La réduction de la trainée aérodynamique des véhicules terrestres est un défi actuel dans l’industrie automobile. La région de basse pression du sillage à l’arrière des voitures est responsable d’une part importante de la résistance à l’avancement. Cette étude porte sur le développement de nouvelles stratégies de manipulation de l’écoulement autour de ces géométries dans le but de réduire la traînée. Afin d’atteindre ces objectifs, nous explorons expérimentalement les effets d’un forçage fluidique sur le sillage et la traînée d’un corps au culot droit. Des jets périodiques émis aux bords de fuite du modèle, tangentiellement à l’écoulement principal et avec des fréquences et amplitudes variables sont utilisés pour forcer le sillage. Selon les conditions du contrôle, trois phénomènes sont principalement observés. Premièrement, sur la plage des fréquences comprenant celle du lâcher tourbillonnaire, les jets pulsés sont convectés et modifient l’entrainement de fluide vers la région de recirculation ainsi que l’évolution des instabilités de la couche cisaillée. Cette dynamique complexe a comme conséquence l’augmentation de la trainée du corps. De plus, une résonance subharmonique apparait quand les jets pulsés sont émis avec des fréquences voisines de deux fois la fréquence du mode global. Une importante augmentation de la trainée est alors mesurée et corrélée à une forte amplification des mouvements du sillage. Une augmentation de la fréquence de pulsation se traduit par un effet de vectorisation des couches cisaillées. En outre, une diminution de l’intensité turbulente du sillage proche ainsi qu’une réduction de l’entrainement de fluide le long des couches cisaillées sont mesurés, correspondant à une réduction globale de l’énergie cinétique turbulente de l’écoulement. Le couplage de ces effets est responsable d’une augmentation de la pression au culot et de la réduction de la traînée. Il est important de noter que ces trois régimes d’actuation sont indépendants des modes de brisure de symétrie existant dans ces écoulements, qui sont analysés ici par des études paramétriques de sensibilité aux perturbations. Les aspects physiques de ces phénomènes sont discutés par des mesures de la traînée, de la pression pariétale et de la vitesse avec différentes conditions de l’écoulement et du contrôle. L’addition d’une surface courbée au voisinage du jet pulsé permet de profiter d’un effet Coanda et augmente les réductions de traînée jusqu'à 20%dans le régime instationnaires. De façon générale, l’effet Coanda amplifie non seulement la récupération de la traînée mais préserve aussi les effets de la pulsation haute fréquence sur l’écoulement turbulent. Ces résultats encouragent le développent des actionneurs fluidique pour l’utilisation en aérodynamique des véhicules et fournissent un complément pour notre compréhension sur la traînée des corps non profilés et sa manipulation. / Aerodynamic drag reduction of bluff bodies has become a major challenge for transport vehicles. The massive flowseparation occurring behind cars, buses or trucks is responsible for a large resistance force due to the low-pressure, rearwake flow. The present study aims to develop novel strategies to manipulate the flow past such geometries as well as toassociate its modifications to the corresponding drag changes. In order to achieve this goal, we experimentally investigatethe impact of fluidic actuation on the wake and drag of a square-back bluff body. Wake forcing is performed by theemission of pulsed jets along the blunt trailing-edges of the model, tangentially to the main flow with variable frequencyand velocity. Depending on the forcing conditions, mainly three flow regimes can be identified. First, for a broadbandrange of frequencies comprising the natural wake instabilities, the convection of the jet structures enhances wakeentrainment, shortens the recirculating flow length with an increase of the bluff body drag. Besides, a subharmonicresonance takes place on the flow at forcing frequencies in the vicinity of twice the wake vortex shedding, leading to ahighly unsteady near wake with significant decrease of the bluff body base pressure. It corresponds to an importantincrease of the model’s drag. Further increase of the actuation frequency induces a wake fluidic boat-tailing by shearlayerdeviation. It additionally lowers turbulent intensity and entrainment of high momentum fluid in the shear layer,revealing an overall reduction of the wake fluctuating kinetic energy. The association of both mechanisms is responsiblefor a raise of base pressure and a decrease of the model's drag. These actuation regimes are independent of the symmetrybreaking modes, wake reversals existing in such flows, which are further clarified here by parametric sensitivity analysisusing flow perturbations. The physical features of such regimes are discussed on the basis of drag, pressure and velocitymeasurements at several upstream conditions and control parameters. By adding curved surfaces at the jet outlets totake advantage of the so-called Coanda effect, the effect of periodic actuation can be further reinforced leading to dragreductions of about 20 % in unsteady regime. In general, the unsteady Coanda blowing not only intensifies the basepressure recovery but also preserves the effect of unsteady high frequency forcing on the turbulent field. The presentresults encourage the development of fluidic control in road vehicles' aerodynamics as well as provide a complement toour current understanding of bluff body drag and its manipulation.

