, Zhigang; Wang, Hai
2016-08-01
Analytical expressions are derived for aerodynamic drag force on small cylinders in the free molecule flow using the gas-kinetic theory. The derivation considers the effect of intermolecular interactions between the cylinder and gas media. Two limiting collision models, specular and diffuse scattering, are investigated in two limiting cylinder orientations with respect to the drift velocity. The earlier solution of Dahneke [B. E. Dahneke, J. Aerosol Sci. 4, 147 (1973), 10.1016/0021-8502(73)90066-9] is shown to be a special case of the current expressions in the rigid-body limit of collision. Drag force expressions are obtained for cylinders that undergo Brownian rotation and for those that align with the drift velocity. The validity of the theoretical expressions is tested against experimental mobility data available for carbon nanotubes.
Aeroacoustics. [analysis of properties of sound generated by aerodynamic forces
NASA Technical Reports Server (NTRS)
Goldstein, M., E.
1974-01-01
An analysis was conducted to determine the properties of sound generated by aerodynamic forces or motions originating in a flow, such as the unsteady aerodynamic forces on propellers or by turbulent flows around an aircraft. The acoustics of moving media are reviewed and mathematical models are developed. Lighthill's acoustic analogy and the application to turbulent flows are analyzed. The effects of solid boundaries are calculated. Theories based on the solution of linearized vorticity and acoustic field equations are explained. The effects of nonuniform mean flow on the generation of sound are reported.
Aerodynamics of Dragonfly in Hover: Force measurements and PIV results
NASA Astrophysics Data System (ADS)
Deng, Xinyan; Hu, Zheng
2009-11-01
We useda pair of dynamically scaled robotic dragonfly model wings to investigate the aerodynamic effects of wing-wing interaction in dragonflies. We follow the wing kinematics of real dragonflies in hover, while systematically varied the phase difference between the forewing and hindwing. Instantaneous aerodynamic forces and torques were measured on both wings, while flow visualization and PIV results were obtained. The results show that, in hovering flight, wing-wing interaction causes force reduction for both wings at most of the phase angle differences except around 0 degree (when the wings are beating in-phase).
The BMW analytic aerodynamic drag method for the Vinti satellite theory
NASA Technical Reports Server (NTRS)
Watson, J. S.; Mistretta, G. D.; Bonavito, N. L.
1972-01-01
In order to retain separability in the Vinti theory of earth satellite motion when a non conservative force such as air drag is considered, a set of variational equations for the orbital elements are introduced, and expressed as functions of the transverse, radial, and normal components of the nonconservative forces acting on the system. In particular, the atmospheric density profile is written as a fitted exponential function of the eccentric anomaly, which reproduces tabular values of static model atmospheric densities at all altitudes to within ninety-eight percent and simultaneously reduces the variational equations to indefinite integrals with closed form evaluations, whose limits are in terms of the eccentric anomaly. The values of the limits for any arbitrary time interval are obtained from the Vinti program. Results of the BMW (Bonavito, Mistretta, Watson) theory for the case of the intense air drag satellites San Marco-2 and Air Force Cannonball are given. These results indicate that the satellite ephemerides produced by the BMW theory in conjunction with the Vinti program are of very high accuracy. In addition, since the program is entirely analytic, several months of ephemerides can be obtained within a few seconds of computer time.
Dividers for reduction of aerodynamic drag of vehicles with open cavities
NASA Technical Reports Server (NTRS)
Storms, Bruce L. (Inventor)
2007-01-01
A drag-reduction concept for vehicles with open cavities includes dividing a cavity into smaller adjacent cavities through installation of one or more vertical dividers. The dividers may extend the full depth of the cavity or only partial depth. In either application, the top of the dividers are typically flush with the top of the bed or cargo bay of the vehicle. The dividers may be of any material, but are strong enough for both wind loads and forces encountered during cargo loading/unloading. For partial depth dividers, a structural angle may be desired to increase strength.
Nonuniform charging effects on ion drag force in drifting dusty plasmas
Chang, Dong-Man; Chang, Won-Seok; Jung, Young-Dae
2006-03-01
The nonuniform polarization charging effects on the ion drag force are investigated in drifting dusty plasmas. The ion drag force due to the ion-dust grain interaction is obtained as a function of the dust charge, ion charge, plasma temperature, Mach number, Debye length, and collision energy. The result shows that the nonuniform charging effects enhance the momentum transfer cross section as well as the ion drag force. It is found that the momentum transfer cross section and the ion drag force including nonuniform polarization charging effects increase with increasing the Mach number and also the ion drag force increases with increasing the temperature. In addition, it is found that the ion drag force is slightly decreasing with an increase of the Debye length.
Aerodynamic tower shake force analysis for VAWT
Loth, J.L.
1985-02-01
Vertical axis wind turbines (VAWT) are subjected to blade lift forces which vary continuously in both magnitude and direction. These blade lift forces are transmitted via the blade support arms to the tower. The resulting tower force vector is a composite of: a downwind and a crosswind average force component, rotating force vectors, and force vectors oscillating in the crosswind direction. The frequency of the rotating and oscillating forces are multiples of the product of Bw, where B is the number of blades used and ..omega.. is the rotor angular velocity. The magnitude of the largest tower shake force vector is of the same order as the average downwind force component, and may represent a serious design constraint in the calculation of the required tower stiffness. A closed-form solution for the tower force vectors has been derived, by introducing a suitable wind interference model. It shows that the magnitude of the largest tower shake force vector, using a threebladed rotor, is four times smaller than a two-bladed rotor. The Betz limit and the optimum tip speed ratio as a function of solidity has been derived by comparison with two semicylindrical actuators in series.
Variability in Measurement of Swimming Forces: A Meta-Analysis of Passive and Active Drag
ERIC Educational Resources Information Center
Havriluk, Rod
2007-01-01
An analysis was conducted to identify sources of true and error variance in measuring swimming drag force to draw valid conclusions about performance factor effects. Passive drag studies were grouped according to methodological differences: tow line in pool, tow line in flume, and carriage in tow tank. Active drag studies were grouped according to…
The drag force on a subsonic projectile in a fluid complex plasma
Ivlev, A. V.; Zhukhovitskii, D. I.
2012-09-15
The incompressible Navier-Stokes equation is employed to describe a subsonic particle flow induced in complex plasmas by a moving projectile. Drag forces acting on the projectile in different flow regimes are calculated. It is shown that, along with the regular neutral gas drag, there is an additional force exerted on the projectile due to dissipation in the surrounding particle fluid. This additional force provides significant contribution to the total drag.
Scott Smith; Karla Younessi; Matt Markstaller; Dan Schlesinger; Bhaskar Bhatnagar; Donald Smith; Bruno Banceu; Ron Schoon; V.K. Sharma; Mark Kachmarsky; Srikant Ghantae; Michael Sorrels; Conal Deedy; Justin Clark; Skip Yeakel; Michael D. Laughlin; Charlotte Seigler; Sidney Diamond
2007-04-30
Class 8 heavy-duty trucks account for over three-quarters of the total diesel fuel used by commercial trucks (trucks with GVWRs more than 10,000 pounds) in the United States each year. At the highway speeds at which these trucks travel (i.e., 60 mph or greater), aerodynamic drag is a major part of total horsepower needed to move the truck down the highway, Reductions in aerodynamic drag can yield measurable benefits in fuel economy through the use of relatively inexpensive and simple devices. The goal of this project was to examine a number of aerodynamic drag reduction devices and systems and determine their effectiveness in reducing aerodynamic drag of Class 8 tractor/semitrailer combination-units, thus contributing to DOE's goal of reducing transportation petroleum use. The project team included major heavy truck manufacturers in the United States, along with the management and industry expertise of the Truck Manufacturers Association as the lead investigative organization. The Truck Manufacturers Association (TMA) is the national trade association representing the major North American manufacturers of Class 6-8 trucks (GVWRs over 19,500 lbs). Four major truck manufacturers participated in this project with TMA: Freightliner LLC; International Truck and Engine Corporation; Mack Trucks Inc.; and Volvo Trucks North America, Inc. Together, these manufacturers represent over three-quarters of total Class 8 truck sales in the United States. These four manufacturers pursued complementary research efforts as part of this project. The project work was separated into two phases conducted over a two-year period. In Phase I, candidate aerodynamic devices and systems were screened to focus research and development attention on devices that offered the most potential. This was accomplished using full-size vehicle tests, scale model tests, and computational fluid dynamics analyses. In Phase II, the most promising devices were installed on full-size trucks and their effect on
The effect of plasma actuator on the depreciation of the aerodynamic drag on box model
NASA Astrophysics Data System (ADS)
Harinaldi, Budiarso, Julian, James; Rabbani M., N.
2016-06-01
Recent active control research advances have provided many benefits some of which in the field of transportation by land, sea as well as by air. Flow engineering by using active control has proven advantages in energy saving significantly. One of the active control equipment that is being developed, especially in the 21st century, is a plasma actuator, with the ability to modify the flow of fluid by the approach of ion particles makes these actuators a very powerful and promising tool. This actuator can be said to be better to the previously active control such as suction, blowing and synthetic jets because it is easier to control, more flexible because it has no moving parts, easy to be manufactured and installed, and consumes a small amount of energy with maximum capability. Plasma actuator itself is the composition of a material composed of copper and a dielectric sheet, where the copper sheets act as an electricity conductor and the dielectric sheet as electricity insulator. Products from the plasma actuators are ion wind which is the result of the suction of free air around the actuator to the plasma zone. This study investigates the ability of plasma actuators in lowering aerodynamic drag which is commonly formed in the models of vehicles by varying the shape of geometry models and the flow speed.
Aerodynamic forces and flow fields of a two-dimensional hovering wing
NASA Astrophysics Data System (ADS)
Lua, K. B.; Lim, T. T.; Yeo, K. S.
2008-12-01
This paper reports the results of an experimental investigation on a two-dimensional (2-D) wing undergoing symmetric simple harmonic flapping motion. The purpose of this investigation is to study how flapping frequency (or Reynolds number) and angular amplitude affect aerodynamic force generation and the associated flow field during flapping for Reynolds number ( Re) ranging from 663 to 2652, and angular amplitudes ( α A) of 30°, 45° and 60°. Our results support the findings of earlier studies that fluid inertia and leading edge vortices play dominant roles in the generation of aerodynamic forces. More importantly, time-resolved force coefficients during flapping are found to be more sensitive to changes in α A than in Re. In fact, a subtle change in α A may lead to considerable changes in the lift and drag coefficients, and there appears to be an optimal mean lift coefficient left( {overline {C_{{text{l}}} } } right) around α A = 45°, at least for the range of flow parameters considered here. This optimal condition coincides with the development a reverse Karman Vortex street in the wake, which has a higher jet stream than a vortex dipole at α A = 30° and a neutral wake structure at α A = 60°. Although Re has less effect on temporal force coefficients and the associated wake structures, increasing Re tends to equalize mean lift coefficients (and also mean drag coefficients) during downstroke and upstroke, thus suggesting an increasing symmetry in the mean force generation between these strokes. Although the current study deals with a 2-D hovering motion only, the unique force characteristics observed here, particularly their strong dependence on α A, may also occur in a three-dimensional hovering motion, and flying insects may well have taken advantage of these characteristics to help them to stay aloft and maneuver.
NASA Astrophysics Data System (ADS)
Shi, Tong; Wang, Yikang; Wan, Linfeng; Cheng, Xin; Ding, Mingde; Zhang, Jie
2015-06-01
Accurately predicting the arrival of coronal mass ejections (CMEs) to the Earth based on remote images is of critical significance for the study of space weather. In this paper, we make a statistical study of 21 Earth-directed CMEs, specifically exploring the relationship between CME initial speeds and transit times. The initial speed of a CME is obtained by fitting the CME with the Graduated Cylindrical Shell model and is thus free of projection effects. We then use the drag force model to fit results of the transit time versus the initial speed. By adopting different drag regimes, i.e., the viscous, aerodynamics, and hybrid regimes, we get similar results, with a least mean estimation error of the hybrid model of 12.9 hr. CMEs with a propagation angle (the angle between the propagation direction and the Sun–Earth line) larger than their half-angular widths arrive at the Earth with an angular deviation caused by factors other than the radial solar wind drag. The drag force model cannot be reliably applied to such events. If we exclude these events in the sample, the prediction accuracy can be improved, i.e., the estimation error reduces to 6.8 hr. This work suggests that it is viable to predict the arrival time of CMEs to the Earth based on the initial parameters with fairly good accuracy. Thus, it provides a method of forecasting space weather 1–5 days following the occurrence of CMEs.
NASA Technical Reports Server (NTRS)
Parker, E. N.
1979-01-01
Analysis of the dynamical stability of a large flux tube suggests that the field of a sunspot must divide into many separate tubes within the first 1000 km below the surface. Buoyancy of the Wilson depression at the visible surface and probably also a downdraft beneath the sunspot hold the separate tubes in a loose cluster. Convective generation of Alfven waves, which are emitted preferentially downward, cools the tubes. Aerodynamic drag on a slender flux tube stretched vertically across a convective cell is also studied. Since the drag is approximately proportional to the local kinetic energy density, the density stratification weights the drag in favor of the upper layers. Horizontal motions concentrated in the bottom of the convective cell may reverse this density effect. A downdraft of about two km/sec through the flux tubes beneath the sunspot is hypothesized.
Méndez-Méndez, J V; Alonso-Rasgado, M T; Faria, E Correia; Flores-Johnson, E A; Snook, R D
2014-11-01
When atomic force microscopy (AFM) is employed for in vivo study of immersed biological samples, the fluid medium presents additional complexities, not least of which is the hydrodynamic drag force due to viscous friction of the cantilever with the liquid. This force should be considered when interpreting experimental results and any calculated material properties. In this paper, a numerical model is presented to study the influence of the drag force on experimental data obtained from AFM measurements using computational fluid dynamics (CFD) simulation. The model provides quantification of the drag force in AFM measurements of soft specimens in fluids. The numerical predictions were compared with experimental data obtained using AFM with a V-shaped cantilever fitted with a pyramidal tip. Tip velocities ranging from 1.05 to 105 μm/s were employed in water, polyethylene glycol and glycerol with the platform approaching from a distance of 6000 nm. The model was also compared with an existing analytical model. Good agreement was observed between numerical results, experiments and analytical predictions. Accurate predictions were obtained without the need for extrapolation of experimental data. In addition, the model can be employed over the range of tip geometries and velocities typically utilized in AFM measurements. PMID:25080275
Notes on aerodynamic forces on airship hulls
NASA Technical Reports Server (NTRS)
Tuckerman, L B
1923-01-01
For a first approximation the air flow around the airship hull is assumed to obey the laws of perfect (i.e. free from viscosity) incompressible fluid. The flow is further assumed to be free from vortices (or rotational motion of the fluid). These assumptions lead to very great simplifications of the formulae used but necessarily imply an imperfect picture of the actual conditions. The value of the results depends therefore upon the magnitude of the forces produced by the disturbances in the flow caused by viscosity with the consequent production of vortices in the fluid. If these are small in comparison with the forces due to the assumed irrotational perfect fluid flow the results will give a good picture of the actual conditions of an airship in flight.
McCallen, R
2002-09-01
A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at NASA Ames Research Center on September 23, 2002. The purpose of the meeting was to present and discuss technical details on the experimental and computational work in progress and future project plans. Representatives from the Department of Energy (DOE)/Office of Energy Efficiency and Renewable Energy/Office of FreedomCAR & Vehicle Technologies, Lawrence Livermore National Laboratory (LLNL), Sandia National Laboratories (SNL), NASA Ames Research Center (NASA), University of Southern California (USC), California Institute of Technology (Caltech), Georgia Tech Research Institute (GTRI), Argonne National Laboratory (ANL), Freightliner, and Portland State University participated in the meeting. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, and outlines the future action items. The meeting began with an introduction by the Project Lead Rose McCallen of LLNL, where she emphasized that the world energy consumption is predicted to relatively soon exceed the available resources (i.e., fossil, hydro, non-breeder fission). This short fall is predicted to begin around the year 2050. Minimizing vehicle aerodynamic drag will significantly reduce our Nation's dependence on foreign oil resources and help with our world-wide fuel shortage. Rose also mentioned that educating the populace and researchers as to our world energy issues is important and that our upcoming United Engineering Foundation (UEF) Conference on ''The Aerodynamics of Heavy Vehicles: Trucks, Busses, and Trains'' was one way our DOE Consortium was doing this. Mentioned were the efforts of Fred Browand from USC in organizing and attracting internationally recognized speakers to the Conference. Rose followed with an overview of the DOE project goals, deliverables, and FY03 activities. The viewgraphs are attached at the end of this report. Sid Diamond of DOE
The Aerodynamic Forces on Airship Hulls
NASA Technical Reports Server (NTRS)
Munk, M. M.
1979-01-01
The new method for making computations in connection with the study of rigid airships, which was used in the investigation of Navy's ZR-1 by the special subcommittee of the National Advisory Committee for Aeronautics appointed for this purpose is presented. The general theory of the air forces on airship hulls of the type mentioned is described and an attempt was made to develop the results from the very fundamentals of mechanics.
Properties of ion-particle interaction and the ion drag force in complex (dusty) plasmas
Khrapak, Sergey A.
2009-11-10
In this paper a concise overview of recent results concerning the properties of ion-particle interaction and the ion drag force in complex (dusty) plasmas is presented. Two main theoretical approaches to calculate the ion drag force--binary collision and linear plasma response formalisms are discussed. When possible, theoretical results are compared with the results from experiments and numerical simulations.
Hovering flight in the honeybee Apis mellifera: kinematic mechanisms for varying aerodynamic forces.
Vance, Jason T; Altshuler, Douglas L; Dickson, William B; Dickinson, Michael H; Roberts, Stephen P
2014-01-01
During hovering flight, animals can increase the wing velocity and therefore the net aerodynamic force per stroke by increasing wingbeat frequency, wing stroke amplitude, or both. The magnitude and orientation of aerodynamic forces are also influenced by the geometric angle of attack, timing of wing rotation, wing contact, and pattern of deviation from the primary stroke plane. Most of the kinematic data available for flying animals are average values for wing stroke amplitude and wingbeat frequency because these features are relatively easy to measure, but it is frequently suggested that the more subtle and difficult-to-measure features of wing kinematics can explain variation in force production for different flight behaviors. Here, we test this hypothesis with multicamera high-speed recording and digitization of wing kinematics of honeybees (Apis mellifera) hovering and ascending in air and hovering in a hypodense gas (heliox: 21% O2, 79% He). Bees employed low stroke amplitudes (86.7° ± 7.9°) and high wingbeat frequencies (226.8 ± 12.8 Hz) when hovering in air. When ascending in air or hovering in heliox, bees increased stroke amplitude by 30%-45%, which yielded a much higher wing tip velocity relative to that during simple hovering in air. Across the three flight conditions, there were no statistical differences in the amplitude of wing stroke deviation, minimum and stroke-averaged geometric angle of attack, maximum wing rotation velocity, or even wingbeat frequency. We employed a quasi-steady aerodynamic model to estimate the effects of wing tip velocity and geometric angle of attack on lift and drag. Lift forces were sensitive to variation in wing tip velocity, whereas drag was sensitive to both variation in wing tip velocity and angle of attack. Bees utilized kinematic patterns that did not maximize lift production but rather maintained lift-to-drag ratio. Thus, our data indicate that, at least for honeybees, the overall time course of wing angles is
Variations of Drag Forces on Two Close-Following Vehicles in a Back-to-Back Configuration
NASA Astrophysics Data System (ADS)
Marcu, Bogdan; Browand, Fred; Hammache, Mustapha
1998-11-01
Measurements of drag, side forces and yawing moment are made for each of a two-vehicle platoon, using 1/8 scale models of 1991 Chevy Lumina minivans equipped with force balances. The models are placed in a wind tunnel in a close following configuration, but with the trailing car placed in reverse - with its back forward towards the leading car - a configuration referred to as a "back-to-back configuration". The vehicle models are supported above a ground plane whose surface is porous. The boundary layer forming on the ground plane is removed by applying a small suction on the porous surface. Measurements are made for longitudinal spacing ranging from 0 to 0.4 vehicle lengths and alignments in the range of 0.025 car widths left to 0.025 car widths right of the centered position Meas urements reveal a very surprising phenomenon: the aerodynamic drag force on the leading vehicle is found to vary from a low value of 0.45 at zero spacing to a peak value of 0.95-1.0 at a spacing of approximately 0.08 vehicle lengths. For spacing values larger than 0.1 vehicle lengths the leading vehicle drag quickly diminishes to a 0.6-0.65 value. Hysteresis is observed. A discussion of this phenomenon is provided along with a possible explanation based on hot wire and DPIV intervehicle flow measurements.
