Search NASA⌕ Search

SEARCH · Search NASA

Results for “DRAG REDUCTION”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1987

Turbulent drag reduction research at NASA Langley - Progress and plans

Prospective research efforts planned at NASA-Langley in view of results obtained to date in passive turbulent drag reduction experiments are discussed. It has been established that conventional flow-aligned riblets are effective even in the presence of a degree of flow inclination and pressure gradients, and at transonic speeds. No increase in net drag reduction is expected from nonconventional riblet geometries. Large eddy breakup devices promise drag reductions in the 8-15 percent range. Heat transfer-augmentation, noise-reduction, turboprop/fuselage interaction noise reduction, are other advantages expected from this line of research.

Wilkinson, S. P.↗
NASA NTRS1996

Assessment of dual-point drag reduction for an executive-jet modified airfoil section

This paper presents aerodynamic characteristics and pressure distributions for an executive-jet modified airfoil and discusses drag reduction relative to a baseline airfoil for two cruise design points. A modified airfoil was tested in the adaptive-wall test section of the NASA Langley 0.3-Meter Transonic Cryogenic Tunnel (0.3-m TCT) for Mach numbers ranging from 0.250 to 0.780 and chord Reynolds numbers ranging from 3.0 x 10(exp 6) to 18.0 x 10(exp 6). The angle of attack was varied from minus 2 degrees to almost 10 degrees. Boundary-layer transition was fixed at 5 percent of chord on both the upper and lower surfaces of the model for most of the test. The two design Mach numbers were 0.654 and 0.735, chord Reynolds numbers were 4.5 x 10(exp 6) and 8.9 x 10(exp 6), and normal-force coefficients were 0.98 and 0.51. Test data are presented graphically as integrated force and moment coefficients and chordwise pressure distributions. The maximum normal-force coefficient decreases with increasing Mach number. At a constant normal-force coefficient in the linear region, as Mach number increases an increase occurs in the slope of normal-force coefficient versus angle of attack, negative pitching-moment coefficient, and drag coefficient. With increasing Reynolds number at a constant normal-force coefficient, the pitching-moment coefficient becomes more negative and the drag coefficient decreases. The pressure distributions reveal that when present, separation begins at the trailing edge as angle of attack is increased. The modified airfoil, which is designed with pitching moment and geometric constraints relative to the baseline airfoil, achieved drag reductions for both design points (12 and 22 counts). The drag reductions are associated with stronger suction pressures in the first 10 percent of the upper surface and weakened shock waves.

Allison, Dennis O.↗
NASA NTRS1980

Viscous flow drag reduction; Symposium, Dallas, Tex., November 7, 8, 1979, Technical Papers

The symposium focused on laminar boundary layers, boundary layer stability analysis of a natural laminar flow glove on the F-111 TACT aircraft, drag reduction of an oscillating flat plate with an interface film, electromagnetic precipitation and ducting of particles in turbulent boundary layers, large eddy breakup scheme for turbulent viscous drag reduction, blowing and suction, polymer additives, and compliant surfaces. Topics included influence of environment in laminar boundary layer control, generation rate of turbulent patches in the laminar boundary layer of a submersible, drag reduction of small amplitude rigid surface waves, and hydrodynamic drag and surface deformations generated by liquid flows over flexible surfaces.

Hough, G. R.↗
NASA NTRS1983

Investigation to optimize the passive shock wave-boundary layer control for supercritical airfoil drag reduction

The optimization of passive shock wave/boundary layer control for supercritical airfoil drag reduction was investigated in a 3 in. x 15.4 in. Transonic Blowdown Wind Tunnel. A 14% thick supercritical airfoil was tested with 0%, 1.42% and 2.8% porosities at Mach numbers of .70 to .83. The 1.42% case incorporated a linear increase in porosity with the flow direction while the 2.8% case was uniform porosity. The static pressure distributions over the airfoil, the wake impact pressure data for determining the profile drag, and the Schlieren photographs for porous surface airfoils are presented and compared with the results for solid-surface airfoils. While the results show that linear 1.42% porosity actually led to a slight increase in drag it was found that the uniform 2.8% porosity can lead to a drag reduction of 46% at M = .81.

