Evaluation of Drag Reduction Agent Used in Oil Pipeline Transportation

2012 ◽  
Vol 217-219 ◽  
pp. 153-156 ◽  
Author(s):  
Zhi Wu He ◽  
Ning Jun Li ◽  
Zhen Yun Zhang ◽  
Hui Li Yang ◽  
Ai Jun Wei
Keyword(s):  
Drag Reduction ◽  
Reduction Rate ◽  
Pipeline Transportation ◽  
Oil Pipeline ◽  
Test Loop ◽  
Increase Rate

This article describes the principles and methods of evaluating DRA in the lab, then evaluate the effect of DRA in the lab by designing a DRA test loop. This is measure that thoes DRA difference concentration be provided with flow increase rate and Drag reduction rate in test loop.

Drag reduction in turbulent flows along a cylinder by streamwise-travelling waves of circumferential wall velocity

2019 ◽  
Vol 862 ◽  
pp. 75-98 ◽  
Author(s):  
Ming-Xiang Zhao ◽  
Wei-Xi Huang ◽  
Chun-Xiao Xu
Keyword(s):  
Boundary Layer ◽  
Drag Reduction ◽  
Energy Saving ◽  
Turbulent Flows ◽  
Friction Velocity ◽  
Oscillation Amplitude ◽  
Reduction Rate ◽  
Net Energy ◽  
Centrifugal Instability ◽  
Increase Rate

Drag reduction at the external surface of a cylinder in turbulent flows along the axial direction by circumferential wall motion is studied by direct numerical simulations. The circumferential wall oscillation can lead to drag reduction due to the formation of a Stokes layer, but it may also result in centrifugal instability, which can enhance turbulence and increase drag. In the present work, the Reynolds number based on the reference friction velocity and the nominal thickness of the boundary layer is 272. A map describing the relationship between the drag-reduction rate and the control parameters, namely, the angular frequency $\unicode[STIX]{x1D714}^{+}=\unicode[STIX]{x1D714}\unicode[STIX]{x1D708}/u_{\unicode[STIX]{x1D70F}0}^{2}$ and the streamwise wavenumber $k_{x}^{+}=k_{x}\unicode[STIX]{x1D708}/u_{\unicode[STIX]{x1D70F}0}$, is obtained at the oscillation amplitude of ${A^{+}=A/u}_{\unicode[STIX]{x1D70F}0}=16$, where $u_{\unicode[STIX]{x1D70F}0}$ is the friction velocity of the uncontrolled flow and $\unicode[STIX]{x1D708}$ is the kinematic viscosity of the fluid. The maximum drag-reduction rate and the maximum drag-increase rate are both approximately 48 %, which are respectively attained at $(\unicode[STIX]{x1D714}^{+},k_{x}^{+})=$ (0.0126, 0.0148) and (0.0246, 0.0018). The drag-reduction rate can be scaled well with the help of the effective thickness of the Stokes layer. The drag increase is observed in a narrow triangular region in the frequency–wavenumber plane. The vortices induced by the centrifugal instability become the primary coherent structure in the near-wall region, and they are closely correlated with the high skin friction. In these drag-increase cases, the effective control frequency or wavenumber is crucial in scaling the drag-increase rate. As the wall curvature normalised by the boundary layer thickness becomes larger, the drag-increase region in the $(\unicode[STIX]{x1D714}^{+},k_{x}^{+})$ plane as well as the maximum drag-increase rate also become larger. Net energy saving with a considerable drag-reduction rate is possible when reducing the oscillation amplitude. At $A^{+}=4$, a net energy saving of 18 % can be achieved with a drag-reduction rate of 25 % if only the power dissipation due to viscous stress is taken into account in an ideal actuation system.

scholarly journals Effects of a new drag reduction agent on natural gas pipeline transportation

2019 ◽  
Vol 11 (10) ◽  
pp. 168781401988192
Author(s):  
Yachao Ma ◽  
Zhiqiang Huang ◽  
Zhanghua Lian ◽  
Weichun Chang ◽  
Huan Tan
Keyword(s):  
Natural Gas ◽  
Drag Reduction ◽  
Gas Flow ◽  
Reduction Rate ◽  
Field Tests ◽  
Wall Region ◽  
Pipeline Transportation ◽  
Frictional Drag ◽  
Inner Surface ◽  
Near Wall

Pipeline transportation is the major way to transport natural gas. How to reduce energy dissipation and retain the gas delivery capacity are the main problems of pipeline transportation. In this article, a new drag reduction agent named CPA is synthesized. An experimental investigation on the roughness-reducing effect of CPA on the inner surface of the pipeline is carried out. The effect of CPA on natural gas flow regime in the near-wall region of the pipeline is researched with Fluent software. Field tests for calculating the drag reduction rate of CPA are performed. The results show that CPA can reduce the roughness of the inner surface effectively, and the maximum roughness-reducing percentage is 38.74%. Meanwhile, CPA can reduce the frictional drag and thereby improve transportation capacity of pipelines. After injecting CPA, the streamline of the natural gas in the near-wall region is more consistent. The velocity fluctuation decreases by 93.2%. The mean turbulence intensity decreases by 53.01%. The pipeline pressure further decreases the roughness of the inner surface of the pipeline. The field test shows that the maximum drag reduction rate of CPA is 25%, and it is suitable for application in gathering and transportation pipelines of high flow velocity and turbulent rough region.

scholarly journals Global effect of local skin friction drag reduction in spatially developing turbulent boundary layer

