Flow Over Immersed Bodies
Chapter -9: MYI & CB
LIFT AND DRAG
LIFT AND DRAG
Lift Coefficient
Drag Coefficient
• Area perpendicular to flow direction in case of blunt bodies
• Area parallel to flow direction in case of streamlined bodies
EFFECT OF REYNOLDS NUMBER ON FLOW
STREAM LINED
BODIES
EFFECT OF REYNOLDS NUMBER ON FLOW
BLUNT
BODIES
BOUNDARY LAYER THICKNESS AND
STRUCTURE ON A FLAT PLATE
DISTORTION OF FLUID PARTICLES WITHIN THE BOUNDARY LAYER
δ = y ; When u = 0.99U
Boundary Layer Displacement Thickness
The displacement thickness represents the amount that the
thickness of the body must be increased so that the fictitious
uniform inviscid flow has the same mass flow rate properties as
the actual viscous flow.
Boundary Layer Displacement Thickness
The displacement thickness is the distance that,
when multiplied by the free-stream velocity, equals
the integral of velocity defect across the boundary
layer
Boundary Layer Momentum Thickness
The momentum thickness, symbolized by ϴ is the
distance that, when multiplied by the square of the
free-stream velocity, equals the integral of the
momentum defect, across the boundary layer
The Boundary Layer Approximation
PRANDTL
The Boundary Layer Approximation
PRANDTL’S BOUNDARY LAYER CONCEPT
The Boundary Layer Approximation
• Significant Advance from Euler Approximation which
completely ruled out the Viscous Effects and the No Slip
Boundary Condition.
• With Advancement in CFD though, we can now simulate
flows using the Navier-Stokes.
• The approximation however is still very useful in reaching
quick solutions and physically understanding the nature of
the fluid-solid Interaction.
The Key Assumption is that the Boundary Layer is
‘Very’ Thin
Reynolds Number Along A Flat Plate
Re x, critical = 1 x 105 Critical Re #
Re x, transition = 3 x 106 Transition Re #
A SMOOTH FLAT PLATE
ENGINEERING CRITICAL REYNOLDS NUMBER
• Re x, critical = 5 x 105
• If Re x < Re x, critical = 5 x 105 Laminar Flow
• If Re x > Re x, critical = 5 x 105 Turbulent Flow
PROBLEM
An aluminum canoe moves horizontally along the surface of a
lake at 5.0 mi/h. The temperature of the lake water is 50°F. The
bottom of the canoe is 16 ft long and is flat. Is the boundary
layer on the canoe bottom laminar or turbulent?
Laminar Boundary Layer On a Flat Plate
Outer Flow = U(x) = V = Constant
Assumptions:
• The flow is steady, incompressible and two dimensional (x, y)
• The Reynolds Number is high so that the boundary layer
approximations is reasonable.
• The boundary layer remains laminar over the range of interest
Laminar Boundary Layer On a Flat Plate
Where η = Similarity Variable
Laminar Boundary Layer On a Flat Plate
Laminar Boundary Layer On a Flat Plate
Laminar Boundary Layer On a Flat Plate
• u/U = 0.99 at η = 4.91
Local (Skin)
Friction
Coefficient
Laminar Boundary Layer On a Flat Plate
ALL THESE FOTRMULATIONS WERE PART OF THE
BLASIUS APPPROXIMATION
Friction Drag
Coefficient
Integral of Friction Drag
Coefficient
Momentum Integral Boundary Layer
Equation For a Flat Plate
• Blassius and Prandtl used the governing differential
equations to reach simplified assumptions for
boundary layer flow.
• Given the difficulty level to apply these solutions to
varying surface cases and subsequent velocity profiles,
it is paramount to visit an alternate method.
Momentum Integral Boundary Layer
Equation For a Flat Plate
This is where the “Momentum Integral Boundary
Layer Equation For a Flat Plate” comes in.
Momentum Integral Boundary Layer
Equation For a Flat Plate
• Uniform flow past a flat plate
• A fixed control volume
• Pressure is constant throughout the flow field
• Steady Flow
Momentum Integral Boundary Layer
Equation For a Flat Plate
Where ‘b’ is the width of the plate
Using the control volume concept and equation 5.22 in MYI, we
reach the following solution;
REMEMBER WE ARE STILL OPERATING INSIDE THE LAMINAR
RANGE
Momentum Integral Boundary Layer
Equation For a Flat Plate
From this equation we can see that the increase in drag per unit
length occurs at the expense of an increase in the momentum
boundary layer thickness. This means that there will be a decrease
in the momentum of the fluid.
By using this method the main advantage is that we can
approximate boundary layer results even when we have very
crude velocity profiles
EXAMPLE
•
Consider the laminar flow of an incompressible fluid past a
flat plate at y = 0. The boundary layer velocity profile is
approximated as u = for 0 ≤ y ≤ δ and u = U for y > δ as
shown in Fig below.
Determine the shear stress by using the momentum integral
equation. Compare these results with the Blassius results.
Momentum Integral Boundary Layer
Equation For a Flat Plate
Momentum Integral Equation can be used with an assumed
velocity profile to obtain reasonable approximate boundary
layer results.