Nagamatsu, H. T.↗
NASA NTRS1999

Experimental Investigation of Convoluted Contouring for Aircraft Afterbody Drag Reduction

An experimental investigation was performed in the NASA Langley 16-Foot Transonic Tunnel to determine the aerodynamic effects of external convolutions, placed on the boattail of a nonaxisymmetric nozzle for drag reduction. Boattail angles of 15 and 22 were tested with convolutions placed at a forward location upstream of the boattail curvature, at a mid location along the curvature and at a full location that spanned the entire boattail flap. Each of the baseline nozzle afterbodies (no convolutions) had a parabolic, converging contour with a parabolically decreasing corner radius. Data were obtained at several Mach numbers from static conditions to 1.2 for a range of nozzle pressure ratios and angles of attack. An oil paint flow visualization technique was used to qualitatively assess the effect of the convolutions. Results indicate that afterbody drag reduction by convoluted contouring is convolution location, Mach number, boattail angle, and NPR dependent. The forward convolution location was the most effective contouring geometry for drag reduction on the 22 afterbody, but was only effective for M < 0.95. At M = 0.8, drag was reduced 20 and 36 percent at NPRs of 5.4 and 7, respectively, but drag was increased 10 percent for M = 0.95 at NPR = 7. Convoluted contouring along the 15 boattail angle afterbody was not effective at reducing drag because the flow was minimally separated from the baseline afterbody, unlike the massive separation along the 22 boattail angle baseline afterbody.

Deere, Karen A.↗
NASA NTRS2017

Effect of Off-Body Laser Discharge on Drag Reduction of Hemisphere Cylinder in Supersonic Flow

The interaction of an off-body laser discharge with a hemisphere cylinder in supersonic flow is investigated. The objectives are 1) experimental determination of the drag reduction and energetic efficiency of the laser discharge, and 2) assessment of the capability for accurate simulation of the interaction. The combined computational and experimental study comprises two phases. In the first phase, laser discharge in quiescent air was examined. The temporal behavior of the shock wave formed by the laser discharge was compared between experiment and simulation and good agreement is observed. In the second phase, the interaction of the laser discharge with a hemisphere cylinder was investigated numerically. Details of the pressure drag reduction and the physics of the interaction of the heated region with the bow shock are included. The drag reduction due to this interaction persisted for about five characteristic times where one characteristic time represents the time for the flow to move a distance equal to the hemisphere radius. The energetic efficiency of laser discharge for the case with 50 mJ energy absorbed by the gas is calculated as 3.22.

Kianvashrad, Nadia↗
DOE OSTI2020

Analytical model for drag reduction on liquid-infused structured non-wetting surfaces

Liquid-infused structured non-wetting surfaces provide alternating no-slip and partial slip boundary conditions to the fluid flow, resulting in reduced friction at the interface. In this paper, an analytical model is developed for the evaluation of effective slip and, in turn, friction factor and drag reduction on liquid-infused structured non-wetting surfaces. By considering the entire range of anisotropy and heterogeneity of the surface structures as well as the full range of partial slip offered by the infusion liquid, the present model eliminates empirical fitting or correlations that are inherent in previous studies. Based on the effective slip length, drag reduction and skin friction coefficient values for Newtonian flow between two infinite parallel plates and flow in round tubes are presented. Extension of Moody charts for non-wetting surfaces and design maps of surface meso/micro/nano texturing for achieving desired drag reduction are presented for a broad range of engineering applications. The paper further presents independent validation of the model across experimental and computational data from the literature and brings together several previous studies in a unified manner.

36 MATERIALS SCIENCE↗
DOE OSTI2020

Laminar drag reduction in microchannels with liquid infused textured surfaces

Liquid infused surfaces (LIS) achieve non-wetting properties through asperity structures containing pockets of a lubricating liquid rather than air. Although studies have demonstrated several potential applications of LIS, the effect of liquid infused texture on the flow of liquid in microchannels has not been systematically addressed. The present work focuses on the effect of liquid-infused texture geometry and the infused liquid properties on the flow characteristics of a bulk fluid in rectangular and round microchannel geometries. Considering four different textured geometries of transverse ridges, longitudinal ridges, in-lined square posts and staggered squares, a detailed parametric study is presented to assess the resulting drag reduction and friction factor, expressed in terms of the Poiseuille number, on the flow in microchannels. The effect of geometrical parameters is investigated for different asperity solid fraction (Φ s ), asperity height (h s ) and channel thickness (H) or tube diameter (D), while the effect of the infused fluid is studied in terms of a ratio of its viscosity relative to the viscosity of the flowing bulk fluid. Based on the results of the parametric study an extension of the conventional Moody diagram for non-wetting surfaces is developed. Finally, a design of experiments study is conducted to relate the drag reduction and Poiseuille number to the various governing parameters, using which conditions that maximize drag reduction are identified.