2016 ◽  
Vol 805 ◽  
pp. 303-321 ◽  
Author(s):  
A. Stroh ◽  
Y. Hasegawa ◽  
P. Schlatter ◽  
B. Frohnapfel
Keyword(s):  
Boundary Layer ◽  
Turbulent Boundary Layer ◽  
Drag Reduction ◽  
Control Region ◽  
Reduction Rate ◽  
Wall Turbulence ◽  
Local Skin ◽  
Control Schemes ◽  
Local Skin Friction ◽  
Friction Drag Reduction

A numerical investigation of two locally applied drag-reducing control schemes is carried out in the configuration of a spatially developing turbulent boundary layer (TBL). One control is designed to damp near-wall turbulence and the other induces constant mass flux in the wall-normal direction. Both control schemes yield similar local drag reduction rates within the control region. However, the flow development downstream of the control significantly differs: persistent drag reduction is found for the uniform blowing case, whereas drag increase is found for the turbulence damping case. In order to account for this difference, the formulation of a global drag reduction rate is suggested. It represents the reduction of the streamwise force exerted by the fluid on a plate of finite length. Furthermore, it is shown that the far-downstream development of the TBL after the control region can be described by a single quantity, namely a streamwise shift of the uncontrolled boundary layer, i.e. a changed virtual origin. Based on this result, a simple model is developed that allows the local drag reduction rate to be related to the global one without the need to conduct expensive simulations or measurements far downstream of the control region.

Drag Reduction Study about Bird Feather Herringbone Riblets

2013 ◽  
Vol 461 ◽  
pp. 201-205 ◽  
Author(s):  
Hua Wei Chen ◽  
Fu Gang Rao ◽  
De Yuan Zhang ◽  
Xiao Peng Shang
Keyword(s):  
Drag Reduction ◽  
Structural Parameters ◽  
Reduction Rate ◽  
Reduction Mechanism ◽  
Surface Drag ◽  
Flight Feather ◽  
Hollow Shaft ◽  
Smooth Edge ◽  
Bird Feather ◽  
Wild Goose

Flying bird has gradually formed airworthy structures e.g. streamlined shape and hollow shaft of feather to improve flying performance by millions of years natural selection. As typical property of flight feather, herringbone-type riblets can be observed along the shaft of each feather, which caused by perfect alignment of barbs. Why bird feather have such herringbone-type riblets has not been extensively discussed until now. In this paper, microstructures of secondary feathers are investigated through SEM photo of various birds involving adult pigeons, wild goose and magpie. Their structural parameters of herringbone riblets of secondary flight feather are statistically obtained. Based on quantitative analysis of feathers structure, one novel biomimetic herringbone riblets with narrow smooth edge are proposed to reduce surface drag. In comparison with traditional microgroove riblets and other drag reduction structures, the drag reduction rate of the proposed biomimetic herringbone riblets is experimentally clarified up to 15%, much higher than others. Moreover, the drag reduction mechanism of herringbone riblets are also confirmed and exploited by CFD.

scholarly journals Evaluation of the effectiveness of anti-turbulent additives in the oil pipeline transportation

2020 ◽  
Vol 157 ◽  
pp. 02005
Author(s):  
Aleksei Balabukha ◽  
Valentina Zvereva
Keyword(s):  
Friction Coefficient ◽  
Experimental Studies ◽  
Computer Application ◽  
Eastern Siberia ◽  
Practical Application ◽  
Pipeline Transportation ◽  
Pressure Losses ◽  
Oil Pipeline ◽  
Oil Pipelines ◽  
High Degree

The authors of the article have developed the computer application allows to determine the value of the friction coefficient λ and anti-turbulent additives efficiency with a high degree of accuracy. The program can be used in the calculations and design of oil pipelines. The paper presents experimental studies of the effect anti-turbulent additives on the magnitude of pressure losses during fluid movement through pipes. The data gained by the developed computer program has been proved by the data of practical application of additives in the real oil pipeline transportation system called Eastern Siberia-Pacific Ocean oil pipeline.

scholarly journals An investigation on the drag reduction performance of bioinspired pipeline surfaces with transverse microgrooves

2020 ◽  
Vol 11 ◽  
pp. 24-40 ◽  
Author(s):  
Weili Liu ◽  
Hongjian Ni ◽  
Peng Wang ◽  
Yi Zhou
Keyword(s):  
Numerical Simulation ◽  
Drag Reduction ◽  
Pressure Loss ◽  
Fluid Transport ◽  
Reduction Rate ◽  
Orthogonal Analysis ◽  
Maximum Drag Reduction ◽  
Reduction Effect ◽  
Save Energy ◽  
Microgrooved Surface

A novel surface morphology for pipelines using transverse microgrooves was proposed in order to reduce the pressure loss of fluid transport. Numerical simulation and experimental research efforts were undertaken to evaluate the drag reduction performance of these bionic pipelines. It was found that the vortex ‘cushioning’ and ‘driving’ effects produced by the vortexes in the microgrooves were the main reason for obtaining a drag reduction effect. The shear stress of the microgrooved surface was reduced significantly owing to the decline of the velocity gradient. Altogether, bionic pipelines achieved drag reduction effects both in a pipeline and in a concentric annulus flow model. The primary and secondary order of effect on the drag reduction and optimal microgroove geometric parameters were obtained by an orthogonal analysis method. The comparative experiments were conducted in a water tunnel, and a maximum drag reduction rate of 3.21% could be achieved. The numerical simulation and experimental results were cross-checked and found to be consistent with each other, allowing to verify that the utilization of bionic theory to reduce the pressure loss of fluid transport is feasible. These results can provide theoretical guidance to save energy in pipeline transportations.

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