Study of riblet drag reduction for an infinite span wing with different sweep angles

Zhang, Yufei; Yan, Chongyang; Chen, Haixin; Yin, Yajun

doi:10.1016/j.cja.2020.05.015

Cited by 15 publications

(4 citation statements)

References 33 publications

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“…The authors report the suppression of the LSB, but not the net reduction in the total pressure losses, although they point out that further research is possible. An example of a riblet application to a lifting surface can be found in Zhang et al 41 This paper studies the riblet drag reduction effect for an infinite swept wing (where riblets are applied along the second half of the suction side) with low-Re using LES. The results show that the drag reduction ratio is not linear under different sweep angles.…”

Section: Classification and Description Of Flow Control Methodsmentioning

confidence: 99%

Current state and future trends in boundary layer control on lifting surfaces

Svorcan

Wang

Griffin

2022

Advances in Mechanical Engineering

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Successful flow control may bring numerous benefits, such as flow stabilization, flow reattachment, separation delay, drag reduction, lift increase, aerodynamic performance improvement, energy efficiency increase, shock delay or weakening, noise reduction, etc. For these purposes, many different flow control devices, which can be classified as passive, semi-active and active, have been designed and tested. This review paper aims to highlight the most promising and commonly employed boundary layer control methods as well as outline their potential in specific applications in aerospace and energy engineering. Referenced studies, performed on various geometries (flat plates, channels, airfoils, wings, blades, cylinders), are primarily numerical or experimental. Although enhanced aerodynamic performance is achieved in many cases, further research is required to draw general conclusions. This paper aims to demonstrate that, in the future, we may expect further developments of flow control actuators, as well as their increased application.

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Section: Classification and Description Of Flow Control Methodsmentioning

confidence: 99%

Current state and future trends in boundary layer control on lifting surfaces

Svorcan

Wang

Griffin

2022

Advances in Mechanical Engineering

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“…Hence, in this project, the position and geometry of the riblet were focused on to improve the drag reduction. The riblet design was placed between 0.3c and 0.95c based on the previous study on the best location for drag reduction [29] and aligned parallel to the flow direction [30]. Figure 2 shows the wing surface with four riblets positioned at the centre of the wingspan, each adhering to the dimensions previously described.…”

Section: Computational Designmentioning

confidence: 99%

NACA 2412 Drag Reduction Using V-Shaped Riblets

Selvanose,

Marimuthu,

Awan

et al. 2024

Eng

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This research focuses on addressing a significant concern in the aviation industry, which is drag. The primary objective of this project is to achieve drag reduction through the implementation of riblets on a wing featuring the NACA 2412 aerofoil, operating at subsonic speeds. Riblets, with the flow direction on wing surfaces, have demonstrated the potential to effectively decrease drag in diverse applications. This investigation includes computational analysis within the ANSYS Workbench framework, employing a polyhedral mesh model. The scope of this research encompasses the analysis of both a conventional wing and a modified wing with riblets. A comparative analysis is conducted to assess variations in drag values between the two configurations. Parameters, including geometry, dimensions, and riblet placement at varying angles of attack, are explored to comprehend their impact on drag reduction. Notably, 15.6% and 23% reductions in drag were identified at a 16-degree angle of attack with midspan and three-riblet models, separately. The computational mesh and method were validated using appropriate techniques.

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“…For Lufthansa Cargo's Boeing 777F freighters, reducing the skin-friction drag by 1% means annual savings of around 3700 tons of kerosene and just under 11,700 tons of CO 2 emissions [2]. Compared with traditional drag reduction methods, bionic microstructures have a better potential for engineering applications because of their remarkable drag reduction properties and good applicability [3][4][5]. Previous studies have shown that there are two types of microstructure, one is the riblets imitating shark shin [6,7] and the other is the transverse grooves imitating dolphin skin [8][9][10][11], which are parallel and perpendicular to the flow direction, respectively.…”

Section: Introductionmentioning

confidence: 99%

Quasi-Analytical Solution of Optimum and Maximum Depth of Transverse V-Groove for Drag Reduction at Different Reynolds Numbers

Zheng

2022

Symmetry

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Reducing the skin-friction drag of a vehicle is an important way to reduce carbon emissions. Previous studies have investigated the drag reduction mechanisms of transverse grooves. However, it is more practical to investigate which groove geometry is optimal at different inflow conditions for engineering. The purpose of this paper is to establish the physical model describing the relationship between the dimensionless depth (H+=Huτ/υ) of the transverse groove, the dimensionless inflow velocity (U∞+=U∞/uτ), and the drag reduction rate (η) to quasi-analytically solve the optimal and maximum transverse groove depth according to the Reynolds numbers. Firstly, we use the LES with the dynamic subgrid model to investigate the drag reduction characteristics of transverse V-grooves with different depths (h = 0.05~0.9 mm) at different Reynolds numbers (1.09×104~5.44×105) and find that H+ and U∞+ affect the magnitude of slip velocity (Us+), thus driving the variation of the viscous drag reduction rate (ην) and the increased rate of pressure drag (ηp). Moreover, the relationship between Us+, ην, and ηp is established based on the slip theory and the law of pressure distribution. Finally, the quasi-analytical solutions for the optimal and maximum depths are solved by adjusting Us+ to balance the cost (ηp) and benefit (ην). This solution is in good agreement with the present numerical simulations and previous experimental results.

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Study of riblet drag reduction for an infinite span wing with different sweep angles

Cited by 15 publications

References 33 publications

Current state and future trends in boundary layer control on lifting surfaces

Current state and future trends in boundary layer control on lifting surfaces

NACA 2412 Drag Reduction Using V-Shaped Riblets

Quasi-Analytical Solution of Optimum and Maximum Depth of Transverse V-Groove for Drag Reduction at Different Reynolds Numbers

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