In this work the effect of elasticity on turbulent drag reduction due to polymers is investigated using a hybrid Direct Numerical Simulation (D.N.S) and Langevin dynamics approach. Simulations are run at a friction Reynolds number of Re_&tau = 560 for 960.000 dumbbells with Deborah numbers of De = 0, De = 1, and De = 10. The conclusions are that it is possible to simulate a drag reduced flow using hybrid D.N.S. with Langevin dynamics, that polymers, like other occurrences of drag reduction, reduce drag through streak stabilization, and that the essential property of polymers and fibers in having a drag reducing effect is their ability to exert a torqueon the solvent when they orientate in the boundary layer of the turbulent flow.

No description available.

Two major problems in viscoelastic turbulence, the effects of polymers on the laminar-turbulent transition dynamics and the origin of the maximum drag reduction asymptote, can be both better understood in the regime near the margin of turbulence. In the first part of this thesis, direct numerical simulation trajectories initiated from the edge state are used to follow its unstable manifold into the turbulent basin. In Newtonian flow, the growth of turbulence starts with the intensification of velocity streaks and a sharp rise in the Reynolds shear stress. It is followed by a quick breakdown into high-intensity small-scale fluctuations before entering the core of turbulence. Adding drag-reducing polymers does not affect the initial growth of turbulence but stabilizes the primary streak-vortex structure, which help the flow circumvent the breakdown stage. Throughout the process, polymers act in reaction to the growing turbulence and do not drive the instability. This part not only reveals the transition dynamics into turbulence but also presents a comprehensive view of the bursting stage observed in the near-wall self-sustaining cycle, which starts as the flow leaves hibernating turbulence and is redirected towards the turbulent basin by the unstable manifold of the edge state. On the other hand, this thesis also discusses the effects of polymer addition on the laminar-turbulent transition in extended domains. Localized turbulent spot can be clearly observed in the large box, and this turbulent region will spread as well as tend to “split” but finally fill up the whole domain before it is separated. Polymers do not affect the flow dynamics until the burst. Similarly, vortex structures rapidly break down into small scales after the first bursting of Reynolds shear stress, but polymer additives depress this process. The thesis offers a clear and comprehensive overview of the transition into turbulence in the presence of drag-reducing polymers. Future work remains in two major directions. The first is to pinpoint the flow states responsible for the quantitative origin of the universal upper limit of drag reduction observed in experiments. The second is to determine the role, if any, of elasticity-driven instabilities in the transition. / Thesis / Master of Applied Science (MASc) / Turbulence exists everywhere and can be observed in most fluid flows occurring in nature. To reduce the energy consumption, frictional resistance in the turbulence must be considered in fluid transportation. It has been known since the 1940s that a small amount of long-chain polymer additives can dramatically reduce such drag. The mechanism of drag reduction has attracted extensive attention. Two problems of particular interest are the upper limit of drag reduction (termed maximum drag reduction) and the polymer effects on the laminar-turbulent transition. In this thesis, full transient trajectories from marginal turbulent states towards sustained turbulence in both Newtonian and polymeric flows are monitored by direct numerical simulations. It is observed that polymer additives do not affect the initial growth of turbulence but prevent flows from breaking into strong but small-scale fluctuations afterwards. In a more extended domain, turbulence starts as localized spots which spread across the channel. Adding polymers changes the dynamics of turbulence propagation as well. In addition to the aforementioned problems, this study also sheds lights on the so-called bursting events intermittent surges in turbulent activities observed in experiments.