42 ENGINEERING↗
NASA NTRS1992

Direct simulation of polymer drag reduction in free shear flows and vortex dipoles

One of the most efficient techniques for drag reduction is the injection of polymers near a wall which can achieve a reduction in drag up to 80 percent. Several experimental observations tend to indicate that polymers modify the turbulence structures within the buffer layer and show that the changes consist of a weakening of the strength of the streamwise vortices. In this paper, we investigate the effects of viscoelasticity on two different types of flows: the vortex dipole impinging walls to model streamwise vortices in a turbulent boundary layer and the mixing layer that represents free shear flows. For this purpose, we examined three different rheological models: the Oldroyd-B model, the Jeffrey's corotational model, and the FENE-P model.

Orlandi, P.↗
NASA NTRS2002

An Examination of Drag Reduction Mechanisms in Marine Animals, with Potential Applications to Uninhabited Aerial Vehicles

Previous engineering research and development has documented the plausibility of applying biomimetic approaches to aerospace engineering. Past cooperation between the Virginia Institute of Marine Science (VIMS) and NASA focused on the drag reduction qualities of the microscale dermal denticles of shark skin. This technology has subsequently been applied to submarines and aircraft. The present study aims to identify and document the three-dimensional geometry of additional macroscale morphologies that potentially confer drag reducing hydrodynamic qualities upon marine animals and which could be applied to enhance the range and endurance of Uninhabited Aerial Vehicles (UAVs). Such morphologies have evolved over eons to maximize organismal energetic efficiency by reducing the energetic input required to maintain cruising speeds in the viscous marine environment. These drag reduction qualities are manifested in several groups of active marine animals commonly encountered by ongoing VIMS research programs: namely sharks, bony fishes such as tunas, and sea turtles. Through spatial data acquired by molding and digital imagery analysis of marine specimens provided by VIMS, NASA aims to construct scale models of these features and to test these potential drag reduction morphologies for application to aircraft design. This report addresses the efforts of VIMS and NASA personnel on this project between January and November 2001.

Musick, John A.↗
NASA NTRS1980

Large-eddy breakup scheme for turbulent viscous drag reduction

A concept for reducing turbulent skin friction drag by altering/controlling the large coherent eddy structures within the turbulent boundary layer is proposed. Results of an ongoing experimental and numerical investigation to develop large-eddy breakup devices (LEBU devices) are presented and indicate that the average skin friction drag downstream of the LEBU devices is reduced by up to 24% compared to 'undisturbed' flat plate levels; device drag requires further reduction before net drag reductions can be realized. Future work is discussed and will focus on reducing device drag by taking advantage of the unsteady 'freestream' ahead of the LEBU devices.

Hefner, J. N.↗
NASA NTRS2002

Prediction of Drag Reduction in Supersonic and Hypersonic Flows with Counterflow Jets

Computational fluid dynamics solutions of the flowfield of a truncated cone-cylinder with and without counterflow jets have been obtained for the short penetration mode (SPM) and long penetration mode (LPM) of the freestream-counterflow jet interaction flowfield. For the case without the counterflow jet, the comparison of the normalized surface pressures showed very good agreement with experimental data. For the case with the SPM jet, the predicted surface pressures did not compare as well with the experimental data upstream of the expansion corner, while aft of the expansion corner, the comparison of the solution and the data is seen to give much better agreement. The difference in the prediction and the data could be due to the transient character of the jet penetration modes, possible effects of the plasma physics that are not accounted for here, or even the less likely effect of flow turbulence, etc. For the LPM jet computations, one-dimensional isentropic relations were used to derived the jet exit conditions in order to obtain the LPM solutions. The solution for the jet exit Mach number of 3 shows a jet penetration several times longer than that of the SPM, and therefore much weaker bow shock, with an attendant reduction in wave drag. The LPM jet is, in essence, seen to be a "pencil" of fluid, with much higher dynamic pressure, embedded in the oncoming supersonic or hypersonic freestream. The methodology for determining the conditions for the LPM jet could enable a practical approach for the design and application of counterflow LPM jets for the reduction of wave drag and heat flux, thus significantly enhancing the aerodynamic characteristics and aerothermal performance of supersonic and hypersonic vehicles. The solutions show that the qualitative flow structure is very well captured. The obtained results, therefore, suggest that counterflowing jets are viable candidate technology concepts that can be employed to give significant reductions in wave drag, heat flux, and other attendant aerodynamic benefits.