Notes on aerodynamic forces 1 : rectilinear motion
NASA Technical Reports Server (NTRS)
Munk, Max M
1922-01-01
The study of the motion of perfect fluids is of paramount importance for the understanding of the chief phenomena occurring in the air surrounding an aircraft, and for the numerical determination of their effects. The author recently successfully employed some simple methods for the investigation of the flow of a perfect fluid that have never been mentioned in connection with aeronautical problems. These methods appeal particularly to the engineer who is untrained in performing laborious mathematical computations, as they do away with these and allow one to obtain many interesting results by the mere application of some general and well-known principles of mechanics. Discussed here are the kinetic energy of moving fluids, the momentum of a body in a perfect fluid, two dimensional flow, three dimensional flow, and the distribution of the transverse forces of very elongated surfaces of revolution.
Aerodynamic force variation in an inclined hovering motion by kinematic and geometric controls
NASA Astrophysics Data System (ADS)
Park, Hyungmin; Choi, Haecheon
2009-11-01
Due to the excellent flight capability with a high maneuverability, dragonfly flight has been a great interest in various fields. In the present study, we construct a one-paired dynamically scaled dragonfly wing model, perform an inclined hovering motion by wing flapping in a white-oil tank, and measure the normal and tangential forces on the wing. First, we investigate the effect of kinematic parameters of wing motion such as the attack angle (α), pitching duration, pitching timing, etc. The Reynolds number is 1,900 or 2,430 depending on the wing shape. We find that the aerodynamic forces vary greatly with these kinematic parameters. On the other hand, the corrugation on the wing surface has been found to increase the lift force in gliding flight. In this study, we investigate the effect of surface corrugation on the force of the flapping wing. With the corrugation, the drag force slightly increases during a downstroke (high α) and the lift force increases during an upstroke (small α), respectively, resulting in the increase of the mean vertical force by 10 ˜30% depending on the wing trajectory. We further investigate the force variation by kinematic and geometric controls using flow visualization and the result will be shown in the presentation.
NASA Technical Reports Server (NTRS)
Haviland, J. K.; Yoo, Y. S.
1976-01-01
Expressions for calculation of subsonic and supersonic, steady and unsteady aerodynamic forces are derived, using the concept of aerodynamic elements applied to the downwash velocity potential method. Aerodynamic elements can be of arbitrary out of plane polygon shape, although numerical calculations are restricted to rectangular elements, and to the steady state case in the supersonic examples. It is suggested that the use of conforming, in place of rectangular elements, would give better results. Agreement with results for subsonic oscillating T tails is fair, but results do not converge as the number of collocation points is increased. This appears to be due to the form of expression used in the calculations. The methods derived are expected to facilitate automated flutter analysis on the computer. In particular, the aerodynamic element concept is consistent with finite element methods already used for structural analysis. The method is universal for the complete Mach number range, and, finally, the calculations can be arranged so that they do not have to be repeated completely for every reduced frequency.
An integrated CFD/experimental analysis of aerodynamic forces and moments
NASA Technical Reports Server (NTRS)
Melton, John E.; Robertson, David D.; Moyer, Seth A.
1989-01-01
Aerodynamic analysis using computational fluid dynamics (CFD) is most fruitful when it is combined with a thorough program of wind tunnel testing. The understanding of aerodynamic phenomena is enhanced by the synergistic use of both analysis methods. A technique is described for an integrated approach to determining the forces and moments acting on a wind tunnel model by using a combination of experimentally measured pressures and CFD predictions. The CFD code used was FLO57 (an Euler solver) and the wind tunnel model was a heavily instrumented delta wing with 62.5 deg of leading-edge sweep. A thorough comparison of the CFD results and the experimental data is presented for surface pressure distributions and longitudinal forces and moments. The experimental pressures were also integrated over the surface of the model and the resulting forces and moments are compared to the CFD and wind tunnel results. The accurate determination of various drag increments via the combined use of the CFD and experimental pressures is presented in detail.
Greenman, R; Dunn, T; Owens, J; Laskowski, G; Flowers, D; Browand, F; Knight, A; Hammache, M; Leoard, A; Rubel, M; Salari, K; Rutledge, W; Ross, J; Satran, D; Heineck, J T; Walker, S; Driver, D; Storms, B
2001-05-14
A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at Lawrence Livermore National Laboratory on March 28 and 29, 2001. The purpose of the meeting was to present and discuss technical details on the experimental and computational work in progress and future project plans. Due to the large participation from industry and other research organizations, a large portion of the meeting (all of the first day and part of the second day) was devoted to the presentation and discussion of industry's perspective and work being done by other organizations on the demonstration of commercial software and the demonstration of a drag reduction device. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, and outlines the future action items.
McCallen, R; Salari, K; Ortega, J; Browand, F; Hammache, M; Hsu, T Y; Arcas, D; Leoard, A; Chatelain, P; Rubel, M; Roy, C; DeChant, L; Hassan, B; Ross, J; Satran, D; Walker, S; Heineck, J T; Englar, R; Pointer, D; Sofu, T
2003-05-01
A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at Lawrence Livermore National Laboratory on May 29-30, 2003. The purpose of the meeting was to present and discuss suggested guidance and direction for the design of drag reduction devices determined from experimental and computational studies. Representatives from the Department of Energy (DOE)/Office of Energy Efficiency and Renewable Energy/Office of FreedomCAR & Vehicle Technologies, Lawrence Livermore National Laboratory (LLNL), Sandia National Laboratories (SNL), NASA Ames Research Center (NASA), University of Southern California (USC), California Institute of Technology (Caltech), Georgia Tech Research Institute (GTRI), Argonne National Laboratory (ANL), Clarkson University, and PACCAR participated in the meeting. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, provides some highlighted items, and outlines the future action items.
The Aerodynamic Drag of Flying-boat Hull Model as Measured in the NACA 20-foot Wind Tunnel I.
NASA Technical Reports Server (NTRS)
Hartman, Edwin P
1935-01-01
Measurements of aerodynamic drag were made in the 20-foot wind tunnel on a representative group of 11 flying-boat hull models. Four of the models were modified to investigate the effect of variations in over-all height, contours of deck, depth of step, angle of afterbody keel, and the addition of spray strips and windshields. The results of these tests, which cover a pitch-angle range from -5 to 10 degrees, are presented in a form suitable for use in performance calculations and for design purposes.
Measurement of the ion drag force on free falling microspheres in a plasma
Hirt, Markus; Block, Dietmar; Piel, Alexander
2004-12-01
Experiments on the quantitative determination of the ion drag force on free-falling dust particles in a collisionless regime are presented. The ion drag forces are measured for ion energies up to 40 eV and the obtained results are compared in detail with theories. Good agreement is found with the Barnes model [Barnes et al., Phys. Rev. Lett. 68, 313 (1992)] of the ion drag force for high ion energies (E>3 eV). At lower ion energies the model of Khrapak [Khrapak et al., Phys. Rev. Lett. 90, 225002 (2003)] is found to give a better description of the capture of slowly streaming ions by highly charged particles.
Surface adhesive forces: a metric describing the drag-reducing effects of superhydrophobic coatings.
Cheng, Mengjiao; Song, Mengmeng; Dong, Hongyu; Shi, Feng
2015-04-01
Nanomaterials with superhydrophobic properties are promising as drag-reducing coatings. However, debates regarding whether superhydrophobic surfaces are favorable for drag reduction require further clarification. A quantified water adhesive force measurement is proposed as a metric and its effectiveness demonstrated using three typical superhydrophobic coatings on model ships with in situ sailing tests. PMID:25418808
Computation of Ion Drag Force and Charge on a Static Spherical Dust Grain in RF Plasma
Ikkurthi, V. R.; Melzer, A.; Matyash, K.; Schneider, R.
2008-09-07
The ion drag force and charge on a spherical dust grain located in RF discharge plasma is computed using a 3-dimensional Particle-Particle Particle-Mesh (P3M) code. Our plasma model includes finite-size effects for dust grains and allows to self-consistently resolve the dust grain charging due to absorption of plasma electrons and ions. Ion drag and dust charge have been computed for various sizes of dust particles placed at various locations in the discharge. The results for ion drag have been compared with previous collisionless models and affect of collisions on drag has been discussed in detail.
Aerodynamic drag and fuel spreading measurements in a simulated scramjet combustion module
NASA Technical Reports Server (NTRS)
Povinelli, L. A.
1974-01-01
The drag of a simulated scramjet combustion module was measured at Mach 2, 2.5, and 3. The combustor was rectangular in cross section and incorporated six swept fuel injector struts. The effect of strut leading edge radius, position of maximum thickness, thickness ratio, sweep angle, and strut length on the drag was determined. Reduction in thickness ratio had the largest effect on drag reduction. Sweeping the struts upstream yielded the same drag as sweeping the struts downstream and potentially offers the advantages of increased mixing time for the fuel. Helium injection was used to simulate hydrogen fuel. The interstrut spacing required to achieve good distribution of fuel was was found to be about 10 jet diameters. The contribution of helium injection to drag reduction was small.
Direct Measurements of Drag Forces in C. elegans Crawling Locomotion
Rabets, Yegor; Backholm, Matilda; Dalnoki-Veress, Kari; Ryu, William S.
2014-01-01
With a simple and versatile microcantilever-based force measurement technique, we have probed the drag forces involved in Caenorhabditis elegans locomotion. As a worm crawls on an agar surface, we found that substrate viscoelasticity introduces nonlinearities in the force-velocity relationships, yielding nonconstant drag coefficients that are not captured by original resistive force theory. A major contributing factor to these nonlinearities is the formation of a shallow groove on the agar surface. We measured both the adhesion forces that cause the worm’s body to settle into the agar and the resulting dynamics of groove formation. Furthermore, we quantified the locomotive forces produced by C. elegans undulatory motions on a wet viscoelastic agar surface. We show that an extension of resistive force theory is able to use the dynamics of a nematode’s body shape along with the measured drag coefficients to predict the forces generated by a crawling nematode. PMID:25418179
The Aerodynamic Drag of Five Models of Side Floats N.A.C.A. Models 51-E, 51-F, 51-G, 51-H, 51-J
NASA Technical Reports Server (NTRS)
House, R O
1938-01-01
The drag of five models of side floats was measured in the N.A.C.A. 7- by 10-foot wind tunnel. The most promising method of reducing the drag of floats indicated by these tests is lowering the angle at which the floats are rigged. The addition of a step to a float does not always increase the drag in the flying range, floats with steps sometimes having lower drag than similar floats without steps. Making the bow chine no higher than necessary might result in a reduction in air drag because of the lower angle of pitch of the chines. Since side floats are used formally to obtain lateral stability when the seaplane is operating on the water at slow speeds or at rest, greater consideration can be given to factors affecting aerodynamic drag than is possible for other types of floats and hulls.
Drag forces on oscillating cylinders in a uniform flow
Kato, M.; Abe, T.; Kumakiri, T.; Tamiya, M.
1985-03-01
This paper describes the drag coefficients of cylinders oscillated in both in-line and transverse directions to a uniform flow. The drag coefficients C /SUB D/ have been obtained experimentally over a wide range of oscillation frequencies, amplitude and flow velocities for the cylinders of various diameters under simulated practical offshore conditions. New expressions are proposed for the drag coefficients C /SUB D/ of an oscillating cylinder in a uniform flow. The boundary between the regions, is clearly established by employing the Keulegan-Carpenter number and the reduced velocity as dimensionless numbers. These dimensionless numbers also clearly describe C /SUB D/ variation within the region of rapid C /SUB D/ value decrease.
Scattering by a Schwarzschild black hole of particles undergoing drag force effects
NASA Astrophysics Data System (ADS)
Bini, Donato; Geralico, Andrea
2016-07-01
The scattering of massive particles by a Schwarzschild black hole also undergoing a drag force is considered. The latter is modeled as a viscous force acting on the orbital plane, with components proportional to the associated particle 4-velocity components. The energy and angular momentum losses as well as the dependence of the hyperbolic scattering angle on the strength of the drag are investigated in situations where strong field effects cause large deflections.
Drag force of Anisotropic plasma at finite U(1) chemical potential
NASA Astrophysics Data System (ADS)
Cheng, Long; Ge, Xian-Hui; Wu, Shang-Yu
2016-05-01
We perform the calculation of the drag force acting on a massive quark moving through an anisotropic N=4 SU(N) Super Yang-Mills plasma in the presence of a U(1) chemical potential. We present the numerical results for any value of the anisotropy and arbitrary direction of the quark velocity with respect to the direction of the anisotropy. We find the effect of the chemical potential or charge density will enhance the drag force for our charged solution.
Alignment of dust particles by ion drag forces in subsonic flows
Piel, Alexander
2011-07-15
The role of ion drag forces for the alignment of dust particles is studied for subsonic flows. While alignment by wake-field attraction is a well known mechanism for supersonic flows, it is argued here that ion-scattering forces become more important in subsonic ion flows. A model of non-overlapping collisions is introduced and numerical results are discussed. For typical conditions of dusty plasma experiments, alignment by drag forces is found strong enough to overcome the destabilizing force from Coulomb repulsion between dust particles. It turns out that the major contribution to the horizontal restoring force originates from the transverse momentum transfer, which is usually neglected in ion drag force calculations because of an assumed rotational symmetry of the flow.
Dudek, D.; Fletcher, T.H.
1987-02-01
When a heated solid sphere is introduced into an ambient fluid, a natural convective flow occurs which results in a drag force on the sphere. This study involves the numerical calculation of both the steady-state and the transient natural convective drag force around spheres at low Grashof numbers. Numerical techniques are taken from Geoola and Cornish. An empirical expression is suggested for the total drag coefficient for Grashof numbers ranging from 4 x 10/sup -4/ to 0.5 and Prandtl number = 0.72: log C/sub DT/ = 1.25 + 0.31 log Gr - 0.097(log Gr)/sup 2/. The dimensionless time required to reach 90% of the steady-state drag force can be approximated by the second-order polynomial: log t/sub 90%/ = 1.32 - log Gr - 0.11(Gr)/sup 2/.
Drag forces on oscillating cylinders in a uniform flow
Kato, M.; Abe, T.; Kumakiri, T.; Tamiya, M.
1983-05-01
This paper describes the drag coefficients of cylinders oscillated in both in-line and transverse directions to a uniform flow. The drag coefficients C/SUB D/ have been obtained experimentally over a wide range of oscillating frequencies, amplitude and flow velocities for the cylinders of various diameters under simulated practical offshore conditions. The boundary between the regions, where C/SUB D/ approx. =1 and C/SUB D/ <1, are clearly established by employing the Keulegan-Carpenter number and the Reduced Velocity as dimensionless numbers. These numbers also describe C/SUB D/ variation within the region of rapid C/SUB D/ value decrease. Recommendations are offered for determining C/SUB D/ values in order to predict the dynamic response of risers under actual offshore conditions.
Skin-friction drag analysis from the forced convection modeling in simplified underwater swimming.
Polidori, G; Taïar, R; Fohanno, S; Mai, T H; Lodini, A
2006-01-01
This study deals with skin-friction drag analysis in underwater swimming. Although lower than profile drag, skin-friction drag remains significant and is the second and only other contribution to total drag in the case of underwater swimming. The question arises whether varying the thermal gradient between the underwater swimmer and the pool water may modify the surface shear stress distribution and the resulting skin-friction drag acting on a swimmer's body. As far as the authors are aware, such a question has not previously been addressed. Therefore, the purpose of this study was to quantify the effect of this thermal gradient by using the integral formalism applied to the forced convection theory. From a simplified model in a range of pool temperatures (20-30 degrees C) it was demonstrated that, whatever the swimming speeds, a 5.3% reduction in the skin-friction drag would occur with increasing average boundary-layer temperature provided that the flow remained laminar. However, as the majority of the flow is actually turbulent, a turbulent flow analysis leads to the major conclusion that friction drag is a function of underwater speed, leading to a possible 1.5% reduction for fast swimming speeds above 1m/s. Furthermore, simple correlations between the surface shear stress and resulting skin-friction drag are derived in terms of the boundary-layer temperature, which may be readily used in underwater swimming situations. PMID:16153653
NASA Technical Reports Server (NTRS)
Saltzman, Edwin J.; Wang, K. Charles; Iliff, Kenneth W.
2002-01-01
This report examines subsonic flight-measured lift and drag characteristics of seven lifting-body and wing-body reentry vehicle configurations with truncated bases. The seven vehicles are the full-scale M2-F1, M2-F2, HL-10, X-24A, X-24B, and X-15 vehicles and the Space Shuttle Enterprise. Subsonic flight lift and drag data of the various vehicles are assembled under aerodynamic performance parameters and presented in several analytical and graphical formats. These formats are intended to unify the data and allow a greater understanding than individually studying the vehicles allows. Lift-curve slope data are studied with respect to aspect ratio and related to generic wind-tunnel model data and to theory for low-aspect-ratio platforms. The definition of reference area is critical for understanding and comparing the lift data. The drag components studied include minimum drag coefficient, lift-related drag, maximum lift-to drag ratio, and, where available, base pressure coefficients. The influence of forebody drag on afterbody and base drag at low lift is shown to be related to Hoerner's compilation for body, airfoil, nacelle, and canopy drag. This feature may result in a reduced need of surface smoothness for vehicles with a large ratio of base area to wetted area. These analyses are intended to provide a useful analytical framework with which to compare and evaluate new vehicle configurations of the same generic family.
NASA Technical Reports Server (NTRS)
Arnaiz, H. H.
1975-01-01
As part of a NASA program to evaluate current methods of predicting the performance of large, supersonic airplanes, the drag of the XB-70 airplane was measured accurately in flight at Mach numbers from 0.75 to 2.5. This paper describes the techniques used to determine engine net thrust and the drag forces charged to the propulsion system that were required for the in-flight drag measurements. The accuracy of the measurements and the application of the measurement techniques to aircraft with different propulsion systems are discussed. Examples of results obtained for the XB-70 airplane are presented.
Browand, F; Heineck, J T; Leonard, A; McBride, D; McCallen, R; Ross, J; Rutledge, W; Salari, K; Storms, B
1998-10-01
A Working Group 1Meeting on Heavy Vehicle Aerodynamic Drag was held at NASA Ames Research Center, Moffett Field, California on October 22, 1998. The purpose of the meeting was to present an overview of the computational and experimental approach for modeling the integrated tractor-trailer benchmark geometry called the Sandia IModel and to review NASA' s test plan for their experiments in the 7 ft x 10 ft wind tunnel. The present and projected funding situation was also discussed. Presentations were given by representatives from the Department of Energy (DOE) Office of Transportation Technology Office of Heavy Vehicle Technology (OHVT). Lawrence Livermore National Laboratory (LLNL), Sandia National Laboratories (SNL), and NASA Ames Research Center. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions. and outlines the future action items.