Water droplets tend to bead up on rough or textured hydrophobic surfaces by trapping air on the crevices underneath resulting in “Cassie” state of wetting. When a textured hydrophobic surface is immersed in water, the resulting underwater “Cassie” state can lead to significant drag reduction. The entrapped air pockets act as shear free regions and the composite interface consisting of alternate no slip and no shear regions thus formed can deliver substantial drag reduction during flow. The magnitude of drag reduction depends not only on the fractional coverage of air on the surface, but also on the size of the air pockets, with larger sized air pockets facilitating larger drag reduction. It is a common observance that Lotus leaf when kept immersed in water for a few minutes loses its water repellency due to the loss of entrapped air on the surface. Underwater Cassie state on textured hydrophobic surfaces is also not sustainable because of the depletion of air pockets caused by the diffusion of trapped air into water. This causes the drag reduction to diminish with time. Rate of diffusion of air across the water–air interface depends on the concentration gradient of air across the interface. Under flow conditions, removal of entrapped air is further enhanced by convection, leading to more rapid shrinkage of the air pockets. In order to sustain the Cassie state, it is thus necessary to continuously supply air to these air pockets. In this work, we explore the possibility of supplying air to the cavities on the textured surface inside a microchannel by controlling the solubility of air in water close to the surface. The solubility is varied by i) Controlling the absolute pressure inside the channel and ii) Localized heating of the surface To trap uniform air pockets, a textured surface containing a regular array of blind holes is used. The textured surface is generated by photo etching of brass and is rendered hydrophobic through a self-assembled monolayer. The sustainability of the underwater Cassie state of wetting on the surface is studied at various flow conditions. The air trapped on the textured surface is visualized using total internal reflection based technique, with the pressure drop (or drag) being simultaneously measured. Water which is initially saturated with air at atmospheric conditions, when subjected to sub-atmospheric pressures within the channel becomes supersaturated causing the air bubbles to grow in size. Further growth causes the bubbles to merge and eventually detach from the surface. The growth and subsequent merging of the air bubbles leads to a substantial increase in the pressure drop because as the air pockets grow in size, they project into the flow and start obstructing the flow. On the other hand, a pressure above the atmospheric pressure within the channel makes the water undersaturated with air, leading to gradual shrinkage and eventual disappearance of air bubbles. In this case, the air bubbles do cause reduction in the pressure drop with the minimum pressure drop (or maximum drag reduction) occurring when the bubbles are flush with the surface. The rate of growth or decay of air bubbles is found to be significantly dependent on the absolute pressure in the channel. Hence by carefully controlling the absolute pressure, the Cassie state of wetting can be sustained for extended periods of time. A drag reduction of up to 15% was achieved and sustained for a period of over 5 hours. Temperature of water also influences the solubility of air in water with higher temperatures resulting in reduced solubility. Thus locally heating the textured hydrophobic surface causes the air bubbles to grow, with the rate of growth being dependent on the heat input. The effect of trapped air bubbles on thermal transport is also determined by measuring the heat transfer rate through the surface in the presence and absence of trapped air bubbles. Even though the trapped air bubbles do cause a reduction in the heat transfer coefficient by about 10%, a large pressure drop reduction of up to 15% obtained during the experiments helps in circumventing this disadvantage. Hence for the same pressure drop across the channel, the textured hydrophobic surface helps to augment the heat transfer rate. The experiments show that, by varying the solubility of air in water either by controlling the pressure or by local heating, underwater Cassie state of wetting can be sustained on textured hydrophobic surfaces, thus delivering up to 15% drag reduction in both cases for extended periods of time. The results obtained hold important implications towards achieving sustained drag reduction in microfluidic applications.

