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About 10,000 papers for “Drag coefficient”

Drag coefficient estimation.

Fakai Lei (11025134), Mengzhen Xu (5318495), Ziqing Ji (13149767) et al. · Figshare · 2022

<p>(A) Reciprocal speed during the coasting phase of swimming; (B) Fish drag coefficient estimates obtained by measurements of swimming speeds (red) and by CFD modeling (blue) for analyses in this paper and reported by others. The red star indicates the median value derived for <i>S</i>. <i>rhinocerous</i> from Experiment 2, and the box delineates the 25<sup>th</sup> and 75<sup>th</sup> percentiles. The blue stars and circles are from the CFD simulations for <i>S</i>. <i>rhinocerous</i> and <i>S</i>. <i>angustiporus</i>, respectively. The red curve is a regressive fit to all the CFD results from this study.</p>

Cited by 0Open access

Drag Coefficient Curves.

Peter Bachant (3185055), Martin Wosnik (587914), Budi Gunawan (3185052) et al. · Figshare · 2016

<p>Mean rotor drag coefficient plotted versus mean tip speed ratio for multiple Reynolds numbers.</p>

Cited by 0Open access

Parachute Drag Coefficient

Prasun N. Desai, John T. Schofield, Michael E. Lisano et al. · 1997

The entry, descent, and landing (EDL) scenario employed the use of a Disk-Gap-Band parachute design to decelerate the Lander. Flight reconstruction of the entry using MPF flight accelerometer data revealed that the MPF parachute decelerated faster than predicted. In the summer of 2003, the Mars Exploration Rover (MER) mission will send two Landers to the surface of Mars arriving in January 2004. The MER mission utilizes a similar EDL scenario and parachute design as that employed by MPF. As a result, characterizing the degree of underperformance of the MPF parachute system is critical for the MER EDL trajectory design. This paper provides an overview of the methodology utilized to estimate the MPF parachute drag coefficient as experienced on Mars.

Cited by 0

Drag Coefficient of Cones

John F. Wendt · 1972

Abstract : The objective was to provide experimental values for cone drag coefficients in the near free molecule and transitional flow regimes including an examination of the effects of Mach number, wall speed ratio, bluntness, and specific heat ratio. A modulated force probe with a sensitivity in the microgram range was employed to measure the hypersonic drag forces on 9 degrees half-angle cones. A knowledge of the flow properties in the free jet employed for this study permitted the calculation of cone drag coefficients. The resulting values cover the flow regimes from near-free-molecular to transitional. The experimental data are presented as a function of the dimensionless parameters: wall Re number, and free-stream Knudsen number.

Cited by 0

CL Lift Coefficient CD Drag Coefficient CM Pitching Moment Coefficient

Gregory S. Jones, Robert J. Englar, A Area (ft · 2008

Circulation Control technologies have been around for 65 years, and have been successfully demonstrated in laboratories and flight vehicles alike, yet there are few production aircraft flying today that implement these advances. Circulation Control techniques may have been overlooked due to perceived unfavorable trade offs of mass flow, pitching moment, cruise drag, noise, etc. Improvements in certain aspects of Circulation Control technology are the focus of this paper. This report will describe airfoil and blown high lift concepts that also address cruise drag reduction and reductions in mass flow through the use of pulsed pneumatic blowing on a Coanda surface. Pulsed concepts demonstrate significant reductions in mass flow requirements for Circulation Control, as well as cruise drag concepts that equal or exceed conventional airfoil systems.

Cited by 0

Drag coefficient for amphibious house

Mohammad Ali Nekooie, Mohamad Ibrahim Mohamad, Zulhilmi Ismail · Urban Water Journal · 2017

Recently, flooding has become a serious issue and disaster in Malaysia. Therefore, it is crucial to search for a more effective flood mitigation approach in Malaysia. Amphibious house system is a new sustainable and flexible flood mitigation measure within a floating urbanization environment. Amphibious house has been designed based on buoyancy terminology by using precast and fast formulatable concrete components such as concrete pontoons. These pontoons are made of green lightweight concrete and analysed for buoyancy and stability against vertical and horizontal loads. This study aims to identify the precise force calculation from floods to amphibious houses as a new flood mitigation system. The objective of this study is to develop a new equation for calculating the drag coefficient for the amphibious house. A new experimental method is used to calculate drag force on the amphibious house in 1/25 scaled-down floodplain model. As a result, the new equation is developed for the drag coefficient. The sensitivity analysis shows the accuracy of this research.

Cited by 3

CD = coefficient of drag, cU

M. A. Ashraf, J. Young, J. C. S. Lai · 2016

The flow over an airfoil undergoing pure plunging motion was simulated to study the effect of airfoil thickness, camber and Reynolds number on the thrust generation and propulsive efficiency. The plunging motion of the airfoil was implemented by the introduction of a source term in the Navier-Stokes equations. At a Reynolds number of 20,000, for symmetric airfoil shapes, it was found that increasing the thickness of the airfoil can benefit both thrust generation and propulsive efficiency. When the airfoil thickness was increased from 6 % to 15%, the time-averaged thrust coefficient and propulsive efficiency were increased by almost 200%. For a cambered airfoil, around 6-10 % loss in both thrust coefficient and propulsive efficiency was found compared to a symmetric airfoil. By varying Reynolds number from 20 to 200,000 for flow over a plunging NACA0015 airfoil, it has been found that both the thrust coefficient and propulsive efficiency increase with increasing Reynolds number. Nomenclature a = plunge amplitude, m CL = coefficient of lift, cU LiftC

Cited by 0

Principle of drag coefficient calculations.