Salari, K; Dunn, T; Ortega, J; Yen-Nakafuji, D; Browand, F; Arcas, D; Jammache, M; Leoard, A; Chatelain, P; Rubel, M; Rutledge, W; McWherter-Payne, M; Roy, Ca; Ross, J; Satran, D; Heineck, J T; Storms, B; Pointer, D; Sofu, T; Weber, D; Chu, E; Hancock, P; Bundy, B; Englar, B
2002-08-22
A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at Lawrence Livermore National Laboratory on April 3 and 4, 2002. The purpose of the meeting was to present and discuss technical details on the experimental and computational work in progress and future project plans. Representatives from the Department of Energy (DOE) Office of Transportation Technology Office of Heavy Vehicle Technology (OHVT), Lawrence Livermore National Laboratory (LLNL), Sandia National Laboratories (SNL), NASA Ames Research Center, University of Southern California (USC), and California Institute of Technology (Caltech), Georgia Tech Research Institute (GTRI), and Argonne National Laboratory (ANL), Volvo Trucks, and Freightliner Trucks presented and participated in discussions. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, and outlines the future action items.
Ion drag force on a dust grain in a weakly ionized collisional plasma
Semenov, I. L.; Krivtsun, I. V.; Zagorodny, A. G.
2013-01-15
The problem of calculating the ion drag force acting on a dust grain immersed in a weakly ionized collisional plasma is studied using an approach based on the direct numerical solution of the Vlasov-Bhatnagar-Gross-Krook kinetic equations. A uniform subthermal flow of argon plasma past a spherical dust grain is considered. The numerical computations are performed for a wide range of plasma pressures. On the basis of the obtained results, the effect of ion-neutral collisions on the ion drag force is analyzed in a wide range of ion collisionality. In the collisionless limit, our results are shown to be in good agreement with the results obtained by the binary collision approach. As the ion collisionality increases, the ion drag force is found to decrease sharply and even become negative, i.e., directed oppositely to the plasma flow. A qualitative explanation of this effect is presented and a comparison of our results with those obtained using the drift diffusion approach is discussed. The velocity dependence of the ion drag force in the highly collisional regime is examined. The relationship between the ion and the neutral drag forces in the highly collisional limit is analyzed and the possibility of a superfluid-like behavior of dust grains is discussed.
Relationship between the ion drag and electric forces in dense dust clouds
Yaroshenko, V. V.; Khrapak, S. A.; Morfill, G. E.
2013-04-15
It is shown that the relation between the ion drag and electric forces is strongly dependent on the dust number density in complex plasmas. The effect of the particle size and discharge parameters on the force balance is investigated. Examples are given for realistic complex plasma parameters and comparison with microgravity experiments is presented.
Numerical stability in multifluid gas dynamics with implicit drag forces
NASA Astrophysics Data System (ADS)
Ramshaw, J. D.; Chang, C. H.
2015-10-01
The numerical stability of a conventional explicit numerical scheme for solving the inviscid multifluid dynamical equations describing a multicomponent gas mixture is investigated both analytically and computationally. Although these equations do not explicitly contain diffusion terms, it is well known that they reduce to a single-fluid diffusional description when the drag coefficients in the species momentum equations are large. The question then arises as to whether their numerical solution is subject to a diffusional stability restriction on the time step in addition to the usual Courant sound-speed stability condition. An analytical stability analysis is performed for the special case of a quiescent binary gas mixture with equal sound speeds and temperatures. It is found that the Courant condition is always sufficient to ensure stability, so that no additional diffusional stability restriction arises for any value of the drag coefficient, however large. This result is confirmed by one-dimensional computational results for binary and ternary mixtures with unequal sound speeds, which remain stable even when the time step exceeds the usual diffusional limit by factors of order 100.
Aerodynamic forces and vortical structures in flapping butterfly's forward flight
NASA Astrophysics Data System (ADS)
Yokoyama, Naoto; Senda, Kei; Iima, Makoto; Hirai, Norio
2013-02-01
Forward flights of a bilaterally symmetrically flapping butterfly modeled as a four-link rigid-body system consisting of a thorax, an abdomen, and left and right wings are numerically simulated. The joint motions of the butterflies are adopted from experimental observations. Three kinds of the simulations, distinguished by ways to determine the position and attitude of the thorax, are carried out: a tethered simulation, a prescribed simulation, and free-flight simulations. The upward and streamwise forces as well as the wake structures in the tethered simulation, where the thorax of the butterfly is fixed, reasonably agree with those in the corresponding tethered experiment. In the prescribed simulation, where the thoracic trajectories as well as the joint angles are given by those observed in a free-flight experiment, it is confirmed that the butterfly can produce enough forces to achieve the flapping flights. Moreover, coherent vortical structures in the wake and those on the wings are identified. The generation of the aerodynamic forces due to the vortical structures are also clarified. In the free-flight simulation, where only the joint angles are given as periodic functions of time, it is found that the free flight is longitudinally unstable because the butterfly cannot maintain the attitude in a proper range. Focusing on the abdominal mass, which largely varies owing to feeding and metabolizing, we have shown that the abdominal motion plays an important role in periodic flights. The necessity of control of the thoracic attitude for periodic flights and maneuverability is also discussed.
Chaudhuri, Manis; Khrapak, Sergei A.; Morfill, Gregor E.
2008-09-07
The ion drag force acting on a small absorbing spherical grain has been calculated analytically in highly collisional plasma with slowly drifting ions taking into account plasma production and loss mechanisms in the vicinity of the grain. It is shown that both the magnitude and direction of the ion drag force are strongly influenced by the plasma production and loss mechanisms. The parameter regimes for the 'positive' and 'negative' ion drag forces acting on an absorbing grain have been identified.
Liu, Runcong; Roman, Marisa; Yang, Guoliang
2010-06-01
We describe a method to correct the errors induced by viscous drag on the cantilever in macromolecular manipulation experiments using the atomic force microscope. The cantilever experiences a viscous drag force in these experiments because of its motion relative to the surrounding liquid. This viscous force superimposes onto the force generated by the macromolecule under study, causing ambiguity in the experimental data. To remove this artifact, we analyzed the motions of the cantilever and the liquid in macromolecular manipulation experiments, and developed a novel model to treat the viscous drag on the cantilever as the superposition of the viscous force on a static cantilever in a moving liquid and that on a bending cantilever in a static liquid. The viscous force was measured under both conditions and the results were used to correct the viscous drag induced errors from the experimental data. The method will be useful for many other cantilever based techniques, especially when high viscosity and high cantilever speed are involved. PMID:20590242
Liu, Runcong; Roman, Marisa; Yang, Guoliang
2010-01-01
We describe a method to correct the errors induced by viscous drag on the cantilever in macromolecular manipulation experiments using the atomic force microscope. The cantilever experiences a viscous drag force in these experiments because of its motion relative to the surrounding liquid. This viscous force superimposes onto the force generated by the macromolecule under study, causing ambiguity in the experimental data. To remove this artifact, we analyzed the motions of the cantilever and the liquid in macromolecular manipulation experiments, and developed a novel model to treat the viscous drag on the cantilever as the superposition of the viscous force on a static cantilever in a moving liquid and that on a bending cantilever in a static liquid. The viscous force was measured under both conditions and the results were used to correct the viscous drag induced errors from the experimental data. The method will be useful for many other cantilever based techniques, especially when high viscosity and high cantilever speed are involved. PMID:20590242
Measurement of the ion drag force in a collisionless plasma with strong ion-grain coupling
Nosenko, V.; Fisher, R.; Merlino, R.; Khrapak, S.; Morfill, G.; Avinash, K.
2007-10-15
The ion drag force acting on dust grains was measured experimentally in a low-pressure Ar plasma in the regime of strong ion-grain coupling. Argon ions were drifting in the axial ambipolar electric field naturally present in a hot-filament dc discharge plasma. Following the method of Hirt et al. [Phys. Plasmas 11, 5690 (2004)], hollow glass microspheres were dropped into the plasma and allowed to fall due to gravity. The ion drag force was derived from the particle trajectory deflection from the vertical direction. The result is in reasonable agreement with a theoretical model that takes strong ion-grain coupling into account.
Noncollinear drag force in Bose-Einstein condensates with Weyl spin-orbit coupling
NASA Astrophysics Data System (ADS)
Liao, Renyuan; Fialko, Oleksandr; Brand, Joachim; Zülicke, Ulrich
2016-02-01
We consider the motion of a pointlike impurity through a three-dimensional two-component Bose-Einstein condensate subject to Weyl spin-orbit coupling. Using linear-response theory, we calculate the drag force felt by the impurity and the associated anisotropic critical velocity from the spectrum of elementary excitations. The drag force is shown to be generally not collinear with the velocity of the impurity. This unusual behavior is a consequence of condensation into a finite-momentum state due to the spin-orbit coupling.
Effects of turbulence on the drag force on a golf ball
NASA Astrophysics Data System (ADS)
Cross, Rod
2016-09-01
Measurements are presented of the drag force on a golf ball dropped vertically into a tank of water. As observed previously in air, the drag coefficient drops sharply when the flow becomes turbulent. The experiment would be suitable for undergraduate students since it can be undertaken at low ball speeds and since the effects of turbulence are easily observed on video film. A modified golf ball was used to show how a ball with a smooth and a rough side, such as a cricket ball, is subject to a side force when the ball surface itself is asymmetrical in the transverse direction.
Experimental characterization of high speed centrifugal compressor aerodynamic forcing functions
NASA Astrophysics Data System (ADS)
Gallier, Kirk
The most common and costly unexpected post-development gas turbine engine reliability issue is blade failure due to High Cycle Fatigue (HCF). HCF in centrifugal compressors is a coupled nonlinear fluid-structure problem for which understanding of the phenomenological root causes is incomplete. The complex physics of this problem provides significant challenges for Computational Fluid Dynamics (CFD) techniques. Furthermore, the available literature fails to address the flow field associated with the diffuser potential field, a primary cause of forced impeller vibration. Because of the serious nature of HCF, the inadequacy of current design approaches to predict HCF, and the fundamental lack of benchmark experiments to advance the design practices, there exists a need to build a database of information specific to the nature of the diffuser generated forcing function as a foundation for understanding flow induced blade vibratory failure. The specific aim of this research is to address the fundamental nature of the unsteady aerodynamic interaction phenomena inherent in high-speed centrifugal compressors wherein the impeller exit flow field is dynamically modulated by the vaned diffuser potential field or shock structure. The understanding of this unsteady aerodynamic interaction is fundamental to characterizing the impeller forcing function. Unsteady static pressure measurement at several radial and circumferential locations in the vaneless space offer a depiction of pressure field radial decay, circumferential variation and temporal fluctuation. These pressure measurements are coupled with high density, full field measurement of the velocity field within the diffuser vaneless space at multiple spanwise positions. The velocity field and unsteady pressure field are shown to be intimately linked. A strong momentum gradient exiting the impeller is shown to extend well across the vaneless space and interact with the diffuser vane leading edge. The deterministic unsteady
Lift vs. drag based mechanisms for vertical force production in the smallest flying insects.
Jones, S K; Laurenza, R; Hedrick, T L; Griffith, B E; Miller, L A
2015-11-01
We used computational fluid dynamics to determine whether lift- or drag-based mechanisms generate the most vertical force in the flight of the smallest insects. These insects fly at Re on the order of 4-60 where viscous effects are significant. Detailed quantitative data on the wing kinematics of the smallest insects is not available, and as a result both drag- and lift-based strategies have been suggested as the mechanisms by which these insects stay aloft. We used the immersed boundary method to solve the fully-coupled fluid-structure interaction problem of a flexible wing immersed in a two-dimensional viscous fluid to compare three idealized hovering kinematics: a drag-based stroke in the vertical plane, a lift-based stroke in the horizontal plane, and a hybrid stroke on a tilted plane. Our results suggest that at higher Re, a lift-based strategy produces more vertical force than a drag-based strategy. At the Re pertinent to small insect hovering, however, there is little difference in performance between the two strategies. A drag-based mechanism of flight could produce more vertical force than a lift-based mechanism for insects at Re<5; however, we are unaware of active fliers at this scale. PMID:26300066
Reynolds-number dependence of turbulent skin-friction drag reduction induced by spanwise forcing
NASA Astrophysics Data System (ADS)
Gatti, Davide; Quadrio, Maurizio
2016-09-01
This paper examines how increasing the value of the Reynolds number $Re$ affects the ability of spanwise-forcing techniques to yield turbulent skin-friction drag reduction. The considered forcing is based on the streamwise-travelling waves of spanwise wall velocity (Quadrio {\\em et al. J. Fluid Mech.}, vol. 627, 2009, pp. 161--178). The study builds upon an extensive drag-reduction database created with Direct Numerical Simulation of a turbulent channel flow for two, 5-fold separated values of $Re$, namely $Re_\\tau=200$ and $Re_\\tau=1000$. The sheer size of the database, which for the first time systematically addresses the amplitude of the forcing, allows a comprehensive view of the drag-reducing characteristics of the travelling waves, and enables a detailed description of the changes occurring when $Re$ increases. The effect of using a viscous scaling based on the friction velocity of either the non-controlled flow or the drag-reduced flow is described. In analogy with other wall-based drag reduction techniques, like for example riblets, the performance of the travelling waves is well described by a vertical shift of the logarithmic portion of the mean streamwise velocity profile. Except when $Re$ is very low, this shift remains constant with $Re$, at odds with the percentage reduction of the friction coefficient, which is known to present a mild, logarithmic decline. Our new data agree with the available literature, which is however mostly based on low-$Re$ information and hence predicts a quick drop of maximum drag reduction with $Re$. The present study supports a more optimistic scenario, where for an airplane at flight Reynolds numbers a drag reduction of nearly 30\\% would still be possible thanks to the travelling waves.
Gutierrez, W.T.; Hassan, B.; Croll, R.H.; Rutledge, W.H.
1995-12-31
The focus of the research was to investigate the fundamental aerodynamics of the base flow of a tractor trailer that would prove useful in fluid flow management. Initially, industry design needs and constraints were defined. This was followed by an evaluation of state-of-the-art Navier-Stokes based computational fluid dynamics tools. Analytical methods were then used in combination with computational tools in a design process. Several geometries were tested at 1:8 scale in a low speed wind tunnel. In addition to the baseline geometry, base add-on devices of the class of ogival boattails and slants were analyzed.
Reduction of aerodynamic drag and fuel consumption for tractor-trailer vehicles
NASA Technical Reports Server (NTRS)
Muirhead, V. U.; Saltzman, E. J.
1979-01-01
Wind-tunnel tests were performed on a scale model of a cab-over-engine tractor-trailer vehicle and several modifications of the model. Results from two of the model configurations were compared with full-scale drag data obtained from similar configurations during coast-down tests. Reductions in fuel consumption derived from these tests are presented in terms of fuel quantity and dollar savings per vehicle year, based on an annual driving distance of 160,900 km (100,000 mi.). The projected savings varied from 13,001 (3435) to 25,848 (6829) liters (gallons) per year which translated to economic savings from $3435 to about $6829 per vehicle year for an operating speed of 88.5 km/h (55 mph) and wind speeds near the national average of 15.3 km/h (9.5 mph). The estimated cumulative fuel savings for the entire U.S. fleet of cab-over-engine tractor, van-type trailer combinations ranged from 4.18 million kl (26.3 million bbl) per year for a low-drag configuration to approximately twice that amount for a more advanced configuration.
Drag force on a spherical intruder in a granular bed at low Froude number.
Hilton, J E; Tordesillas, A
2013-12-01
The drag force on an object, or "intruder," in a granular material arises from interparticle friction, as well as the cyclic creation and buckling of force chains within the material. In contrast to fluids, for which drag forces are well understood, there is no straightforward relationship between speed and mean drag force in granular materials. We investigate spherical intruder particles of varying radii moving at low speeds through granular beds. The system can be parametrized using the dimensionless Froude number Fr=2v/√[gR], for intruders of radius R moving at a speed v. For frictional systems, we find the drag force obeys a linear relationship with Fr for low Froude numbers above Fr>1. For Fr<1 we observe a deviation from this linear trend. This transition can be explained by considering the characteristic inertial and gravitational granular time scales of the system. We show that a suitably normalized measure of dissipated power obeys a linear relationship with the imposed intruder velocity, independent of the intruder dimensions. This is found to hold even for particles with no friction, identifying a relationship between the imposed motion of the intruder and the resistance of the granular material to purely geometric rearrangements. PMID:24483432
Influence of a drag force on linear transport in low-density gases. Stability analysis
NASA Astrophysics Data System (ADS)
Pérez-Fuentes, José Carlos; Garzó, Vicente
2014-09-01
The transport coefficients of a dilute classical gas in the presence of a drag force proportional to the velocity of the particle are determined from the Boltzmann equation. The viscous drag force could model the friction of solid particles with a surrounding fluid (interstitial gas phase). First, when the drag force is the only external action on the state of the system, the Boltzmann equation admits a Maxwellian solution f0(v,t) with a time-dependent temperature. Then, the Boltzmann equation is solved by means of the Chapman-Enskog expansion around the local version of the distribution f0 to obtain the relevant transport coefficients of the system: the shear viscosity η, the thermal conductivity κ, and a new transport coefficient μ (which is also present in granular gases) relating the heat flux with the density gradient. The results indicate that while η is not affected by the drag force, the impact of this force on the transport coefficients κ and μ may be significant. Finally, a stability analysis of the linear hydrodynamic equations with respect to the time-dependent equilibrium state is performed, showing that the onset of instability is associated with the transversal shear mode that could be unstable for wave numbers smaller than a certain critical wave number.
Drag reduction in turbulent channel flow using bidirectional wavy Lorentz force
NASA Astrophysics Data System (ADS)
Huang, LePing; Choi, KwingSo; Fan, BaoChun; Chen, YaoHui
2014-11-01
Turbulent control and drag reduction in a channel flow via a bidirectional traveling wave induced by spanwise oscillating Lorentz force have been investigated in the paper. The results based on the direct numerical simulation (DNS) indicate that the bidirectional wavy Lorentz force with appropriate control parameters can result in a regular decline of near-wall streaks and vortex structures with respect to the flow direction, leading to the effective suppression of turbulence generation and significant reduction in skin-friction drag. In addition, experiments are carried out in a water tunnel via electro-magnetic (EM) actuators designed to produce the bidirectional traveling wave excitation as described in calculations. As a result, the actual substantial drag reduction is realized successfully in these experiments.
NASA Technical Reports Server (NTRS)
Muse, Thomas C.
1941-01-01
An investigation was made in the NACA 19-foot pressure wind tunnel to determine the effect of various win-gun installation on the aerodynamic characteristics of a model with an NACA low-drag wing. Measurements were made of lift and drag over an angle-of-attack range and for several values of dynamic pressure on a four-tenths scale model of a high-speed airplane equipped with the low-drag wing and with various wing-gun installations. Two installations were tested: one in which the blast tube and part of the gun barrel protrude ahead of the wing and another in which the guns is mounted wholly within the wing. Two types of openings for the latter installation were tested. For each installation three simulated guns were mounted in each wing. The results are given in the form of nondimensional coefficients. The installations tested appear to have little effect on the maximum-lift coefficient of the model. However, the drag coefficient shows a definite change. The least adverse effect was obtained with the completely internal mounting and small nose entrance. The results indicate that a properly designed wing-gun installation will have very little adverse effect on the aerodynamic characteristics of the low-drag wing.