Microbubble drag reduction (MBDR) is an effective method to improve the efficiency of fluid systems. MBDR is a field that has been extensively studied in the past, and experimental values of up to 80% to 90% drag reduction have been obtained. The effectiveness and simplicity of MBDR makes it a viable method for real world applications, particularly in naval applications where it can reduce the drag between the surface of ships and the surrounding water. A two dimensional single phase model was created in ANSYS Fluent to effectively model the behavior of bubble laden flow over a flat plate. This model was used to analyze the effectiveness of MBDR based on the following factors: Reynolds number, types of gas injected, upstream flow velocity, upstream fluid type, density ratio, flow rate of injected gas, using air as the upstream injected fluid.

Surfaces with static contact angle greater than 150 degrees are typically classified as superhydrophobic. Such coatings have been inspired by the lotus leaf. As water flows over a superhydrophobic surface, "slip effect" is produced resulting in a reduction in the skin-friction drag exerted on the surface. Slip flow is caused by the entrapment of a layer of air between water and the surface. Superhydrophobicity could be utilized to design surfaces for applications such as energy conservation, noise reduction, laminar-to-turbulent-transition delay, and mixing enhancement. A popular method of manufacturing a superhydrophobic surface is microfabrication in which well-designed microgrooves and/or poles are placed on a surface in a regular configuration. This method is a costly process and cannot easily be applied to large-scale objects with arbitrary shapes. In this work, we fabricated and characterized simpler low-cost superhydrophobic coatings based on controlling the volume of entrapped air in order to enhance durability (longevity) and the properties of the coating bringing the technology closer to large-scale submerged bodies such as submarines and ships. Two different low-cost fabricating techniques have been utilized: (i) random deposition of hydrophobic aerogel microparticles; and (ii) deposition of hydrophobic polymer micro- and nanofibers using DC-biased AC-electrospinning. The present study is aimed at providing experimental, numerical, and analytical models to characterize the superhydrophobicity and longevity of the coatings depending on the morphology of the surfaces and the concentration of the hydrophobic materials. The surface's micro/nanostructure were observed by field emission scanning electron microscopy. The degree of hydrophobicity of the coatings was estimated using drag-reduction and contact-angle measurements using a rheometer and a goniometer respectively. Furthermore, We have advanced and calibrated a novel optical technique to noninvasively measure the longevity of submerged superhydrophobic coatings subjected to different environmental conditions. We have also modeled the performance of superhydrophobic surfaces comprised of randomly distributed roughness. The numerical simulations are aimed at improving our understanding of the drag-reduction effect and the stability of the air–water interface against pressure in terms of the microstructure parameters. Moreover, we have experimentally characterized the terminal pressure (i.e. the pressure at which the air–water interface completely fails) of aerogel coatings with different morphologies.

The goal of this study is to quantify the transient performance of microfabricated superhydrophobic surfaces when used in underwater applications. A mathematical framework is developed and used to predict the stability, longevity, and drag reduction benefits of submerged superhydrophobic surfaces with two- or three-dimensional micro-textures. In addition, a novel design is proposed to improve the drag-reduction benefits of lubricant-infused surfaces, by placing a layer of trapped air underneath the lubricant layer. The new design is referred to as lubricant–infused surfaces with trapped air, and it is designed to eliminate the long-lasting longevity problem of submerged superhydrophobic surfaces. The effectiveness of liquid-infused surface with trapped air design was examined via numerical simulation, and it was found to outperform its liquid-infused surface counterpart by about 37%.