Where Y (y/δ) varies from 0 to 1.
g(y) could be any shape but should satisfy the following boundary
conditions
u = 0 at y = 0
u = U at y = δ
= 0 at Y = 1 i.e. = 0 at y = δ
Momentum Integral Boundary Layer
Equation For a Flat Plate
Flat Plate Momentum Integral Results for
Various Assumed Laminar Flow Profiles
Momentum Integral Boundary Layer
Equation For a Flat Plate
Where
and
Karman Boundary layer Integral
• = 2
PROBLEM
•Suppose
we only know two things about the turbulent
boundary layer over a flat plate, namely local skin friction
coefficient and the one seventh power law approximation
for the boundary layer profile shape. They are given, in
order, by the equations below;
And for y ≤ δ and 1 for y > δ
Using the concepts of displacement and momentum
thickness and employing the Karman integral equation
estimate how δ, , and ϴ vary with x.
PROBLEM
•A boundary layer develops along the walls of a rectangular wind
tunnel. The air is at 20C and atmospheric pressure. The boundary
layer starts upstream of the contraction and grows into the test
section. By the time it reaches the test section, it is fully turbulent.
The boundary layer thickness and profile are measured both at the
start and the end of the bottom wall of the wind tunnel section. The
test section is 1.8m long and 0.50m wide. The following
measurements are made;
At x = x1 δ = 4.2cm and
At x = x2 δ = 7.7cm
• both locations, the boundary layer
At
profile fits better to the one eighth
standard power law approximation
which is given by;
for y ≤ δ and 1 for y > δ
Estimate the total skin friction drag
force FD acting at the bottom wall of
the wind tunnel section.
COEFFICIENT OF DRAG
Drag is function of Reynolds number, Mach number,
geometry, fluid properties and surface roughness
• Two types of drag forces
Friction Drag (FDfriction): The resisting force due to the shear
stress acting on the surface area parallel to the flow.
Pressure Drag (FDpressure): The resisting force due to the
difference in the pressure gradient on the surface area
perpendicular to the flow.
COEFFICIENT OF DRAG
• =
=
• When both the friction and pressure drag forces are
available then;
= +
FRICTION DRAG
Dominant in Stream-lined Bodies
Depends upon;
Orientation of the body
• Zero for the object perpendicular to the flow
• Maximum for the object parallel to the flow
Viscosity
• At high Re.No contribution of friction drag towards total drag
is lesser in blunt bodies
Surface Roughness
• Can be ignored in Laminar flow only
• Think of Darcy Friction Factor in Pipe Flows
Surface Area
Greater the surface area; greater will be the friction drag
PRESSURE DRAG
Dominant in Blunt Bodies
Depends upon;
Frontal Area
Orientation of the body
• Maximum for the object perpendicular to the flow
• Zero for the object parallel to the flow (flat plate)
Viscosity
• At high Re.No contribution of pressure drag towards total drag
is maximum in blunt bodies
• The fluid attains too much inertia to follow the contour of the
object leading to flow separation and development of wake
region behind the object.
REDUCING DRAG BY STREAMLINING
0.25
REMEMBER PLANFORM AREA
Comparison
REDUCING DRAG BY STREAMLINING
DRAG COEFFICIENT OF COMMON
GEOMETRIES
• We are more interested in total drag rather than the individual
components of drag.
• Drag Coefficient highly dependent of drag geometry especially at
Re.No’s lower than 4 x 104
• At higher Re.No’s drag coefficients for most geometries (but not
all), essentially remain same.
• Reason: Flow becomes fully turbulent
• Not valid for rounded bodies such as circles and spheres
Creeping Flow
Importance of Orientation
Smooth circular cylinder and sphere
Average drag coefficient for smooth sphere
and cylinder
• For Reynolds number less than 1, there is creeping flow and the
drag coefficient decreases with increasing Reynolds number. For a
sphere, it is CD = 24/Re. There is no flow separation in this regime.
• At about Re = 10, separation starts occurring at rear of the body
with vortex shedding starting at about Re = 90. The region of
separation increases with increasing Reynolds number up to about
Re = 1000. At this point, drag is mostly (almost 95%) is due to
pressure drag.
• In the region of 1000 < Re < 10;000, the drag coefficient remains
relatively constant.
• There is a sudden drop in CD values in the range of 105 < Re < 106
due to laminar to turbulence transition, which moves the
separation point further on the rear of the body.
EXAMPLE
A 2.2-cm-outer-diameter pipe is to span across a
river at a 30-m-wide section while being
completely immersed in water. The average flow
velocity of water is 4 m/s and the water
temperature is 15°C. Determine the drag force
exerted on the pipe by the river.
Variation With Re.No
Flat Plate Drag Coefficients
Flat Plate Drag Coefficients
EXAMPLE
The water ski shown in the figure below moves through
70 degree Fahrenheit water with a velocity U. Estimate
the drag caused at the bottom of the ski for 0
LIFT
• =
LIFT
LIFT
From Abbott and von Doenhoff, for
NACA 23012
MINIMUM VELOCITY
• W= =
Here V =
Lift Coefficient vs. Angle of Attack
Drag Coefficient vs. Angle of Attack
LIFT GENERATED BY SPINNING
LIFT GENERATED BY SPINNING
EXAMPLE
A commercial airplane has a total mass of 70,000 kg and a wing planform
area of 150 m2. The plane has a cruising speed of 558 km/h and a cruising
altitude of 12,000 m, where the air density is 0.312 kg/m3.
The plane has double-slotted flaps for use during takeoff and landing, but it
cruises with all flaps retracted. Assuming the lift and the drag characteristics
of the wings can be approximated by NACA 23012, determine;
(a) the minimum safe speed for takeoff and landing with and without
extending the flaps
(b) the angle of attack to cruise steadily at the cruising altitude
(c) the power that needs to be supplied to provide enough thrust to
overcome wing drag.