On the effect of sea spray on the aerodynamic surface drag under severe winds
NASA Astrophysics Data System (ADS)
Troitskaya, Yuliya; Ezhova, Ekaterina; Soustova, Irina; Zilitinkevich, Sergej
2016-05-01
We investigate the effect of the sea spray on the air-sea momentum exchange during the entire "life cycle" of a droplet, torn off the crest of a steep surface wave, and its fall down to the water, in the framework of a model covering the following aspects of the phenomenon: (1) motion of heavy particle in the driving air flow (equations of motion); (2) structure of the wind field (wind velocity, wave-induced disturbances, turbulent fluctuations); (3) generation of the sea spray; and (4) statistics of droplets (size distribution, wind speed dependence). It is demonstrated that the sea spray in strong winds leads to an increase in the surface drag up to 40 % on the assumption that the velocity profile is neutral.
Supej, M; Saetran, L; Oggiano, L; Ettema, G; Šarabon, N; Nemec, B; Holmberg, H-C
2013-02-01
This investigation was designed to (a) develop an individualized mechanical model for measuring aerodynamic drag (F(d) ) while ski racing through multiple gates, (b) estimate energy dissipation (E(d) ) caused by F(d) and compare this to the total energy loss (E(t) ), and (c) investigate the relative contribution of E(d) /E(t) to performance during giant slalom skiing (GS). Nine elite skiers were monitored in different positions and with different wind velocities in a wind tunnel, as well as during GS and straight downhill skiing employing a Global Navigation Satellite System. On the basis of the wind tunnel measurements, a linear regression model of drag coefficient multiplied by cross-sectional area as a function of shoulder height was established for each skier (r > 0.94, all P < 0.001). Skiing velocity, F(d) , E(t) , and E(d) per GS turn were 15-21 m/s, 20-60 N, -11 to -5 kJ, and -2.3 to -0.5 kJ, respectively. E(d) /E(t) ranged from ∼5% to 28% and the relationship between E(t) /v(in) and E(d) was r = -0.12 (all NS). In conclusion, (a) F(d) during alpine skiing was calculated by mechanical modeling, (b) E(d) made a relatively small contribution to E(t) , and (c) higher relative E(d) was correlated to better performance in elite GS skiers, suggesting that reducing ski-snow friction can improve this performance. PMID:23121340
ERIC Educational Resources Information Center
Vial, Alexandre
2007-01-01
We investigate the problem of the horizontal distance travelled by a mobile experiencing a quadratic drag force. We show that by introducing a normalized distance, the problem can be greatly simplified. In order to parametrize this distance, we use the Pearson VII function, and we find that the optimal launch angle as a function of the initial…
Projectile Motion with a Drag Force: Were the Medievals Right After All?
ERIC Educational Resources Information Center
La Rocca, Paola; Riggi, Francesco
2009-01-01
An educational and historical study of the projectile motion with drag forces dependent on speed shows, by simple results, that trajectories quite similar to those depicted before the Galilean era may be obtained with a realistic choice of quantities involved. Numerical simulations of the trajectory in space and velocity coordinates help us to…
Effect of the Drag Force on the Orbital Motion of the Broad-line Region Clouds
NASA Astrophysics Data System (ADS)
Khajenabi, Fazeleh
2016-09-01
We investigate the orbital motion of cold clouds in the broad-line region of active galactic nuclei subject to the gravity of a black hole, a force due to a non-isotropic central source, and a drag force proportional to the velocity square. The intercloud is described using the standard solutions for the advection-dominated accretion flows. The orbit of a cloud decays because of the drag force, but the typical timescale of clouds falling onto the central black hole is shorter compared to the linear drag case. This timescale is calculated when a cloud moves through a static or rotating intercloud. We show that when the drag force is a quadratic function of the velocity, irrespective of the initial conditions and other input parameters, clouds will generally fall onto the central region much faster than the age of whole system, and since cold clouds present in most of the broad-line regions, we suggest that mechanisms for the continuous creation of the clouds must operate in these systems.
McCallen, R.; Flowers, D.; Dunn, T.; Owens, J.; Browand, F.; Hammache, M.; Loenard, A.; Brady, M.; Salari, K.; Rutledge, W.; Scheckler, R.; Ross, J.; Storms, B.; Heineck, J.T.; Arledge, T
2000-05-15
A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at Lawrence Livermore National Laboratory on March 16, 2000. The purpose of the meeting was to present technical details on the experimental and computational plans and approaches and provide an update on progress in the analysis of experimental results, model developments, simulations, and an investigation of an aerodynamic device. The focus of the meeting was a review of University of Southern California's (USC) experimental plans and results, NASA Ames experimental plans, the computational results from Lawrence Livermore National Laboratory (LLNL) and Sandia National Laboratories (SNL) for the integrated tractor-trailer benchmark geometry called the Ground Transportation System (GTS) Model, and turbulence model development and benchmark simulation for a rounded cube from California Institute of Technology (Caltech). Much of the meeting discussion involved deficiencies in commercial software, needed modeling improvements, and the importance of detailed data for code validation. The present and projected budget and funding situation was also discussed. Presentations were given by representatives from the Department of Energy (DOE) Office of Transportation Technology Office of Heavy Vehicle Technology (OHVT), LLNL, SNL, NASA Ames, USC, and Caltech. Representatives from Argonne National Laboratory also participated via telephone. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, and outlines the future action items. There were 3 major issues raised at the meeting. (1) Our funding is inadequate to satisfy industries request for high Reynolds number experimentation and computation. Plans are to respond to the DOD and DOE requests for proposals, which require a 50-50 cost share with industry, to acquire funding for high Reynolds number experiments at NASA Ames. (2) The deficiencies in commercial software, the need for
NASA Technical Reports Server (NTRS)
Hawkins, Richard; Penland, Jim A.
1997-01-01
Observations have been made and reported that the experimental normal force coefficients at a constant angle of attack were constant with a variation of more than 2 orders of magnitude of Reynolds number at a free-stream Mach number M(sub infinity) of 8.00 and more than 1 order of magnitude variation at M(sub infinity) = 6.00 on the same body-wing hypersonic cruise configuration. These data were recorded under laminar, transitional, and turbulent boundary layer conditions with both hot-wall and cold-wall models. This report presents experimental data on 25 configurations of 17 models of both simple and complex geometry taken at M(sub infinity) = 6.00, 6.86, and 8.00 in 4 different hypersonic facilities. Aerodynamic calculations were made by computational fluid dynamics (CID) and engineering methods to analyze these data. The conclusions were that the normal force coefficients at a given altitude are constant with Reynolds numbers at hypersonic speeds and that the axial force coefficients recorded under laminar boundary-layer conditions at several Reynolds numbers may be plotted against the laminar parameter (the reciprocal of the Reynolds number to the one-half power) and extrapolated to the ordinate axis to determine the inviscid-wave-drag coefficient at the intercept.
Aerodynamics of Dragonfly in Forward Flight: Force measurements and PIV results
NASA Astrophysics Data System (ADS)
Hu, Zheng; Deng, Xinyan
2009-11-01
We used a pair of dynamically scaled robotic dragonfly model wings to investigate the aerodynamic effects of wing-wing interaction in dragonflies. We follow the wing kinematics of real dragonflies in forward flight, while systematically varied the phase difference between the forewing and hindwing. Instantaneous aerodynamic forces and torques were measured on both wings, while flow visualization and PIV results were obtained. The results show that, in forward flight, wing-wing interaction always enhances the aerodynamic forces on the forewing through an upwash brought by the hindwing, while reduces the forces on the hindwing through a downwash brought by the forewing.
Khrapak, S. A.; Nosenko, V.; Morfill, G. E.; Merlino, R.
2009-04-15
We point out a deficiency in our previous analytic calculation of the ion drag force for conditions of the experiment by Nosenko et al. [Phys. Plasmas 14, 103702 (2007)]. An inaccurate approximation is corrected and the ion drag force is recalculated. The improved model yields better overall agreement with the experimental results as compared to the original calculation.
Brady, M; Browand, F; McCallen, R; Ross, J; Salari, K
1999-03-01
A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at Lawrence Livermore National Laboratory, Livermore, California on March 11, 1999. The purpose of the meeting was to present technical details on the experimental and computational plans and approaches and provide an update on progress in obtaining experimental results, model developments, and simulations. The focus of the meeting was a review of the experimental results for the integrated tractor-trailer benchmark geometry called the Sandia Model in the NASA Ames 7 ft x 10 ft wind tunnel. The present and projected budget and funding situation was also discussed. Presentations were given by representatives from the Department of Energy (DOE) Office of Transportation Technology Office of Heavy Vehicle Technology (OHVT), Lawrence Livermore National Laboratory (LLNL), Sandia National Laboratories (SNL), University of Southern California (USC), California Institute of Technology (Caltech), and NASA Ames Research Center.This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, and outlines the future action items.
Ortega, Jason M.; Sabari, Kambiz
2006-03-07
An apparatus for reducing the aerodynamic base drag of a bluff body having a leading end, a trailing end, a top surface, opposing left and right side surfaces, and a base surface at the trailing end substantially normal to a longitudinal centerline of the bluff body, with the base surface joined (1) to the left side surface at a left trailing edge, (2) to the right side surface at a right trailing edge, and (3) to the top surface at a top trailing edge. The apparatus includes left and right vertical boattail plates which are orthogonally attached to the base surface of the bluff body and inwardly offset from the left and right trailing edges, respectively. This produces left and right vertical channels which generate, in a flowstream substantially parallel to the longitudinal centerline, respective left and right vertically-aligned vortical structures, with the left and right vertical boattail plates each having a plate width defined by a rear edge of the plate spaced from the base surface. Each plate also has a peak plate width at a location between top and bottom ends of the plate corresponding to a peak vortex of the respective vertically-aligned vortical structures.
Brady, M; Browand, F; Flowers, D; Hammache, M; Landreth, G; Leonard, A; McCallen, R; Ross, J; Rutledge, W; Salari, K
1999-08-16
A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at University of Southern California, Los Angeles, California on July 30, 1999. The purpose of the meeting was to present technical details on the experimental and computational plans and approaches and provide an update on progress in obtaining experimental results, model developments, and simulations. The focus of the meeting was a review of University of Southern California's (USC) experimental plans and results and the computational results from Lawrence Livermore National Laboratory (LLNL) and Sandia National Laboratories (SNL) for the integrated tractor-trailer benchmark geometry called the Sandia Model. Much of the meeting discussion involved the NASA Ames 7 ft x 10 ft wind tunnel tests and the need for documentation of the results. The present and projected budget and funding situation was also discussed. Presentations were given by representatives from the Department of Energy (DOE) Office of Transportation Technology Office of Heavy Vehicle Technology (OHVT), LLNL, SNL, USC, and California Institute of Technology (Caltech). This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, and outlines the future action items.
Origin of a depth-independent drag force induced by stirring in granular media.
Guillard, François; Forterre, Yoël; Pouliquen, Olivier
2015-02-01
Experiments have shown that when a horizontal cylinder rotates around the vertical axis in a granular medium, the drag force in the stationary regime becomes independent of the depth, in contradiction with the frictional picture stipulating that the drag should be proportional to the hydrostatic pressure. The goal of this study is to understand the origin of this depth independence of the granular drag. Intensive numerical simulations using the discrete element method are performed giving access to the stress distribution in the packing during the rotation of the cylinder. It is shown that the rotation induces a strong anisotropy in the stress distribution, leading to the formation of arches that screen the hydrostatic pressure in the vicinity of the cylinder and create a bubble of low pressure. PMID:25768492
The Effects of Drag and Tidal Forces on the Orbits of High-Velocity Clouds
NASA Astrophysics Data System (ADS)
Fernandes, Alexandre; Benjamin, R. A.
2013-06-01
Over the past several years, orbital constraints have been obtained for several high velocity cloud complexes surrounding the Milky Way: Complex GCP (Smith Cloud), Complex A, Complex H, Complex GCN, and the Magellanic Stream. We summarize what is known about the orbits of these clouds and and discuss how well each of these complexes fits a balistic trajectory, and discuss how the length of a complex across the sky is related to the inital "fragmentation" and velocity dispersion of the clouds. We then introduce gas drag into the simulation of the orbits of these complexes. We present analytical tests of our numerical method and characterize the departure of the clouds from the ballistic trajectory as a function of drag parameters (ambient gas density and velocity and cloud column density). Using the results of these simulations we comment on the survivability and ultimate fate of HVC in the context of the different models of drag forces.
Forcing function effects on unsteady aerodynamic gust response. I - Forcing functions
NASA Technical Reports Server (NTRS)
Henderson, Gregory H.; Fleeter, Sanford
1992-01-01
The paper investigates the fundamental gust modeling assumption on the basis of a series of experiments performed in the Purdue Annular Cascade Research Facility. The measured unsteady flow fields are compared to linear-theory gust requirements. The perforated plate forcing functions closely resemble linear-theory forcing functions, with the static pressure fluctuations small and the periodic velocity vectors parallel to the downstream mean-relative flow angle over the entire periodic cycle. The airfoil forcing functions exhibit characteristics far from linear-theory gusts, with the alignment of the velocity vectors and the static pressure fluctuation amplitudes dependent on the rotor-loading condition, rotor solidity, and the inlet mean-relative flow angle. It is shown that airfoil wakes, both compressor and turbine, cannot be modeled with the boundary conditions of current state-of-the-art linear unsteady aerodynamic theory.
New drag laws for flapping flight
NASA Astrophysics Data System (ADS)
Agre, Natalie; Zhang, Jun; Ristroph, Leif
2014-11-01
Classical aerodynamic theory predicts that a steadily-moving wing experiences fluid forces proportional to the square of its speed. For bird and insect flight, however, there is currently no model for how drag is affected by flapping motions of the wings. By considering simple wings driven to oscillate while progressing through the air, we discover that flapping significantly changes the magnitude of drag and fundamentally alters its scaling with speed. These measurements motivate a new aerodynamic force law that could help to understand the free-flight dynamics, control, and stability of insects and flapping-wing robots.
THE ROLE OF DRAG IN THE ENERGETICS OF STRONGLY FORCED EXOPLANET ATMOSPHERES
Rauscher, Emily; Menou, Kristen
2012-01-20
In contrast to the Earth, where frictional heating is typically negligible, we show that drag mechanisms could act as an important heat source in the strongly forced atmospheres of some exoplanets, with the potential to alter the circulation. We modify the standard formalism of the atmospheric energy cycle to explicitly track the loss of kinetic energy and the associated frictional (re)heating, for application to exoplanets such as the asymmetrically heated 'hot Jupiters' and gas giants on highly eccentric orbits. We establish that an understanding of the dominant drag mechanisms and their dependence on local atmospheric conditions is critical for accurate modeling, not just in their ability to limit wind speeds, but also because they could possibly change the energetics of the circulation enough to alter the nature of the flow. We discuss possible sources of drag and estimate the strength necessary to significantly influence the atmospheric energetics. As we show, the frictional heating depends on the magnitude of kinetic energy dissipation as well as its spatial variation, so that the more localized a drag mechanism is, the weaker it can be and still affect the circulation. We also use the derived formalism to estimate the rate of numerical loss of kinetic energy in a few previously published hot Jupiter models with and without magnetic drag and find it to be surprisingly large, at 5%-10% of the incident stellar irradiation.
Chaudhuri, M.; Khrapak, S. A.; Morfill, G. E.
2008-05-15
The ion drag force acting on a small absorbing grain has been calculated in highly collisional plasma with slowly drifting ions taking into account plasma production and loss processes in the vicinity of the grain. It is shown that the strength of the plasma production and loss mechanisms not only affects the magnitude of the ion drag force, but also determines the direction of the force. The parameter regimes for the ''positive'' and ''negative'' ion drag forces have been identified. In addition, the qualitative features of the electric potential distribution around the grain in isotropic conditions (in the absence of the ion drift) are investigated.
NASA Astrophysics Data System (ADS)
Paul, Maike; Thomas, Robert E.; Keevil, Gareth M.
2013-04-01
In lowland rivers, seasonal patterns of in-stream macrophyte growth and decay have significant implications for flood risk. For a given discharge, flood risk is increased when dense macrophyte canopies reduce flow areas, increase blockage ratios and alter reach-scale roughness values. These factors combine and can increase the flow depth. Conversely, submerged vegetation is exposed to drag forces exerted by the flow, which may be sufficient to damage limbs or dislodge plants. The classical drag equation suggests that the force exerted by fluid flows upon submerged vegetation is a function of the fluid properties, the projected area of the vegetation, and the square of the flow velocity. However, very few studies have simultaneously monitored all of these parameters, resulting in significant uncertainty in the estimation of the coefficient that relates these parameters to the drag force and also the related roughness parameters that control the flow depth for a given discharge. To our knowledge, this study presents the first concurrent field measurements of turbulent velocities, plant reconfigurations and drag forces acting on Ranunculus penicillatus ssp. pseudofluitans (Syme) S.D.Webster. Measurements were undertaken in an artificially straightened reach of the chalk-bed River Wylye, near Longbridge Deverill, Wiltshire, UK. The reach is 5.7 m wide and during measurements there was a mean flow depth of 0.28 m and an average discharge of 0.28 m³s-1. The reach is cleared of vegetation up to three times a year for flood defence purposes, but Ranunculus p. grows back within several weeks. Measurements were carried out after re-growth, when plants were fully developed with a mean length of 0.75 m and on average 6 nodes along the stem. The distances between the nodes increased from the base towards the tip and each node produced a capillary leaf, sometimes in conjunction with a branch. Floating leaves and flowers were not present. Plants were attached to a custom
Bishop, Kristin L
2007-08-01
Gliding has often been discussed in the literature as a possible precursor to powered flight in vertebrates, but few studies exist on the mechanics of gliding in living animals. In this study I analyzed the 3D kinematics of sugar gliders (Petaurus breviceps) during short glides in an enclosed space. Short segments of the glide were captured on video, and the positions of marked anatomical landmarks were used to compute linear distances and angles, as well as whole body velocities and accelerations. From the whole body accelerations I estimated the aerodynamic forces generated by the animals. I computed the correlations between movements of the limbs and body rotations to examine the control of orientation during flight. Finally, I compared these results to those of my earlier study on the similarly sized and distantly related southern flying squirrel (Glaucomys volans). The sugar gliders in this study accelerated downward slightly (1.0+/-0.5 m s(-2)), and also accelerated forward (2.1+/-0.6 m s(-2)) in all but one trial, indicating that the body weight was not fully supported by aerodynamic forces and that some of the lift produced forward acceleration rather than just balancing body weight. The gliders used high angles of attack (44.15+/-3.12 degrees ), far higher than the angles at which airplane wings would stall, yet generated higher lift coefficients (1.48+/-0.18) than would be expected for a stalled wing. Movements of the limbs were strongly correlated with body rotations, suggesting that sugar gliders make extensive use of limb movements to control their orientation during gliding flight. In addition, among individuals, different limb movements were associated with a given body rotation, suggesting that individual variation exists in the control of body rotations. Under similar conditions, flying squirrels generated higher lift coefficients and lower drag coefficients than sugar gliders, yet had only marginally shallower glides. Flying squirrels have a
Wind Tunnel Testing on Crosswind Aerodynamic Forces Acting on Railway Vehicles
NASA Astrophysics Data System (ADS)
Kwon, Hyeok-Bin; Nam, Seong-Won; You, Won-Hee
This study is devoted to measure the aerodynamic forces acting on two railway trains, one of which is a high-speed train at 300km/h maximum operation speed, and the other is a conventional train at the operating speed 100km/h. The three-dimensional train shapes have been modeled as detailed as possible including the inter-car, the upper cavity for pantograph, and the bogie systems. The aerodynamic forces on each vehicle of the trains have been measured in the subsonic wind tunnel with 4m×3m test section of Korea Aerospace Research Institute at Daejeon, Korea. The aerodynamic forces and moments of the train models have been plotted for various yaw angles and the characteristics of the aerodynamic coefficients has been discussed relating to the experimental conditions.