Daso, Endwell O.↗
NASA NTRS1988

Turbulent viscous drag reduction with thin-element riblets

Thin-element riblets for aircraft aerodynamic surface turbulent viscous drag reduction are presently found to be as effective as symmetric V-grooves in this role, while possessing a greater range of admissible spacings. The thin-element geometry shows the qualitatively predictable influence of independent riblet height and spacing variations. The evidence for more than one drag-reduction mechanism in thin-element riblets is found to be inconclusive.

Lazos, B.↗
NASA NTRS1993

Drag reduction in channel flow using nonlinear control

Two nonlinear control schemes have been applied to the problem of drag reduction in channel flow. Both schemes have been tested using numerical simulations at a mass flux Reynolds numbers of 4408, utilizing 2D nonlinear neutral modes for goal dynamics. The OGY-method, which requires feedback, reduces drag to 60-80 percent of the turbulent value at the same Reynolds number, and employs forcing only within a thin region near the wall. The H-method, or model-based control, fails to achieve any drag reduction when starting from a fully turbulent initial condition, but shows potential for suppressing or retarding laminar-to-turbulent transition by imposing instead a transition to a low drag, nonlinear traveling wave solution to the Navier-Stokes equation. The drag in this state corresponds to that achieved by the OGY-method. Model-based control requires no feedback, but in experiments to date has required the forcing be imposed within a thicker layer than the OGY-method. Control energy expenditures in both methods are small, representing less than 0.1 percent of the uncontrolled flow's energy.

Keefe, Laurence R.↗
NASA NTRS1986

An investigation of the feasibility of active boundary layer thickening for aircraft drag reduction

The feasibility of using a forward mounted windmilling propeller to extract momentum from the flow around an axisymmetric body to reduce total drag has been studied. Numerical calculations indicate that a net drag reduction is possible when the energy extracted is returned to an aft mounted pusher propeller. However, net drag reduction requires very high device efficiencies. Results of an experimental program to study the coupling between a propeller wake and a turbulent boundary layer are also reported. The experiments showed that a complex coupling exists and simple modes for the flow field are not sufficiently accurate to predict total drag.

Ash, R. L.↗
NASA NTRS2008

Fuel Savings and Aerodynamic Drag Reduction from Rail Car Covers

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%.

Storms, Bruce↗
NASA NTRS1984

Turbulent drag reduction research

Research in the area of turbulent drag reduction for attached flows is summarized. The most promising passive techniques utilize non-planar geometry. Of particular interest is the suitability of these devices for retrofit of existing vehicles. Five methods for reducing turbulent skin friction drag on bodies/fuselages are discussed. They are: (1) large-eddy breakup devices; (2) riblets; (3) slot injection optimization; (4) control of Emmons spot generation; and (5) relaminarization through massive suction. Except for the Emmons spot work these methods all indicate the possibility of sizable net reductions in skin friction for laboratory conditions.

Bushnell, D. M.↗
NASA NTRS1987

Use of LEBU-devices for drag reduction at flight conditions

The practical aspects of drag reduction using LEBU (large-eddy break-up) devices, turbulence manipulators, etc. in flight are discussed with the help of experience from previous flight tests. These tests have shown that appreciable reductions in local skin friction exist under flight conditions, and that the turbulence-manipulating effects can be found for swept tandem devices in transonic as well as supersonic flows. The unsteady loads experienced with the devices are discussed in connection with the frequencies occurring in this type of real flight conditions.

Bertelrud, A.↗