A super-hidrofobicidade é uma característica presente em diversas superfícies encontradas na natureza, conferindo-lhes determinadas características como a autolimpeza. Um dos mais conhecidos exemplos de superfície super-hidrofóbica autolimpante é a da folha de Lótus, que apresenta uma camada de retenção de ar importante entre as cavidades da superfície. Essa retenção de camada de ar entre cavidades é característica marcante de determinadas superfícies super-hidrofóbicas, e tem atraído grande atenção nos últimos anos, por ser de alto interesse tecnológico, econômico e ecológico. Algumas espécies apresentam superfície que retêm essa camada de ar por apenas algumas horas, ou dias. Em outras espécies, porém, ela se mantém por longos períodos. Uma das superfícies mais complexas é a da samambaia flutuante Salvinia, que é capaz de manter uma camada de ar estável durante várias semanas, mesmo quando submersa na água. Diversos estudos têm sido promovidos para fins de desenvolver tecnologias capazes de promover a retenção de ar na superfície por períodos longos, as quais têm grande potencial de aplicação no setor naval, por exemplo, pois serviriam para reduzir o arrasto hidrodinâmico quando utilizadas no revestimento de embarcações, diminuindo o consumo de combustível. Neste trabalho, buscou-se obter, através da mimetização da estrutura da Salvinia e suas espécies, uma superfície super-hidrofóbica retentora de camada de ar capaz de reduzir o arrasto hidrodinâmico. Desenvolveram-se, para tanto, revestimentos formados em duas etapas: uma base formada por fibras de poliamida para gerar rugosidade – aplicadas por flocagem eletroestática –, as quais foram cobertas, via spray, por um organosilano (hidrofóbico). Então, foram caracterizadas as propriedades dos revestimentos quanto à morfologia, ângulo de contato, ângulo de rolamento e volume de ar preso na superfície, bem como realizados testes para verificar sua capacidade de redução de arrasto hidrodinâmico. Os revestimentos super-hidrofóbicos desenvolvidos neste trabalho apresentaram camada de ar sobre a superfície e os testes demonstraram redução de arrasto hidrodinâmico de até 30%. / Super-hydrophobicity is a characteristic found in several surfaces of nature, which gives them certain features such as self-cleaning. One of the most well-known examples of a super-hydrophobic self-cleaning surface is the one present on the Lotus leaf, that contains an important layer of air retention between the cavities of the surface. This layer of air retention between cavities is a characteristic of some superhydrophobic surfaces, and has attracted a lot of attention recently, from technological, economic and ecological fields. Some species have a surface that holds this layer of air for only a few hours or days. Other species, however, maintain that for long periods of time. One of the most complex surfaces is the floating fern Salvinia - able to maintain a stable air layer for several weeks, even when submerged in water. Several studies have been carried out to develop technologies able to keep the air retention on surface for long periods, as they have a great potential to be applied in the naval sector, for instance, because they could reduce the hydrodynamic drag when used in the coating of boats, also reducing fuel consumption.The aim of this work is to obtain, by mimicking Salvinia’s structure and its species, a super-hydrophobic air-layer retaining surface, capable of reducing hydrodynamic drag. For this purpose, coatings composed in two stages were developed: a base composed by polyamide fibers to generate roughness - applied by electrostatic flocking - and covered by an organosilane (hydrophobic) spray. Then, the properties of the coatings were characterized in terms of morphology, angle of contact, rolling angle and volume of air hold on the surface, as well as tests to check their hydrodynamic drag reduction capacity. The super-hydrophobic coatings developed in this work have presented an air layer on surface and the tests has shown a hydrodynamic drag reduction for of up to 30%.

This study experimentally evaluated wheat straw slurry pipelines. Tests were conducted to determine the particle properties of the biomass mixed in water over time. The saturated particle density of 1,060kg/m3 was reached after 24 hours, while the saturated moisture contents of 78.5% and 79.5% were later reached for particle sizes of 1/8 and 3/4" respectively. A pipeline loop was redesigned to operate with 1/8, 1/4", and 3/4" straw particle slurries at up to 30% wet basis concentrations. The modifications allowed measurements of pressure loss through a length of pipe. These measurements which show the influences of drag reducing fibre suspension. Straw particles added to water lowered the pressure loss, by suppressing turbulence at lower concentrations or higher velocities. Additional straw further improved the result, until the maximum concentration was reached. High concentrations create plugs, increasing the pressure loss. Longer straw particles can further reduce losses, but have lower maximum concentrations. / Engineering Management