NASA Astrophysics Data System (ADS)
Pierre, Thiery
2015-11-01
A new plasma device named M-DBD (Microwave Dielectric Barrier Discharge) is used for controlling the boundary layer in order to reduce the drag force. A compact resonant UHF structure comprising a resonant element in the form of a quarter-wave antenna creates a mini-plasma insulated from the UHF electrodes by mica sheets. Additional electrodes induce an electric field in the plasma and transiently move the ions of the plasma. The high collision rate with the neutral molecules induce the global transient flow of the neutral gas. The temporal variation of the applied electric field is chosen in order to obtain a modification of the local boundary layer. First tests using an array of M-DBD plasma actuators are underway (see Patent ref. WO 2014111469 A1).
Effect of a drag force due to absorption of solar radiation on solar sail orbital dynamics
NASA Astrophysics Data System (ADS)
Kezerashvili, Roman Ya.; Vázquez-Poritz, Justin F.
2013-03-01
While solar electromagnetic radiation can be used to propel a solar sail, it is shown that the Poynting-Robertson effect related to the absorbed portion of the radiation leads to a drag force in the transversal direction. The Poynting-Robertson effect is considered for escape trajectories, Heliocentric bound orbits and non-Keplerian bound orbits. For escape trajectories, this drag force diminishes the cruising velocity, which has a cumulative effect on the Heliocentric distance. For Heliocentric and non-Keplerian bound orbits, the Poynting-Robertson effect decreases its orbital speed, thereby causing it to slowly spiral towards the Sun. Since the Poynting-Robertson effect is due to the absorbed portion of the electromagnetic radiation, degradation of a solar sail implies that this effect becomes enhanced during a mission.
Aerodynamic forces induced by controlled transitory flow on a body of revolution
NASA Astrophysics Data System (ADS)
Rinehart, Christopher S.
The aerodynamic forces and moments on an axisymmetric body of revolution are controlled in a low-speed wind tunnel by induced local flow attachment. Control is effected by an array of aft-facing synthetic jets emanating from narrow, azimuthally segmented slots embedded within an axisymmetric backward facing step. The actuation results in a localized, segmented vectoring of the separated base flow along a rear Coanda surface and induced asymmetric aerodynamic forces and moments. The observed effects are investigated in both quasi-steady and transient states, with emphasis on parametric dependence. It is shown that the magnitude of the effected forces can be substantially increased by slight variations of the Coanda surface geometry. Force and velocity measurements are used to elucidate the mechanisms by which the synthetic jets produce asymmetric aerodynamic forces and moments, demonstrating a novel method to steer axisymmetric bodies during flight.
Binaries Traveling through a Gaseous Medium: Dynamical Drag Forces and Internal Torques
NASA Astrophysics Data System (ADS)
Sánchez-Salcedo, F. J.; Chametla, Raul O.
2014-10-01
Using time-dependent linear theory, we investigate the morphology of the gravitational wake induced by a binary, whose center of mass moves at velocity {\\boldsymbol {V}}_cm against a uniform background of gas. For simplicity, we assume that the components of the binary are on circular orbits about their common center of mass. The consequences of dynamical friction is twofold. First, gas dynamical friction may drag the center of mass of the binary and cause the binary to migrate. Second, drag forces also induce a braking torque, which causes the orbits of the components of the binary to shrink. We compute the drag forces acting on one component of the binary due to the gravitational interaction with its own wake. We show that the dynamical friction force responsible for decelerating the center of mass of the binary is smaller than it is in the point-mass case because of the loss of gravitational focusing. We show that the braking internal torque depends on the Mach numbers of each binary component about their center of mass, and also on the Mach number of the center of mass of the binary. In general, the internal torque decreases with increasing the velocity of the binary relative to the ambient gas cloud. However, this is not always the case. We also mention the relevance of our results to the period distribution of binaries.
Turbulence model choice for the calculation of drag forces when using the CFD method.
Zaïdi, H; Fohanno, S; Taïar, R; Polidori, G
2010-02-10
The aim of this work is to specify which model of turbulence is the most adapted in order to predict the drag forces that a swimmer encounters during his movement in the fluid environment. For this, a Computational Fluid Dynamics (CFD) analysis has been undertaken with a commercial CFD code (Fluent). The problem was modelled as 3D and in steady hydrodynamic state. The 3D geometry of the swimmer was created by means of a complete laser scanning of the swimmer's body contour. Two turbulence models were tested, namely the standard k-epsilon model with a specific treatment of the fluid flow area near the swimmer's body contour, and the standard k-omega model. The comparison of numerical results with experimental measurements of drag forces shows that the standard k-omega model accurately predicts the drag forces while the standard k-epsilon model underestimates their values. The standard k-omega model also enabled to capture the vortex structures developing at the swimmer's back and buttocks in underwater swimming; the same vortices had been visualized by flow visualization experiments carried out at the INSEP (National Institute for Sport and Physical Education in Paris) with the French national swimming team. PMID:19889420
Binaries traveling through a gaseous medium: dynamical drag forces and internal torques
Sánchez-Salcedo, F. J.; Chametla, Raul O.
2014-10-20
Using time-dependent linear theory, we investigate the morphology of the gravitational wake induced by a binary, whose center of mass moves at velocity V{sub cm} against a uniform background of gas. For simplicity, we assume that the components of the binary are on circular orbits about their common center of mass. The consequences of dynamical friction is twofold. First, gas dynamical friction may drag the center of mass of the binary and cause the binary to migrate. Second, drag forces also induce a braking torque, which causes the orbits of the components of the binary to shrink. We compute the drag forces acting on one component of the binary due to the gravitational interaction with its own wake. We show that the dynamical friction force responsible for decelerating the center of mass of the binary is smaller than it is in the point-mass case because of the loss of gravitational focusing. We show that the braking internal torque depends on the Mach numbers of each binary component about their center of mass, and also on the Mach number of the center of mass of the binary. In general, the internal torque decreases with increasing the velocity of the binary relative to the ambient gas cloud. However, this is not always the case. We also mention the relevance of our results to the period distribution of binaries.
Balash, Cheslav; Sterling, David; Binns, Jonathan; Thomas, Giles; Bose, Neil
2015-01-01
For prawn trawling systems, drag reduction is a high priority as the trawling process is energy intensive. Large benefits have occurred through the use of multiple-net rigs and thin twine in the netting. An additional positive effect of these successful twine-area reduction strategies is the reduced amount of otter board area required to spread the trawl systems, which leads to further drag reduction. The present work investigated the potential of redirecting the drag-strain within a prawn trawl away from the wings and the otter boards to the centre line of the trawl, where top and bottom tongues have been installed, with an aim to minimise the loading/size of the otter boards required to spread the trawl. In the system containing the new 'W' trawl, the drag redirected to the centre-line tongues is transferred forward through a connected sled and towing wires to the trawler. To establish the extent of drag redirection to the centre-line tongues and the relative drag benefits of the new trawl system, conventional and 'W' trawls of 3.65 m headline length were tested firstly over a range of spread ratios in the flume tank, and subsequently at optimum spread ratio in the field. The developed 'W' trawl effectively directed 64% of netting-drag off the wings and onto the centre tongues, which resulted in drag savings in the field of ∼20% for the associated 'W' trawl/otter-board/sled system compared to the traditional trawl/otter-board arrangement in a single trawl or twin rig configuration. Furthermore, based on previously published data, the new trawl when used in a twin rig system is expected to provide approximately 12% drag reduction compared to quad rig. The twin 'W' trawl system also has benefits over quad rig in that a reduced number of cod-end/By-catch Reduction Device units need to be installed and attended each tow. PMID:25751251
Force and flow at the onset of drag in plowed granular media.
Gravish, Nick; Umbanhowar, Paul B; Goldman, Daniel I
2014-04-01
We study the transient drag force FD on a localized intruder in a granular medium composed of spherical glass particles. A flat plate is translated horizontally from rest through the granular medium to observe how FD varies as a function of the medium's initial volume fraction, ϕ. The force response of the granular material differs above and below the granular critical state, ϕc, the volume fraction which corresponds to the onset of grain dilatancy. For ϕ<ϕc FD increases monotonically with displacement and is independent of drag velocity for the range of velocities examined (<10 cm/s). For ϕ>ϕc, FD rapidly rises to a maximum and then decreases over further displacement. The maximum force for ϕ>ϕc increases with increasing drag velocity. In quasi-two-dimensional drag experiments, we use granular particle image velocimetry (PIV) to measure time resolved strain fields associated with the horizontal motion of a plate started from rest. PIV experiments show that the maxima in FD for ϕ>ϕc are associated with maxima in the spatially averaged shear strain field. For ϕ>ϕc the shear strain occurs in a narrow region in front of the plate, a shear band. For ϕ<ϕc the shear strain is not localized, the shear band fluctuates in space and time, and the average shear increases monotonically with displacement. Laser speckle measurements made at the granular surface ahead of the plate reveal that for ϕ<ϕc particles are in motion far from the intruder and shearing region. For ϕ>ϕc, surface particles move only during the formation of the shear band, coincident with the maxima in FD, after which the particles remain immobile until the sheared region reaches the measurement region. PMID:24827236
Performance losses of drag-reducing spanwise forcing at moderate values of the Reynolds number
NASA Astrophysics Data System (ADS)
Gatti, Davide; Quadrio, Maurizio
2013-12-01
A fundamental problem in the field of turbulent skin-friction drag reduction is to determine the performance of the available control techniques at high values of the Reynolds number Re. We consider active, predetermined strategies based on spanwise forcing (oscillating wall and streamwise-traveling waves applied to a plane channel flow), and explore via Direct Numerical Simulations (DNS) up to Reτ = 2100 the rate at which their performance deteriorates as Re is increased. To be able to carry out a comprehensive parameter study, we limit the computational cost of the simulations by adjusting the size of the computational domain in the homogeneous directions, compromising between faster computations and the increased need of time-averaging the fluctuating space-mean wall shear-stress. Our results, corroborated by a few full-scale DNS, suggest a scenario where drag reduction degrades with Re at a rate that varies according to the parameters of the wall forcing. In agreement with already available information, keeping them at their low-Re optimal value produces a relatively quick decrease of drag reduction. However, at higher Re the optimal parameters shift towards other regions of the parameter space, and these regions turn out to be much less sensitive to Re. Once this shift is accounted for, drag reduction decreases with Re at a markedly slower rate. If the slightly favorable trend of the energy required to create the forcing is considered, a chance emerges for positive net energy savings also at large values of the Reynolds number.
THE GRAVITATIONAL DRAG FORCE ON AN EXTENDED OBJECT MOVING IN A GAS
Bernal, Cristian G.; Sánchez-Salcedo, F. J.
2013-09-20
Using axisymmetrical numerical simulations, we revisit the gravitational drag felt by a gravitational Plummer sphere with mass M and core radius R{sub s} moving at constant velocity V{sub 0} through a background homogeneous medium of adiabatic gas. Since the potential is non-diverging, there is no gas removal due to accretion. When R{sub s} is larger than the Bondi radius R{sub B} , the perturbation is linear at every point and the drag force is well fitted by the time-dependent Ostriker's formula with r{sub min} = 2.25R{sub s} , where r{sub min} is the minimum impact parameter in the Coulomb logarithm. In the deep nonlinear supersonic regime (R{sub s} << R{sub B} ), the minimum radius is no longer related to R{sub s} but to R{sub B} . We find r{sub min}=3.3M{sup -2.5}R{sub B} for Mach numbers of the perturber between 1.5 and 4, although r{sub min}= 2M{sup -2}R{sub B}=2GM/V{sup 2}{sub 0} also provides a good fit at M>2. As a consequence, the drag force does not depend sensitively on the nonlinearity parameter A, defined as R{sub B} /R{sub s} , for A values larger than a certain critical value A{sub cr}. We show that our generalized Ostriker's formula for the drag force is more accurate than the formula suggested by Kim and Kim.
Force and flow at the onset of drag in plowed granular media
NASA Astrophysics Data System (ADS)
Gravish, Nick; Umbanhowar, Paul B.; Goldman, Daniel I.
2014-04-01
We study the transient drag force FD on a localized intruder in a granular medium composed of spherical glass particles. A flat plate is translated horizontally from rest through the granular medium to observe how FD varies as a function of the medium's initial volume fraction, ϕ. The force response of the granular material differs above and below the granular critical state, ϕc, the volume fraction which corresponds to the onset of grain dilatancy. For ϕ <ϕc FD increases monotonically with displacement and is independent of drag velocity for the range of velocities examined (<10 cm/s). For ϕ >ϕc, FD rapidly rises to a maximum and then decreases over further displacement. The maximum force for ϕ >ϕc increases with increasing drag velocity. In quasi-two-dimensional drag experiments, we use granular particle image velocimetry (PIV) to measure time resolved strain fields associated with the horizontal motion of a plate started from rest. PIV experiments show that the maxima in FD for ϕ >ϕc are associated with maxima in the spatially averaged shear strain field. For ϕ >ϕc the shear strain occurs in a narrow region in front of the plate, a shear band. For ϕ <ϕc the shear strain is not localized, the shear band fluctuates in space and time, and the average shear increases monotonically with displacement. Laser speckle measurements made at the granular surface ahead of the plate reveal that for ϕ <ϕc particles are in motion far from the intruder and shearing region. For ϕ >ϕc, surface particles move only during the formation of the shear band, coincident with the maxima in FD, after which the particles remain immobile until the sheared region reaches the measurement region.
Wing and body motion and aerodynamic and leg forces during take-off in droneflies.
Chen, Mao Wei; Zhang, Yan Lai; Sun, Mao
2013-12-01
Here, we present a detailed analysis of the take-off mechanics in droneflies performing voluntary take-offs. Wing and body kinematics of the insects during take-off were measured using high-speed video techniques. Based on the measured data, the inertia force acting on the insect was computed and the aerodynamic force of the wings was calculated by the method of computational fluid dynamics. Subtracting the aerodynamic force and the weight from the inertia force gave the leg force. In take-off, a dronefly increases its stroke amplitude gradually in the first 10-14 wingbeats and becomes airborne at about the 12th wingbeat. The aerodynamic force increases monotonously from zero to a value a little larger than its weight, and the leg force decreases monotonously from a value equal to its weight to zero, showing that the droneflies do not jump and only use aerodynamic force of flapping wings to lift themselves into the air. Compared with take-offs in insects in previous studies, in which a very large force (5-10 times of the weight) generated either by jumping legs (locusts, milkweed bugs and fruit flies) or by the 'fling' mechanism of the wing pair (butterflies) is used in a short time, the take-off in the droneflies is relatively slow but smoother. PMID:24132205
Wing and body motion and aerodynamic and leg forces during take-off in droneflies
Chen, Mao Wei; Zhang, Yan Lai; Sun, Mao
2013-01-01
Here, we present a detailed analysis of the take-off mechanics in droneflies performing voluntary take-offs. Wing and body kinematics of the insects during take-off were measured using high-speed video techniques. Based on the measured data, the inertia force acting on the insect was computed and the aerodynamic force of the wings was calculated by the method of computational fluid dynamics. Subtracting the aerodynamic force and the weight from the inertia force gave the leg force. In take-off, a dronefly increases its stroke amplitude gradually in the first 10–14 wingbeats and becomes airborne at about the 12th wingbeat. The aerodynamic force increases monotonously from zero to a value a little larger than its weight, and the leg force decreases monotonously from a value equal to its weight to zero, showing that the droneflies do not jump and only use aerodynamic force of flapping wings to lift themselves into the air. Compared with take-offs in insects in previous studies, in which a very large force (5–10 times of the weight) generated either by jumping legs (locusts, milkweed bugs and fruit flies) or by the ‘fling’ mechanism of the wing pair (butterflies) is used in a short time, the take-off in the droneflies is relatively slow but smoother. PMID:24132205
Kinetic approach for the ion drag force in a collisional plasma
Ivlev, A.V.; Zhdanov, S.K.; Khrapak, S.A.; Morfill, G.E.
2005-01-01
The linear kinetic approach to calculate the ion drag force in a collisional plasma is generalized. The model collision integral (for ion-neutral collisions) is discussed and employed to calculate the plasma response for arbitrary velocity of the plasma flow and arbitrary frequency of the collisions. The derived plasma response is used to calculate the self-consistent force on the test charged particle. The obtained results are compared to those of the traditional pair collision approach, and the importance of the self-consistent kinetic consideration is highlighted. In conclusion, the applicability of the proposed approach is discussed.
NASA Astrophysics Data System (ADS)
Wang, Z. Jane; Russell, David
2007-10-01
Dragonflies are four-winged insects that have the ability to control aerodynamic performance by modulating the phase lag (ϕ) between forewings and hindwings. We film the wing motion of a tethered dragonfly and compute the aerodynamic force and power as a function of the phase. We find that the out-of-phase motion as seen in steady hovering uses nearly minimal power to generate the required force to balance the weight, and the in-phase motion seen in takeoffs provides an additional force to accelerate. We explain the main hydrodynamic interaction that causes this phase dependence.
Liquid-Infused Surfaces with Trapped Air (LISTA) for Drag Force Reduction.
Hemeda, A A; Tafreshi, H Vahedi
2016-03-29
Superhydrophobic (SHP) surfaces are known for their drag-reducing attributes thanks to their ability to trap air in their surface pores and thereby reduce the contact between water and the frictional solid area. SHP surfaces are prone to failure under elevated pressures or because of air-layer dissolution into the surrounding water. Slippery liquid-infused porous surfaces (SLIPS) or liquid-infused surfaces (LIS) in which the trapped air is replaced with a lubricant have been proposed in the literature as a way of eliminating the air dissolution problem as well as improving the surface stability under pressure. While an LIS surface has been shown to reduce drag for flow of water-glycerol mixture (ref 18), no significant drag reduction has yet been reported for the flow of water (a lower viscosity fluid) over LIS. In this concern, we have designed a new surface in which a layer of air is trapped underneath the infused lubricant to reduce the frictional forces preventing the LIS to provide drag reduction for water or any fluid with a viscosity less than that of the lubricant. Drag reduction performance of such surfaces, referred to here as liquid-infused surfaces with trapped air (LISTA), is predicted by solving the biharmonic equation for the water-oil-air three-phase system in transverse grooves with enhanced meniscus stability thanks to double-reentry designs. For the arbitrary dimensions considered in our proof-of-concept study, LISTA designs showed 20-37% advantage over their LIS counterparts. PMID:26977775
NASA Astrophysics Data System (ADS)
Dubov, Alexander L.; Schmieschek, Sebastian; Asmolov, Evgeny S.; Harting, Jens; Vinogradova, Olga I.
2014-01-01
By means of lattice-Boltzmann simulations the drag force on a sphere of radius R approaching a superhydrophobic striped wall has been investigated as a function of arbitrary separation h. Superhydrophobic (perfect-slip vs. no-slip) stripes are characterized by a texture period L and a fraction of the gas area ϕ. For very large values of h/R, we recover the macroscopic formulae for a sphere moving towards a hydrophilic no-slip plane. For h/R = O(1), the drag force is smaller than predicted by classical theories for hydrophilic no-slip surfaces, but larger than expected for a sphere interacting with a uniform perfectly slipping wall. At a thinner gap, h ≪ R the force reduction compared to a classical result becomes more pronounced, and is maximized by increasing ϕ. In the limit of very small separations, our simulation data are in quantitative agreement with an asymptotic equation, which relates a correction to a force for superhydrophobic slip to texture parameters. In addition, we examine the flow and pressure field and observe their oscillatory character in the transverse direction in the vicinity of the wall, which reflects the influence of the heterogeneity and anisotropy of the striped texture. Finally, we investigate the lateral force on the sphere, which is detectable in case of very small separations and is maximized by stripes with ϕ = 0.5.
NASA Astrophysics Data System (ADS)
Guo, Lei; Gao, Han; Yu, Jin-tao; Zhang, Zong-liang; Guo, Zhan-cheng
2015-01-01
The fixed-gas drag force from a model calculation method that stabilizes the agitation capabilities of different gas ratios was used to explore the influence of temperature and hydrogen concentration on fluidizing duration, metallization ratio, utilization rate of reduction gas, and sticking behavior. Different hydrogen concentrations from 5vol% to 100vol% at 1073 and 1273 K were used while the drag force with the flow of N2 and H2 (N2: 2 L·min-1; H2: 2 L·min-1) at 1073 K was chosen as the standard drag force. The metallization ratio, mean reduction rate, and utilization rate of reduction gas were observed to generally increase with increasing hydrogen concentration. Faster reduction rates and higher metallization ratios were obtained when the reduction temperature decreased from 1273 to 1073 K. A numerical relation among particle diameter, particle drag force, and fluidization state was plotted in a diagram by this model.
NASA Astrophysics Data System (ADS)
Suzuki, Masahiro; Nakade, Koji
A basic study of flow controls using air blowing was conducted to reduce unsteady aerodynamic force acting on trains running in tunnels. An air blowing device is installed around a model car in a wind tunnel. Steady and periodic blowings are examined utilizing electromagnetic valves. Pressure fluctuations are measured and the aerodynamic force acting on the car is estimated. The results are as follows: a) The air blowing allows reducing the unsteady aerodynamic force. b) It is effective to blow air horizontally at the lower side of the car facing the tunnel wall. c) The reduction rate of the unsteady aerodynamic force relates to the rate of momentum of the blowing to that of the uniform flow. d) The periodic blowing with the same frequency as the unsteady aerodynamic force reduces the aerodynamic force in a manner similar to the steady blowing.
Comparison of buoyancy, passive and net active drag forces between Fastskin and standard swimsuits.
Benjanuvatra, N; Dawson, G; Blanksby, B A; Elliott, B C
2002-06-01
A cross-sectional comparison between the buoyancy, passive and net active drag force characteristics of full-length, Fastskin swimsuits with that of standard swimsuits was completed with nine Open National level swimmers (5 males and 4 females). Subjects were weighed in a hydrostatic tank and then towed via a mechanical winch on the surface and 0.4 m deep at 1.6, 2.2 and 2.8 m/s. The subjects performed a prone streamlined glide and maximum effort flutter kick at each towing velocity and depth. Hydrostatic weight differences between swimsuit types were not significant (p> 0.05. Fastskin passive drag values were significantly less than normal swimsuits during surface towing at 1.6 and 2.8 m/s: and at 0.4 m deep towing at 1.6, 2.2 and 2.8 m/s. Net active drag force values also were lower for the Fastskin suits when compared with those of normal swimsuits and a significant difference existed for surface towing at all three velocities of 1.6, 2.2 and 2.8 m/s. The full-length, Fastskin swimsuits created less total hydrodynamic resistance than normal swimsuits while providing no additional buoyancy benefits. PMID:12188083
Modal forced vibration analysis of aerodynamically excited turbosystems
NASA Technical Reports Server (NTRS)
Elchuri, V.
1985-01-01
Theoretical aspects of a new capability to determine the vibratory response of turbosystems subjected to aerodynamic excitation are presented. Turbosystems such as advanced turbopropellers with highly swept blades, and axial-flow compressors and turbines can be analyzed using this capability. The capability has been developed and implemented in the April 1984 release of the general purpose finite element program NASTRAN. The dynamic response problem is addressed in terms of the normal modal coordinates of these tuned rotating cyclic structures. Both rigid and flexible hubs/disks are considered. Coriolis and centripetal accelerations, as well as differential stiffness effects are included. Generally non-uniform steady inflow fields and uniform flow fields arbitrarily inclined at small angles with respect to the axis of rotation of the turbosystem are considered sources of aerodynamic excitation. The spatial non-uniformities are considered to be small deviations from a principally uniform inflow. Subsonic and supersonic relative inflows are addressed, with provision for linearly interpolating transonic airloads.
Modeling of Aerodynamic Force Acting in Tunnel for Analysis of Riding Comfort in a Train
NASA Astrophysics Data System (ADS)
Kikko, Satoshi; Tanifuji, Katsuya; Sakanoue, Kei; Nanba, Kouichiro
In this paper, we aimed to model the aerodynamic force that acts on a train running at high speed in a tunnel. An analytical model of the aerodynamic force is developed from pressure data measured on car-body sides of a test train running at the maximum revenue operation speed. The simulation of an 8-car train running while being subjected to the modeled aerodynamic force gives the following results. The simulated car-body vibration corresponds to the actual vibration both qualitatively and quantitatively for the cars at the rear of the train. The separation of the airflow at the tail-end of the train increases the yawing vibration of the tail-end car while it has little effect on the car-body vibration of the adjoining car. Also, the effect of the moving velocity of the aerodynamic force on the car-body vibration is clarified that the simulation under the assumption of a stationary aerodynamic force can markedly increase the car-body vibration.
NASA Technical Reports Server (NTRS)
Fralick, G. C.
1982-01-01
It is shown that a conventional electronic frequency compensator does not provide adequate compensation near the resonant frequency of a lightly damped second order system, such as the drag force anemometer. The reason for this is discussed, and a simple circuit modification is presented which overcomes the difficulty. The improvement is shown in theoretical frequency response curves as well as in the experimental results from some typical drag force anemometers.
NASA Astrophysics Data System (ADS)
Varshney, Kapil; Chang, Song; Wang, Z. Jane
2013-05-01
Falling parallelograms exhibit coupled motion of autogyration and tumbling, similar to the motion of falling tulip seeds, unlike maple seeds which autogyrate but do not tumble, or rectangular cards which tumble but do not gyrate. This coupled tumbling and autogyrating motion are robust, when card parameters, such as aspect ratio, internal angle, and mass density, are varied. We measure the three-dimensional (3D) falling kinematics of the parallelograms and quantify their descending speed, azimuthal rotation, tumbling rotation, and cone angle in each falling. The cone angle is insensitive to the variation of the card parameters, and the card tumbling axis does not overlap with but is close to the diagonal axis. In addition to this connection to the dynamics of falling seeds, these trajectories provide an ideal set of data to analyze 3D aerodynamic force and torque at an intermediate range of Reynolds numbers, and the results will be useful for constructing 3D aerodynamic force and torque models. Tracking these free falling trajectories gives us a nonintrusive method for deducing instantaneous aerodynamic forces. We determine the 3D aerodynamic forces and torques based on Newton-Euler equations. The dynamical analysis reveals that, although the angle of attack changes dramatically during tumbling, the aerodynamic forces have a weak dependence on the angle of attack. The aerodynamic lift is dominated by the coupling of translational and rotational velocities. The aerodynamic torque has an unexpectedly large component perpendicular to the card. The analysis of the Euler equation suggests that this large torque is related to the deviation of the tumbling axis from the principle axis of the card.
Optimal flapping wing for maximum vertical aerodynamic force in hover: twisted or flat?
Phan, Hoang Vu; Truong, Quang Tri; Au, Thi Kim Loan; Park, Hoon Cheol
2016-01-01
This work presents a parametric study, using the unsteady blade element theory, to investigate the role of twist in a hovering flapping wing. For the investigation, a flapping-wing system was developed to create a wing motion of large flapping amplitude. Three-dimensional kinematics of a passively twisted wing, which is capable of creating a linearly variable geometric angle of attack (AoA) along the wingspan, was measured during the flapping motion and used for the analysis. Several negative twist or wash-out configurations with different values of twist angle, which is defined as the difference in the average geometric AoAs at the wing root and the wing tip, were obtained from the measured wing kinematics through linear interpolation and extrapolation. The aerodynamic force generation and aerodynamic power consumption of these twisted wings were obtained and compared with those of flat wings. For the same aerodynamic power consumption, the vertical aerodynamic forces produced by the negatively twisted wings are approximately 10%-20% less than those produced by the flat wings. However, these twisted wings require approximately 1%-6% more power than flat wings to produce the same vertical force. In addition, the maximum-force-producing twisted wing, which was found to be the positive twist or wash-in configuration, was used for comparison with the maximum-force-producing flat wing. The results revealed that the vertical aerodynamic force and aerodynamic power consumption of the two types of wings are almost identical for the hovering condition. The power loading of the positively twisted wing is only approximately 2% higher than that of the maximum-force-producing flat wing. Thus, the flat wing with proper wing kinematics (or wing rotation) can be regarded as a simple and efficient candidate for the development of hovering flapping-wing micro air vehicle. PMID:27387833
Analysis of the aerodynamic force in an eye-stabilized flapping flyer.
Su, Jian-Yuan; Yang, Jing-Tang
2013-12-01
Experimental methods and related theories to evaluate the lift force for a flyer are established, but one can traditionally acquire only the magnitude of that lift. We here proffer an analysis based on kinematic theory and experimental visualization of the flow to complete a treatment of the aerodynamic force affecting a hovering flyer that generates a lift force approximately equal to its weight, and remains nearly stationary in midair; the center and direction of the aerodynamic force are accordingly determined with some assumptions made. The principal condition to resolve the problem is the stabilization of the vision of a flyer, which is inspired by a hovering passerine that experiences a substantial upward swing during downstroke periods while its eye remains stabilized. Viewing the aerodynamic force with a bird's eye, we find that the center and direction of this aerodynamic force vary continuously with respect to the lift force. Our results provide practical guidance for engineers to enhance the visual stability of surveillance cameras incorporated in micro aerial vehicles. PMID:24200672
Transitory Aerodynamic Forces on a Body of Revolution using Synthetic Jet Actuation
NASA Astrophysics Data System (ADS)
Rinehart, Christopher; McMichael, James; Glezer, Ari
2002-11-01
The aerodynamic forces and moments on axisymmetric bodies at subsonic speeds are controlled by exploiting local flow attachment using fluidic (synthetic jet) actuation and thereby altering the apparent aerodynamic shape of the surface. Control is effected upstream of the base of the body by an azimuthal array of individually-controlled, aft-facing synthetic jets emanating along an azimuthal Coanda surface. Actuation produces asymmetric aerodynamic forces and moments, with ratios of lift to average jet momentum approaching values typical of conventional jet-based circulation control on two-dimensional airfoils. Momentary forces are achieved using transient (pulsed) actuation and are accompanied by the formation and shedding of vorticity concentrations as a precursor to the turning of the outer flow into the wake region.
NASA Technical Reports Server (NTRS)
Cole, Jennifer Hansen
2010-01-01
This slide presentation reviews some of the basic principles of aerodynamics. Included in the presentation are: a few demonstrations of the principles, an explanation of the concepts of lift, drag, thrust and weight, a description of Bernoulli's principle, the concept of the airfoil (i.e., the shape of the wing) and how that effects lift, and the method of controlling an aircraft by manipulating the four forces using control surfaces.
NASA Astrophysics Data System (ADS)
Villegas Vaquero, Arturo
Aerodynamic unsteady forces in stationary and rotating wings are analyzed in this dissertation by using a combination of time-resolved particle image velocimetry (TR-PIV) and proper orthogonal decomposition (POD) techniques. Recent progress in experimental measurements has demonstrated the use of TR-PIV to calculate forces by applying the integral conservation of momentum equation in its different forms. However, a more accurate and robust method is needed for unsteady forces calculations. With this in mind, a modified pressure Poisson method is developed and applied in this work, showing its superior behavior compared to other methodologies described in the past. The independence of the calculated forces shows the robustness and stability of the method. Whereas force calculations have been recently considered, the role of flow structures in force fluctuations has not been revealed yet and it is the main focus of this study. To elucidate these relations, a hybrid PIV-POD analysis is applied to reconstruct the velocity field from the most energetic modes of the flow. A model describing the vortex-force relations is proposed in terms of lift and drag variations during the vortex shedding process. A spectral analysis of the calculated forces suggests symmetric periodic lift, drag and circulation variations at the shedding frequency. Moreover, lift, drag and circulation signals are in phase, which supports lift-circulation proportionality. However, non-symmetric drag fluctuations are found at double the shedding frequency within a shedding cycle. For instance, when a positive or negative circulation vortex detaches, different values in the maximum and minimum drag are obtained. The data and physical relations obtained in this work such as main frequencies, vortex-force fluctuations and behavior of reduced-order models can aid in the development of CFD applications at low Re. The methodology described can be applied to any moving or stationary wing at different Reynolds
NASA Astrophysics Data System (ADS)
Kim, B.; Williams, D. R.
1998-11-01
The instantaneous pressure distribution was measured around the azimuth of a circular cylinder undergoing forced oscillations. The forcing direction was either in-line or cross-flow to produce symmetric or antisymmetric disturbances, respectively. The fluctuating lift and drag coefficients were computed from the pressure distributions. Combination modes appear in the spectrum of the surface pressure signals when the forcing frequency is different from the von Karman vortex shedding frequency, fo. The spatial symmetry of the sum and difference modes depends on the direction of the cylinder oscillation, and is predictable with a simple set of symmetry relations representative of quadratic nonlinear interaction. As a result, cross-flow oscillations channel energy into the fluctuating drag component through the combination modes, while in-line oscillations affect the fluctuating lift. The second harmonic (3 fo) commonly seen in flow-induced vibrations is the result of the nonlinear interaction between the fundamental and its first harmonic. By the symmetry relations, the 3 fo mode necessarily appears in the fluctuating lift spectrum.
Drag forces on aquatic plants in nonlinear random waves plus current
NASA Astrophysics Data System (ADS)
Henry, Pierre-Yves; Myrhaug, Dag; Aberle, Jochen
2015-11-01
Plant-flow interactions are characterised by an assemblage of processes acting at different temporal and spatial scales. In order to mathematically characterise these interactions, such processes have to be parameterised given some simplifications. Typically, drag coefficients are derived from experiments to characterise the plant reconfiguration and wave energy dissipation processes. By reviewing the different plant drag coefficients CD valid in oscillatory flows, this study first highlights the lack of normalisation of the different existing CD formulations and identifies possibilities for a standardisation of the formulations for oscillatory and steady flows. Then, by taking into account the wave crest height distribution of a sea state condition, this study further develops a stochastic method to compute the expected wave induced forces on a plant in linear/nonlinear random waves plus current based on two different CD formulations for waves alone and waves plus current. This method improves the characterisation of the stochastic plant-flow interactions by allowing the calculation of expected values under different random wave plus currents conditions. Results are compared to a classic deterministic approach and some differences are identified, calling for further investigations against experimental datasets. Based on the appropriate CD formulations, this study finally revealed that wave nonlinearities have a significant effect on expected wave forces for a higher wave activity, and that in presence of an increasing current, the effect of wave nonlinearities decreases while the expected wave forces increase.
Vortex motion of dust particles due to non-conservative ion drag force in a plasma
NASA Astrophysics Data System (ADS)
Chai, Kil-Byoung; Bellan, Paul M.
2016-02-01
Vortex motion of the dust in a dusty plasma is shown to result because non-parallelism of the ion density gradient and the gradient of the magnitude of the ion ambipolar velocity cause the ion drag force on dust grains to be non-conservative. Dust grain poloidal vortices consistent with the model predictions are experimentally observed, and the vortices change character with imposed changes in the ion temperature profile as predicted. For a certain ion temperature profile, two adjacent co-rotating poloidal vortices have a well-defined X-point analogous to the X-point in magnetic reconnection.
Physically-based modeling of drag force caused by natural woody vegetation
NASA Astrophysics Data System (ADS)
Järvelä, J.; Aberle, J.
2014-12-01
Riparian areas and floodplains are characterized by woody vegetation, which is an essential feature to be accounted for in many hydro-environmental models. For applications including flood protection, river restoration and modelling of sediment processes, there is a need to improve the reliability of flow resistance estimates. Conventional methods such as the use of lumped resistance coefficients or simplistic cylinder-based drag force equations can result in significant errors, as these methods do not adequately address the effect of foliage and reconfiguration of flexible plant parts under flow action. To tackle the problem, physically-based methods relying on objective and measurable vegetation properties are advantageous for describing complex vegetation. We have conducted flume and towing tank investigations with living and artificial plants, both in arrays and with isolated plants, providing new insight into advanced parameterization of natural vegetation. The stem, leaf and total areas of the trees confirmed to be suitable characteristic dimensions for estimating flow resistance. Consequently, we propose the use of leaf area index and leaf-to-stem-area ratio to achieve better drag force estimates. Novel remote sensing techniques including laser scanning have become available for effective collection of the required data. The benefits of the proposed parameterization have been clearly demonstrated in our newest experimental studies, but it remains to be investigated to what extent the parameter values are species-specific and how they depend on local habitat conditions. The purpose of this contribution is to summarize developments in the estimation of vegetative drag force based on physically-based approaches as the latest research results are somewhat dispersed. In particular, concerning woody vegetation we seek to discuss three issues: 1) parameterization of reconfiguration with the Vogel exponent; 2) advantage of parameterizing plants with the leaf area
Direct measurements of controlled aerodynamic forces on a wire-suspended axisymmetric body
NASA Astrophysics Data System (ADS)
Abramson, Philip; Vukasinovic, Bojan; Glezer, Ari
2011-06-01
A novel in-line miniature force transducer is developed for direct measurements of the net aerodynamic forces and moments on a bluff body. The force transducers are integrated into each of the eight mounting wires that are utilized for suspension of an axisymmetric model in a wind tunnel having minimal wake interference. The aerodynamic forces and moments on the model are altered by induced active local attachment of the separated base flow. Fluidic control is effected by an array of four integrated aft-facing synthetic jet actuators that emanate from narrow, azimuthally segmented slots, equally distributed around the perimeter of the circular tail end. The jet orifices are embedded within a small backward-facing step that extends into a Coanda surface. The altered flow dynamics associated with both quasi-steady and transitory asymmetric activation of the flow control effect is characterized by direct force and PIV measurements.
Bahlman, Joseph W; Swartz, Sharon M; Breuer, Kenneth S
2014-06-01
Bats display a wide variety of behaviors that require different amounts of aerodynamic force. To control and modulate aerodynamic force, bats change wing kinematics, which, in turn, may change the power required for wing motion. There are many kinematic mechanisms that bats, and other flapping animals, can use to increase aerodynamic force, e.g. increasing wingbeat frequency or amplitude. However, we do not know if there is a difference in energetic cost between these different kinematic mechanisms. To assess the relationship between mechanical power input and aerodynamic force output across different isolated kinematic parameters, we programmed a robotic bat wing to flap over a range of kinematic parameters and measured aerodynamic force and mechanical power. We systematically varied five kinematic parameters: wingbeat frequency, wingbeat amplitude, stroke plane angle, downstroke ratio, and wing folding. Kinematic values were based on observed values from free flying Cynopterus brachyotis, the species on which the robot was based. We describe how lift, thrust, and power change with increases in each kinematic variable. We compare the power costs associated with generating additional force through the four kinematic mechanisms controlled at the shoulder, and show that all four mechanisms require approximately the same power to generate a given force. This result suggests that no single parameter offers an energetic advantage over the others. Finally, we show that retracting the wing during upstroke reduces power requirements for flapping and increases net lift production, but decreases net thrust production. These results compare well with studies performed on C. brachyotis, offering insight into natural flight kinematics. PMID:24851830
Tethered cells in fluid flows--beyond the Stokes' drag force approach.
Zakrisson, Johan; Wiklund, Krister; Axner, Ove; Andersson, Magnus
2015-10-01
Simulations of tethered cells in viscous sub-layers are frequently performed using the Stokes' drag force, but without taking into account contributions from surface corrections, lift forces, buoyancy, the Basset force, the cells' finite inertia, or added mass. In this work, we investigate to what extent such contributions, under a variety of hydrodynamic conditions, influence the force at the anchor point of a tethered cell and the survival probability of a bacterium that is attached to a host by either a slip or a catch bond via a tether with a few different biomechanical properties. We show that a consequence of not including some of these contributions is that the force to which a bond is exposed can be significantly underestimated; in general by ∼32-46%, where the influence of the surface corrections dominate (the parallel and normal correction coefficients contribute ∼5-8 or ∼23-26%, respectively). The Basset force is a major contributor, up to 20%, for larger cells and shear rates. The lift force and inertia contribute when cells with radii >3 μm have shear rates >2000 s(-1). Buoyancy contributes significantly for cells with radii >3 μm for shear rates <10 s(-1). Since the lifetime of a bond depends strongly on the force, both the level of approximation and the biomechanical model of the tether significantly affect the survival probability of tethered bacteria. For a cell attached by a FimH-mannose bond and an extendable tether with a shear rate of 3000 s(-1), neglecting the surface correction coefficients or the Basset force can imply that the survival probability is overestimated by more than an order of magnitude. This work thus shows that in order to quantitatively assess bacterial attachment forces and survival probabilities, both the fluid forces and the tether properties need to be modeled accurately. PMID:26331992
Tethered cells in fluid flows—beyond the Stokes’ drag force approach
NASA Astrophysics Data System (ADS)
Zakrisson, Johan; Wiklund, Krister; Axner, Ove; Andersson, Magnus
2015-10-01
Simulations of tethered cells in viscous sub-layers are frequently performed using the Stokes’ drag force, but without taking into account contributions from surface corrections, lift forces, buoyancy, the Basset force, the cells’ finite inertia, or added mass. In this work, we investigate to what extent such contributions, under a variety of hydrodynamic conditions, influence the force at the anchor point of a tethered cell and the survival probability of a bacterium that is attached to a host by either a slip or a catch bond via a tether with a few different biomechanical properties. We show that a consequence of not including some of these contributions is that the force to which a bond is exposed can be significantly underestimated; in general by ˜32-46%, where the influence of the surface corrections dominate (the parallel and normal correction coefficients contribute ˜5-8 or ˜23-26%, respectively). The Basset force is a major contributor, up to 20%, for larger cells and shear rates. The lift force and inertia contribute when cells with radii >3 μm have shear rates >2000 s-1. Buoyancy contributes significantly for cells with radii >3 μm for shear rates <10 s-1. Since the lifetime of a bond depends strongly on the force, both the level of approximation and the biomechanical model of the tether significantly affect the survival probability of tethered bacteria. For a cell attached by a FimH-mannose bond and an extendable tether with a shear rate of 3000 s-1, neglecting the surface correction coefficients or the Basset force can imply that the survival probability is overestimated by more than an order of magnitude. This work thus shows that in order to quantitatively assess bacterial attachment forces and survival probabilities, both the fluid forces and the tether properties need to be modeled accurately.
Formosa, Danielle P; Sayers, Mark G L; Burkett, Brendan
2014-01-01
This study used both an instantaneous net drag force profile and a symmetry timing to evaluate the effect of the breathing action on stroke coordination. Twenty elite swimmers completed a total of six randomised front-crawl towing trials: (i) three breathing trials and (ii) three non-breathing trials. The net drag force was measured using an assisted towing device mounted upon a Kistler force platform, and this equipment towed the swimmer at a constant speed. The net drag force profile was used to create a stroke symmetry index for each swimming trial. Analysis using the symmetry indices identified that the majority of participants demonstrated an asymmetrical instantaneous net drag force stroke profile in both the breathing and non-breathing conditions, despite no significant differences in the time from finger-tip entry to finger-tip exit. Within the breathing condition, the faster swimmers compared to the slower swimmers demonstrated a lesser percentage of overlap between stroke phases on their breathing stroke side. During the non-breathing condition, the faster participants compared to the slower swimmers recorded a reduction in the percentage of overlap between stroke phases and less duration in the underwater stroke on their breathing stroke side. This study identified that the majority of participants demonstrated an asymmetrical net drag force profile within both conditions; however, asymmetry was less prevalent when examining with only the timing symmetry index. PMID:24861056
NASA Astrophysics Data System (ADS)
Brooks, Jason W.; Matzner, Richard
2016-07-01
produces all components of the thermally induced force on the satellite as a function of time throughout the orbit. We find that in the slow spin regime, although there are substantial excursions from the Fourier results, the Fourier results do provide good average values for the temperature of the CCRs (constant temperature in rows from the Fourier method), and for the daily along-track average drag. However, we also find that the relatively small average along-track drag (which swings between -0.7 pm/s2 and -0.25 pm/s2 and averages -0.50 pm/s2 over days 1460-1580) arises from instantaneous accelerations that have excursions that are about an order of magnitude larger than the resulting orbit-averaged drag. Note that neither the first paper nor this one addresses the additional particle drag on the satellite.
NASA Astrophysics Data System (ADS)
Nwankwo, Victor U. J.; Chakrabarti, Sandip Kumar
The International Space Station (ISS) is the single largest and most complex scientific and engineering space structure in human history. Its orbital parameters make it extremely vulnerable to severe atmospheric drag force. Complex interactions between solar energetic particles, ultraviolet (UV) radiation with atmosphere and geomagnetic field cause heating and subsequent expansion of the upper atmosphere. This condition increases drag on low Earth orbit satellites (LEOSs) and varies with current space weather conditions. In this work, we apply the NRLMSISE-00 empirical atmospheric density model, as a function of space environmental parameters, to model drag force impact on a model LEOS during variation of solar activity. Applying the resulting drag model on a model ISS satellite we observe that depending on the severity and/or stage of solar activity or cycle, a massive artificial satellite could experience orbit decay rate of up to 2.95km/month during solar maximum and up to 1km/month during solar minimum.
Single Cell Mass Measurement Using Drag Force Inside Lab-on-Chip Microfluidics System.
Rahman, Md Habibur; Ahmad, Mohd Ridzuan; Takeuchi, Masaru; Nakajima, Masahiro; Hasegawa, Yasuhisa; Fukuda, Toshio
2015-12-01
Single cell mass (SCM) is an intrinsic property of single cell, it arouses a great interest among scientists as cell mass depends on the synthesis of proteins, DNA replication, cell wall stiffness, cell cytoplasm density, cell growth, ribosome, and other analogous of organisms. To date, several great strides have been taken to the advancements of SCM measurement techniques. Nevertheless, more works are required to enable the technology to push frontier in deep analysis of SCM measurement, hence to elucidate intracellular properties. In this paper, we present a lab-on-chip microfluidics system for SCM measurement, related with the force required to drag a single cell and Newton's law of motion inside microfluidics channel. Drag force on the cell was generated by a pressure driven syringe micropump and the motion of the cell was measured using optical observation under an inverted microscope. This approach of measuring SCM was calibrated using known mass (77.3 pg) of a polystyrene particle of 5.2 μm diameter. Furthermore, we used Saccharomyces cerevisiae baker's yeast cells of different sizes ([Formula: see text] diameter) for SCM measurement. Mass of 4.4 μm diameter of single yeast cell was measured as 2.12 pg which is in the range of previously reported single yeast cell mass (2-3 pg). In addition, we also studied the relation between SCM and single cell size. Results showed that single yeast cell mass increases exponentially with the increasing of single cell size. PMID:26761952
The dust motion inside the magnetized sheath - The effect of drag forces
Pandey, B. P.; Samarian, A.; Vladimirov, S. V.
2010-08-15
The isolated charged dust inside the magnetized plasma sheath moves under the influence of the electron and ion drag force and the sheath electrostatic field. The charge on the dust is a function of its radius as well as the value of the ambient sheath potential. It is shown that the charge on the dust determines its trajectory and dust performs the spiraling motion inside the sheath. The location of the turning spiral is determined by the number of negative charge on the dust, which in turn is a function of the dust radius. The back and forth spiraling motion finally causes the dust to move in a small, narrow region of the sheath. For a bigger dust particle, the dust moves closer to the sheath presheath boundary suggesting that the bigger grains, owing to the strong repulsion between the wall and dust, will be unable to travel inside the sheath. Only small, micron-sized grains can travel closer to the wall before repulsion pushes it back toward the plasma-sheath boundary. The temporal behavior of the spiraling dust motion appears like a damped harmonic oscillation, suggesting that the plasma drag force causes dissipation of the electrostatic energy. However, after initial damping, the grain keeps oscillating although with much smaller amplitude. The possible application of the present results to the ongoing sheath experiments is discussed.
NASA Technical Reports Server (NTRS)
Nielsen, Jack N.
1988-01-01
The fundamental aerodynamics of slender bodies is examined in the reprint edition of an introductory textbook originally published in 1960. Chapters are devoted to the formulas commonly used in missile aerodynamics; slender-body theory at supersonic and subsonic speeds; vortices in viscid and inviscid flow; wing-body interference; downwash, sidewash, and the wake; wing-tail interference; aerodynamic controls; pressure foredrag, base drag, and skin friction; and stability derivatives. Diagrams, graphs, tables of terms and formulas are provided.
Pruitt, J.M.; Hassan, Y.A. ); Steininger, D.A.
1990-01-01
Excessive tube vibration caused by turbulent flow buffeting and fluid-elastic excitation is one of the main problems associated with steam generators. Vibration can lead to rupture of tubes within the steam generator, necessitating plugging, and perhaps even replacement of the component. Turbulence buffeting, and resulting excitation, is believed to be one of the mechanisms leading to tube vibration. The large-eddy simulation (LES) technique is being considered as a possible design analysis tool for defining the temporally fluctuating forces on steam generator tube banks. The present investigation uses LES to calculate the flow field for an array of tubes subject to turbulent flow and to compare the fluctuating lift and drag forces on a central tube with experimental findings. Predictions to date using LES methodology compare quite favorably with experimental data.
Maximum Aerodynamic Force on an Ascending Space Vehicle
NASA Astrophysics Data System (ADS)
Backman, Philip
2012-03-01
The March 2010 issue of The Physics Teacher includes a great article by Metz and Stinner on the kinematics and dynamics of a space shuttle launch. Within those pages is a brief mention of an event known in the language of the National Aeronautics and Space Administration (NASA) as "maximum dynamic pressure" (called simply "Max.AirPressure" in the article), where the combined effect of air density and the shuttles speed produce the greatest aerodynamic stress on the vehicle as it ascends through the atmosphere toward orbit. Official commentary during a launch2 refers to this point in the ascent with language such as "space shuttle main engines throttling back as vehicle enters area of maximum dynamic pressure" and occurs in a range between 45 and 60 s after launch. (In dealing with this stress, the space shuttles main engines reduce their thrust at approximately 45 s to reduce acceleration, and return to normal levels again some 15 s later as maximum dynamic pressure is traversed.) This paper presents an analysis, accessible to introductory-level students, that predicts the time of Max. AirPressure for a given ascending spacecraft.
NASA Technical Reports Server (NTRS)
Pamadi, Bandu N.; Taylor, Lawrence W., Jr.
1987-01-01
A semi-empirical method is presented for the estimation of aerodynamic forces and moments acting on a steadily spinning (rotating) light airplane. The airplane is divided into wing, body, and tail surfaces. The effect of power is ignored. The strip theory is employed for each component of the spinning airplane to determine its contribution to the total aerodynamic coefficients. Then, increments to some of the coefficients which account for centrifugal effect are estimated. The results are compared to spin tunnel rotary balance test data.
A force balance system for the measurement of skin friction drag force
NASA Technical Reports Server (NTRS)
Moore, J. W.; Mcvey, E. S.
1971-01-01
Research on force balance instrumentation to measure the skin friction of hypersonic vehicles at extreme temperatures, high altitudes and in a vibration field is discussed. A rough overall summary and operating instructions for the equipment are presented.
Dynamic control of aerodynamic forces on a moving platform using active flow control
NASA Astrophysics Data System (ADS)
Brzozowski, Daniel P.
The unsteady interaction between trailing edge aerodynamic flow control and airfoil motion in pitch and plunge is investigated in wind tunnel experiments using a two degree-of-freedom traverse which enables application of time-dependent external torque and forces by servo motors. The global aerodynamic forces and moments are regulated by controlling vorticity generation and accumulation near the trailing edge of the airfoil using hybrid synthetic jet actuators. The dynamic coupling between the actuation and the time-dependent flow field is characterized using simultaneous force and particle image velocimetry (PIV) measurements that are taken phase-locked to the commanded actuation waveform. The effect of the unsteady motion on the model-embedded flow control is assessed in both trajectory tracking and disturbance rejection maneuvers. The time-varying aerodynamic lift and pitching moment are estimated from a PIV wake survey using a reduced order model based on classical unsteady aerodynamic theory. These measurements suggest that the entire flow over the airfoil readjusts within 2--3 convective time scales, which is about two orders of magnitude shorter than the characteristic time associated with the controlled maneuver of the wind tunnel model. This illustrates that flow-control actuation can be typically effected on time scales that are commensurate with the flow's convective time scale, and that the maneuver response is primarily limited by the inertia of the platform.
Asymmetric aerodynamic forces on aircraft at high angles of attack - some design guides
NASA Technical Reports Server (NTRS)
Chapman, G. T.; Keener, E. R.; Malcolm, G. N.
1976-01-01
Aerodynamic side forces on forebodies are considered that are produced by two types of flow: asymmetric vortices on bodies of revolution and nonuniform flow separation on square bodies with rounded corners under spinning conditions. Steady side forces that can be as large as the normal force are produced by asymmetric vortices on pointed forebodies. This side force has a large variation with Reynolds number, decreases rapidly with Mach number, and can be nearly eliminated with small nose bluntness or strakes. The angle of attack where the side force first occurs depends primarily on body geometry. The theoretical techniques to predict these side forces are necessarily semi-empirical because the basic phenomenon is not well understood. The side forces produced by nonuniform flow separation under spinning conditions depend extensively on spin rate, angle of attack, and Reynolds number. The application of simple crossflow theory to predict this side force is inadequate much below angles of attack of 90 deg.
Aerodynamic effects of flexibility in flapping wings
Zhao, Liang; Huang, Qingfeng; Deng, Xinyan; Sane, Sanjay P.
2010-01-01
Recent work on the aerodynamics of flapping flight reveals fundamental differences in the mechanisms of aerodynamic force generation between fixed and flapping wings. When fixed wings translate at high angles of attack, they periodically generate and shed leading and trailing edge vortices as reflected in their fluctuating aerodynamic force traces and associated flow visualization. In contrast, wings flapping at high angles of attack generate stable leading edge vorticity, which persists throughout the duration of the stroke and enhances mean aerodynamic forces. Here, we show that aerodynamic forces can be controlled by altering the trailing edge flexibility of a flapping wing. We used a dynamically scaled mechanical model of flapping flight (Re ≈ 2000) to measure the aerodynamic forces on flapping wings of variable flexural stiffness (EI). For low to medium angles of attack, as flexibility of the wing increases, its ability to generate aerodynamic forces decreases monotonically but its lift-to-drag ratios remain approximately constant. The instantaneous force traces reveal no major differences in the underlying modes of force generation for flexible and rigid wings, but the magnitude of force, the angle of net force vector and centre of pressure all vary systematically with wing flexibility. Even a rudimentary framework of wing veins is sufficient to restore the ability of flexible wings to generate forces at near-rigid values. Thus, the magnitude of force generation can be controlled by modulating the trailing edge flexibility and thereby controlling the magnitude of the leading edge vorticity. To characterize this, we have generated a detailed database of aerodynamic forces as a function of several variables including material properties, kinematics, aerodynamic forces and centre of pressure, which can also be used to help validate computational models of aeroelastic flapping wings. These experiments will also be useful for wing design for small robotic
Drag forces of natural trees of different size: experiments in a towing tank
NASA Astrophysics Data System (ADS)
Jalonen, Johanna; Järvelä, Juha
2013-04-01
Reliable estimation of hydraulic resistance is of great importance in practical applications such as river and wetland restoration as well as flood prediction and management. Parameters describing riparian vegetation need to be physically sound and readily measurable. For these purposes, several researchers have studied the hydraulic resistance in flumes with living and artificial plants both in arrays and with isolated plants. However, due to the restrictions of flume size the experiments are often conducted with parts of trees, twigs or branches. Consequently, it is not clear how the size (parts of trees or small trees vs. full scale trees) affects the hydraulic resistance. We conducted direct drag force measurements for 23 tree individuals of different heights (0.9 m - 3.5 m) in a towing tank. The investigated species were Common Alder (Alnus glutinosa), Goat Willow (Salix caprea), Silver Birch (Betula pendula) and White Birch (Betula pubescens). The forces were measured at velocity ranges of 0.1-2.5 m/s and 0.1-2.0 m/s both in leafy and leafless conditions, respectively. The measurement system consisted of three load cells measuring the main flow direction. Two different load cell setups were used depending on the size of the specimen to allow for accurate force measurement. For the smaller trees the load cells were replaced with more sensitive sensors, and the resulting ranges of the load cells were from 1 to 1000 N and from 0.1 to 100 N. Frontal and side projected areas and bending of the specimens were recorded during the measurements using submerged video cameras. For all specimens, wet and dry biomass, projected area in still air, and one-sided leaf area were determined. In order to construct a 3D-model of the trees, the specimens were laser scanned from three directions with a terrestrial laser scanner (TLS). The resulting point cloud had a millimeter resolution, and provided detailed information about the plant characteristics, such as leaf area
Drag reduction over dolphin skin via the pondermotive forcing of vortex filaments
NASA Astrophysics Data System (ADS)
Lisi, Antony Garrett
1999-11-01
The skin of Tursiops Truncatus is corrugated with small, quasi-periodic ridges running circumferentially about the torso. These ridges extend into the turbulent boundary layer and affect the evolution of coherent structures. The development and evolution of coherent structures over a surface is described by the formation and dynamics of vortex filaments. The dynamics of these filaments over a flat, non-ridged surface is determined analytically, as well as through numerical simulation, and found to agree with the observations of coherent structures in the turbulent boundary layer. The calculation of the linearized dynamics of the vortex filament, successful for the dynamics of a filament over a flat surface, is extended and applied to a vortex filament propagating over a periodically ridged surface. The surface ridges induce a rapid parametric forcing of the vortex filament, and alter the filament dynamics significantly. A consideration of the contribution of vortex filament induced flow to energy transport indicates that the behavior of the filament induced by the ridges can directly reduce surface drag by up to 8%. The size, shape, and distribution of cutaneous ridges for Tursiops Truncatus is found to be optimally configured to affect the filament dynamics and reduce surface drag for swimming velocities consistent with observation.
Ion collection by a sphere in a flowing plasma: 3. Floating potential and drag force
NASA Astrophysics Data System (ADS)
Hutchinson, I. H.
2005-01-01
The interaction of an ion-collecting sphere at floating potential with a flowing collisionless plasma is investigated using the particle in cell code SCEPTIC. The dependence of the floating potential on the flow velocity for a conducting sphere is found to agree very well with the orbital motion limited approximation, which ignores the asymmetry in the plasma potential. But the charge, even on conducting spheres and at zero flow, is not well represented by using the standard expression for capacitance. Insulating spheres become asymmetrically charged because of ion collection asymmetry, and their total (negative) charge is considerably increased by flow. The collection flux asymmetry is documented for both conducting and insulating spheres and is not greatly different between them. The drag force upon the sphere is obtained from the code calculations. It shows reasonable agreement with appropriate analytic approximations. However, numerical discrepancies up to 20% are found, which are attributed to uncertainties in the analytical values.
Electrostatic disturbance forces on a 3-axis drag-free sensor. [for earth satellite accelerometry
NASA Technical Reports Server (NTRS)
Hagstrom, T.; Sonnabend, D.; Vijayaraghavan, A.
1982-01-01
The electrostatic analysis of a multiple-capacitance 3-axis drag-free sensor is presented in this paper. The instrument consists of a proof-mass (a dense metallic ball) floating freely inside a spherical cavity enclosed by the sensor plates and the shield. Since the ball and the cavity are not necessarily concentric, the problem in three-dimensional potential theory for electrostatics is solved by the method of boundary perturbations and specifically in terms of spherical harmonics. The capacitance outputs of the instrument and the electrostatic forces acting on the system are derived as non-linear functions of the ball position, ball charge and the sensor plate potentials. The instrument sensitivity and cross-coupling effects are discussed. The analysis may also be useful for electrostatic gyros and suspensions.
Geometry of halo and Lissajous orbits in the circular restricted three-body problem with drag forces
NASA Astrophysics Data System (ADS)
Pal, Ashok Kumar; Kushvah, Badam Singh
2015-01-01
In this paper, we determine the effect of radiation pressure, Poynting-Robertson drag and solar wind drag on the Sun-(Earth-Moon) restricted three-body problem. Here, we take the larger body of the Sun as a larger primary, and the Earth+Moon as a smaller primary. With the help of the perturbation technique, we find the Lagrangian points, and see that the collinear points deviate from the axis joining the primaries, whereas the triangular points remain unchanged in their configuration. We also find that Lagrangian points move towards the Sun when radiation pressure increases. We have also analysed the stability of the triangular equilibrium points and have found that they are unstable because of the drag forces. Moreover, we have computed the halo orbits in the third-order approximation using the Lindstedt-Poincaré method and have found the effect of the drag forces. According to this prevalence, the Sun-(Earth-Moon) model is used to design the trajectory for spacecraft travelling under drag forces.
Drag force, diffusion coefficient, and electric mobility of small particles. II. Application.
Li, Zhigang; Wang, Hai
2003-12-01
We propose a generalized treatment of the drag force of a spherical particle due to its motion in a laminar fluid media. The theory is equally applicable to analysis of particle diffusion and electric mobility. The focus of the current analysis is on the motion of spherical particles in low-density gases with Knudsen number Kn>1. The treatment is based on the gas-kinetic theory analysis of drag force in the specular and diffuse scattering limits obtained in a preceding paper [Z. Li and H. Wang, Phys. Rev. E., 68, 061206 (2003)]. Our analysis considers the influence of van der Waals interactions on the momentum transfer upon collision of a gas molecule with the particle and expresses this influence in terms of an effective, reduced collision integral. This influence is shown to be significant for nanosized particles. In the present paper, the reduced collision integral values are obtained for specular and diffuse scattering, using a Lennard-Jones-type potential energy function suitable for the interactions of a gas molecule with a particle. An empirical formula for the momentum accommodation function, used to determine the effective, reduced collision integral, is obtained from available experimental data. The resulting treatment is shown to be accurate for interpreting the mobility experiments for particles as small as approximately 1 nm in radius. The treatment is subsequently extended to the entire range of the Knudsen number, following a semiempirical, gas-kinetic theory analysis. We demonstrate that the proposed formula predicts very well Millikan's oil-droplet experiments [R. A. Millikan, Philos. Mag. 34, 1 (1917); Phys. Rev. 22, 1 (1923)]. The rigorous theoretical foundation of the proposed formula in the Kn>1 limit makes the current theory far more general than the semiempirical Stokes-Cunningham formula in terms of the particle size and condition of the fluid and, therefore, more attractive than the Stokes-Cunningham formula. PMID:14754192
Drag force, diffusion coefficient, and electric mobility of small particles. II. Application
NASA Astrophysics Data System (ADS)
Li, Zhigang; Wang, Hai
2003-12-01
We propose a generalized treatment of the drag force of a spherical particle due to its motion in a laminar fluid media. The theory is equally applicable to analysis of particle diffusion and electric mobility. The focus of the current analysis is on the motion of spherical particles in low-density gases with Knudsen number Kn≫1. The treatment is based on the gas-kinetic theory analysis of drag force in the specular and diffuse scattering limits obtained in a preceding paper [Z. Li and H. Wang, Phys. Rev. E., 68, 061206 (2003)]. Our analysis considers the influence of van der Waals interactions on the momentum transfer upon collision of a gas molecule with the particle and expresses this influence in terms of an effective, reduced collision integral. This influence is shown to be significant for nanosized particles. In the present paper, the reduced collision integral values are obtained for specular and diffuse scattering, using a Lennard-Jones-type potential energy function suitable for the interactions of a gas molecule with a particle. An empirical formula for the momentum accommodation function, used to determine the effective, reduced collision integral, is obtained from available experimental data. The resulting treatment is shown to be accurate for interpreting the mobility experiments for particles as small as ˜1 nm in radius. The treatment is subsequently extended to the entire range of the Knudsen number, following a semiempirical, gas-kinetic theory analysis. We demonstrate that the proposed formula predicts very well Millikan’s oil-droplet experiments [R. A. Millikan, Philos. Mag. 34, 1 (1917); Phys. Rev. 22, 1 (1923)]. The rigorous theoretical foundation of the proposed formula in the Kn≫1 limit makes the current theory far more general than the semiempirical Stokes-Cunningham formula in terms of the particle size and condition of the fluid and, therefore, more attractive than the Stokes-Cunningham formula.
Turbulence and turbulent drag reduction in swirling flow: Inertial versus viscous forcing.
Burnishev, Yuri; Steinberg, Victor
2015-08-01
We report unexpected results of a drastic difference in the transition to fully developed turbulent and turbulent drag reduction (TDR) regimes and in their properties in a von Karman swirling flow with counter-rotating disks of water-based polymer solutions for viscous (by smooth disks) as well as inertial (by bladed disks) forcing and by tracking just torque Γ(t) and pressure p(t) . For the viscous forcing, just a single TDR regime is found with the transition values of the Reynolds number (Re) Re turb c =Re TDR c ≃(4.8±0.2)×10(5) independent of ϕ , whereas for the inertial forcing two turbulent regimes are revealed. The first transition is to fully developed turbulence, and the second one is to the TDR regime with both Re turb c and Re TDR c depending on polymer concentration ϕ . Both regimes differ by the values of C f and C p , by the scaling exponents of the fundamental turbulent characteristics, by the nonmonotonic dependencies of skewness and flatness of the pressure PDFs on Re, and by the different frequency power spectra of p with the different dependencies of the main vortex peak frequency in the p power spectra on ϕ and Re. Thus our experimental results show the transition to the TDR regime in a von Karman swirling flow for the viscous and inertial forcings in a sharp contrast to the recent experiments [Phys. Fluids 10, 426 (1998); Phys. Rev. E 47, R28(R) (1993); and J. Phys.: Condens. Matter 17, S1195 (2005)] where the transition to TDR is observed in the same swirling flow with counter-rotating disks only for the viscous forcing. The latter result has led its authors to the wrong conclusion that TDR is a solely boundary effect contrary to the inertial forcing associated with the bulk effect, and this conception is currently rather widely accepted in literature. PMID:26382497
Sensitivity of aerodynamic forces in laminar and turbulent flow past a square cylinder
NASA Astrophysics Data System (ADS)
Meliga, Philippe; Boujo, Edouard; Pujals, Gregory; Gallaire, François
2014-10-01
We use adjoint-based gradients to analyze the sensitivity of the drag force on a square cylinder. At Re = 40, the flow settles down to a steady state. The quantity of interest in the adjoint formulation is the steady asymptotic value of drag reached after the initial transient, whose sensitivity is computed solving a steady adjoint problem from knowledge of the stable base solution. At Re = 100, the flow develops to the time-periodic, vortex-shedding state. The quantity of interest is rather the time-averaged mean drag, whose sensitivity is computed integrating backwards in time an unsteady adjoint problem from knowledge of the entire history of the vortex-shedding solution. Such theoretical frameworks allow us to identify the sensitive regions without computing the actually controlled states, and provide a relevant and systematic guideline on where in the flow to insert a secondary control cylinder in the attempt to reduce drag, as established from comparisons with dedicated numerical simulations of the two-cylinder system. For the unsteady case at Re = 100, we also compute an approximation to the mean drag sensitivity solving a steady adjoint problem from knowledge of only the mean flow solution, and show the approach to carry valuable information in view of guiding relevant control strategy, besides reducing tremendously the related numerical effort. An extension of this simplified framework to turbulent flow regime is examined revisiting the widely benchmarked flow at Reynolds number Re = 22 000, the theoretical predictions obtained in the frame of unsteady Reynolds-averaged Navier-Stokes modeling being consistent with experimental data from the literature. Application of the various sensitivity frameworks to alternative control objectives such as increasing the lift and reducing the fluctuating drag and lift is also discussed and illustrated with a few selected examples.
NASA Astrophysics Data System (ADS)
You, Zhenjiang; Bedrikovetsky, Pavel; Badalyan, Alexander; Hand, Martin
2015-04-01
The fluid flow in natural reservoirs mobilizes fine particles. Subsequent migration and straining of the mobilized particles in rocks greatly reduce reservoir permeability and well productivity. This chain of events typically occurs over the temperature ranges of 20-40°C for aquifers and 120-300°C for geothermal reservoirs. However, the present study might be the first to present a quantitative analysis of temperature effects on the forces exerted on particles and of the resultant fines migration. Based on torque balance between electrostatic and drag forces acting on attached fine particles, we derived a model for the maximum retention concentration and used it to characterize the detachment of multisized particles from rock surfaces. Results showed that electrostatic force is far more affected than water viscosity by temperature variation. An analytical model for flow toward wellbore that is subject to fines migration was derived. The experiment-based predictive modeling of the well impedance for a field case showed high agreement with field historical data (coefficient of determination R2 = 0.99). It was found that the geothermal reservoirs are more susceptible to fine particle migration than are conventional oilfields and aquifers.
NASA Technical Reports Server (NTRS)
Petot, D.; Loiseau, H.
1982-01-01
Unsteady aerodynamic methods adopted for the study of aeroelasticity in helicopters are considered with focus on the development of a semiempirical model of unsteady aerodynamic forces acting on an oscillating profile at high incidence. The successive smoothing algorithm described leads to the model's coefficients in a very satisfactory manner.
Numerical Simulation of Flow and Determination of Aerodynamic Forces in the Balanced Control Valve
NASA Astrophysics Data System (ADS)
Matas, R.; Straka, F.; Hoznedl, M.
2013-04-01
The contribution subscribes a numerical simulation of a steam flow through a balanced control valve. The influence of some parameters in simulations were tested, analyzed and discussed. As a result of the simulations a graph of aerodynamics forces for a specific turbine characteristic was obtained. The results from numerical simulations were compared with results from experiments. The experiment was performed with an air flow, but the final data were converted with a criterion to steam flow.
Structural effects of unsteady aerodynamic forces on horizontal-axis wind turbines
Miller, M.S.; Shipley, D.E.
1994-08-01
Due to its renewable nature and abundant resources, wind energy has the potential to fulfill a large portion of this nation`s energy needs. The simplest means of utilizing wind energy is through the use of downwind, horizontal-axis wind turbines (HAWT) with fixed-pitch rotors. This configuration regulates the peak power by allowing the rotor blade to aerodynamically stall. The stall point, the point of maximum coefficient of lift, is currently predicted using data obtained from wind tunnel tests. Unfortunately, these tests do not accurately simulate conditions encountered in the field. Flow around the tower and nacelle coupled with inflow turbulence and rotation of the turbine blades create unpredicted aerodynamic forces. Dynamic stall is hypothesized to occur. Such aerodynamic loads are transmitted into the rotor and tower causing structural resonance that drastically reduces the design lifetime of the wind turbine. The current method of alleviating this problem is to structurally reinforce the tower and blades. However, this adds unneeded mass and, therefore, cost to the turbines. A better understanding of the aerodynamic forces and the manner in which they affect the structure would allow for the design of more cost effective and durable wind turbines. Data compiled by the National Renewable Energy Laboratory (NREL) for a downwind HAWT with constant chord, untwisted, fixed-pitch rotors is analyzed. From these data, the actual aerodynamic characteristics of the rotor are being portrayed and the potential effects upon the structure can for the first time be fully analyzed. Based upon their understanding, solutions to the problem of structural resonance are emerging.
Structural effects of unsteady aerodynamic forces on horizontal-axis wind turbines
NASA Astrophysics Data System (ADS)
Miller, M. S.; Shipley, D. E.
1994-08-01
Due to its renewable nature and abundant resources, wind energy has the potential to fulfill a large portion of this nation's energy needs. The simplest means of utilizing wind energy is through the use of downwind, horizontal-axis wind turbines (HAWT) with fixed-pitch rotors. This configuration regulates the peak power by allowing the rotor blade to aerodynamically stall. The stall point, the point of maximum coefficient of lift, is currently predicted using data obtained from wind tunnel tests. Unfortunately, these tests do not accurately simulate conditions encountered in the field. Flow around the tower and nacelle coupled with inflow turbulence and rotation of the turbine blades create unpredicted aerodynamic forces. Dynamic stall is hypothesized to occur. Such aerodynamic loads are transmitted into the rotor and tower causing structural resonance that drastically reduces the design lifetime of the wind turbine. The current method of alleviating this problem is to structurally reinforce the tower and blades. However, this adds unneeded mass and, therefore, cost to the turbines. A better understanding of the aerodynamic forces and the manner in which they affect the structure would allow for the design of more cost effective and durable wind turbines. Data compiled by the National Renewable Energy Laboratory (NREL) for a downwind HAWT with constant chord, untwisted, fixed-pitch rotors is analyzed. From these data, the actual aerodynamic characteristics of the rotor are being portrayed and the potential effects upon the structure can for the first time be fully analyzed. Based upon their understanding, solutions to the problem of structural resonance are emerging.
Mullins, Benjamin J; Braddock, Roger D; Agranovski, Igor E; Cropp, Roger A; O'Leary, Rebecca A
2005-04-01
Extensive experimental investigation of the wetting processes of fibre-liquid systems during air filtration (when drag and gravitational forces are acting) has shown many important features, including droplet extension, oscillatory motion, and detachment of drops from fibres as airflow velocity increases, and also movement or flow of droplets along fibres. A detailed experimental study of the processes was conducted using stainless steel filter fibres and H2O aerosol, which coalesce on the fibre to form clamshell droplets. The droplets were predominantly observed in the Reynolds transition flow region, since this is the region where most of the above features occur. The droplet oscillation is believed to be induced by the onset of the transition from laminar to turbulent flow as the increasing droplet size increases Reynolds number for the flow around the droplet. Two-dimensional flow in this region is usually modelled using the classical Karman vortex street, however there exist no 3D equivalents. Therefore to model such oscillation it was necessary to create a new conceptual model to account for the forces both inducing and preventing such oscillation. The agreement between the model and experimental results is very good for both the radial and transverse oscillations. PMID:15752809
Microfluidic acoustic trapping force and stiffness measurement using viscous drag effect
Lee, Jungwoo; Jeong, Jong Seob; Shung, K. Kirk
2013-01-01
It has recently been demonstrated that it was possible to individually trap 70 μm droplets flowing within a 500 μm wide microfluidic channel by a 24 MHz single element piezo-composite focused transducer. In order to further develop this non-invasive approach as a microfluidic particle manipulation tool of high precision, the trapping force needs to be calibrated to a known force, i.e., viscous drag force arising from the fluid flow in the channel. However, few calibration studies based on fluid viscosity have been carried out with focused acoustic beams for moving objects in microfluidic environments. In this paper, the acoustic trapping force (Ftrapping) and the trap stiffness (or compliance k) are experimentally determined for a streaming droplet in a microfluidic channel. Ftrapping is calibrated to viscous drag force produced from syringe pumps. Chebyshev-windowed chirp coded excitation sequences sweeping the frequency range from 18 MHz to 30 MHz is utilized to drive the transducer, enabling the beam transmission through the channel/fluid interface for interrogating the droplets inside the channel. The minimum force (Fmin,trapping) required for initially immobilizing drifting droplets is determined as a function of pulse repetition frequency (PRF), duty factor (DTF), and input voltage amplitude (Vin) to the transducer. At PRF = 0.1 kHz and DTF = 30%, Fmin,trapping is increased from 2.2 nN for Vin = 22 Vpp to 3.8 nN for Vin = 54 Vpp. With a fixed Vin = 54 Vpp and DTF = 30%, Fmin,trapping can be varied from 3.8 nN at PRF = 0.1 kHz to 6.7 nN at PRF = 0.5 kHz. These findings indicate that both higher driving voltage and more frequent beam transmission yield stronger traps for holding droplets in motion. The stiffness k can be estimated through linear regression by measuring the trapping force (Ftrapping) corresponding to the displacement (x) of a droplet from the trap center. By plotting Ftrapping – x curves for certain values of Vin (22/38/54 Vpp) at DTF = 10
Turbulence and turbulent drag reduction in swirling flow: Inertial versus viscous forcing
NASA Astrophysics Data System (ADS)
Burnishev, Yuri; Steinberg, Victor
2015-08-01
We report unexpected results of a drastic difference in the transition to fully developed turbulent and turbulent drag reduction (TDR) regimes and in their properties in a von Karman swirling flow with counter-rotating disks of water-based polymer solutions for viscous (by smooth disks) as well as inertial (by bladed disks) forcing and by tracking just torque Γ (t ) and pressure p (t ) . For the viscous forcing, just a single TDR regime is found with the transition values of the Reynolds number (Re) Recturb=RecTDR≃(4.8 ±0.2 ) ×105 independent of ϕ , whereas for the inertial forcing two turbulent regimes are revealed. The first transition is to fully developed turbulence, and the second one is to the TDR regime with both Recturb and RecTDR depending on polymer concentration ϕ . Both regimes differ by the values of Cf and Cp, by the scaling exponents of the fundamental turbulent characteristics, by the nonmonotonic dependencies of skewness and flatness of the pressure PDFs on Re, and by the different frequency power spectra of p with the different dependencies of the main vortex peak frequency in the p power spectra on ϕ and Re. Thus our experimental results show the transition to the TDR regime in a von Karman swirling flow for the viscous and inertial forcings in a sharp contrast to the recent experiments [Phys. Fluids 10, 426 (1998), 10.1063/1.869532; Phys. Rev. E 47, R28(R) (1993), 10.1103/PhysRevE.47.R28; and J. Phys.: Condens. Matter 17, S1195 (2005), 10.1088/0953-8984/17/14/008] where the transition to TDR is observed in the same swirling flow with counter-rotating disks only for the viscous forcing. The latter result has led its authors to the wrong conclusion that TDR is a solely boundary effect contrary to the inertial forcing associated with the bulk effect, and this conception is currently rather widely accepted in literature.
NASA Astrophysics Data System (ADS)
Madanu, Sushma B.; Barbel, Stanley I.; Ward, Thomas
2016-06-01
In this paper, transverse vibrations of an electrostatically actuated thin flexible cantilever perturbed by low-speed air flow are studied using both experiments and numerical modeling. In the experiments, the dynamic characteristics of the cantilever are studied by supplying a DC voltage with an AC component for electrostatic forcing and a constant uniform air flow around the cantilever system for aerodynamic forcing. A range of control parameters leading to stable vibrations are established using a dimensionless operating parameter that is the ratio of the induced and the free stream velocities. Numerical results are validated with experimental data. Assuming the amplitude of vibrations are small, then a non-linear dynamic Euler-Bernoulli beam equation with viscous damping and gravitational effects is used to model the equation of motion. Aerodynamic forcing is modelled as a temporally sinusoidal and uniform force acting perpendicular to the beam length. The forcing amplitude is found to be proportional to the square of the air flow velocity. Numerical results strongly agree with the experiments predicting accurate vibration amplitude, displacement frequency, and quasi-periodic displacement of the cantilever tip.