Kaiyuan Yang (135297), Chen Lu (135200), Xiaodan Zhao (136112) et al. · Figshare · 2017

<p>Schematic illustration of magnetic force and drag force acting on (a) single bead, (b) bead-chain moving perpendicular to its axial axis, and (c) bead-chain moving parallel to its axial axis. For a given bead-chain of length <i>N</i>, the drag coefficient is calculated using Eqs <a href="http://www.plosone.org/article/info:doi/10.1371/journal.pone.0188015#pone.0188015.e011" target="_blank">9</a> and <a href="http://www.plosone.org/article/info:doi/10.1371/journal.pone.0188015#pone.0188015.e013" target="_blank">11</a>.</p>

Cited by 0Open access

Drag coefficient of clean nets.

Lars Christian Gansel (766703), David R. Plew (766704), Per Christian Endresen (766705) et al. · Figshare · 2015

<p>The broken lines are drag formulations by [<a href="http://www.plosone.org/article/info:doi/10.1371/journal.pone.0131051#pone.0131051.ref019" target="_blank">19</a>] and [<a href="http://www.plosone.org/article/info:doi/10.1371/journal.pone.0131051#pone.0131051.ref020" target="_blank">20</a>].</p>

Cited by 0Open access

Sources of Uncertainty in Atmospheric Drag: The Drag Coefficient

V. Bernstein, Marcin Pilinski, D. J. Knipp · 2020

Atmospheric drag describes the main perturbing force of the atmosphere on the orbital trajectories of near-Earth orbiting satellites. The ability to accurately model atmospheric drag is critical for precise satellite orbit determination and collision avoidance. Assuming we know atmospheric winds and satellite velocity, area and mass, the primary sources of uncertainty in atmospheric drag include mass density of the space environment and the spacecraft drag coefficient, CD. Historically, much of the focus has been on physically or empirically estimating mass density, while CD is treated as a fitting parameter or fixed value. Presently, CD can be physically modeled through energy and momentum exchange processes between the atmospheric gas particles and the satellite surface. However, physical CD models rely on assumptions regarding the scattering and adsorption of atmospheric particles, and these responses are driven by atmospheric composition and temperature. Modifications to these assumptions can cause CD to change by up to ~40%. The nature and magnitude of these changes also depend on the shape of the spacecraft. We can check the consistency of the CD model assumptions by comparing densities derived from satellite drag measurements and computed CD values for satellites of different shapes orbiting in the same space environment. Since all of the satellites should see the same density, offsets in the derived densities should be attributable to inconsistencies in the CD model. Adjusting the CD model scattering assumptions can improve derived density consistency among the different satellites and inform the physics behind CD modeling. In turn, these efforts will help to reduce uncertainty in CD, leading to improved atmospheric drag estimates.

Cited by 0Open access

A STUDY ON DRAG COEFFICIENT OF RETICULATED STRUCTURES : Drag coefficient of 2-D reticulated plates

Hiroshi Ueda, Eizo Maruta, Takeshi Hongo · Journal of Structural and Construction Engineering (Transactions of AIJ) · 1999

Reticulated structures are often used for buildings. However, such structures are very sensitive to effects of wind, and accordingly they have been subjected to considerable damage caused by wind. This paper elucidates the relationship between resistant coefficients and solidity ratios of screens actually used for buildings, and also describes the characteristics of the drag coefficient of two-dimensional reticulate plates that were made from the screens employed for the study. Resistant coefficients of the test screens were measured by using a vertically-placed water tube. It was proved that the resistant coefficient K of the screen can be estimated by an equation, K = 1.2S/(1-S)^2, which is based on the solidity ratio S. Wind-tunnel tests were performed to measure the drag force acting on the two-dimensional reticulate plates in a uniform airflow. The drag coefficient C_D of the two-dimensional reticulate plates in a case of S > 0.3 can be estimated by substituting K = 1.2S/(1-S)^2 into an empirical equation that expresses the relationship between C_D and K.

Cited by 2Open access

RATING SCALE ESTIMATES AUTOMOBILE DRAG COEFFICIENT

R. G. S. White · 1969

AN AUTOMOBILE'S DRAG COEFFICIENT MAY BE FORECAST BY DIVIDING THE VEHICLE EXTERIOR INTO NINE ZONES AND RATING EACH ZONE FOR ITS AERODYNAMIC CHARACTERISTICS ACCORDING TO THE MOTOR INDUSTRY RESEARCH ASSOCIATION SCALE. THE ESTIMATED DRAG COEFFICIENT IS FOR VEHICLES WITH THE RADIATOR BLANKED OFF AND A ZERO YAW ANGLE. NO PROVISION IS MADE FOR OTHER THAN RIGID SURFACES, SO CONVERTIBLES AND OPEN VEHICLES OF ANY TYPE ARE EXCLUDED. /AUTHOR/

Cited by 2

Drag Coefficient Increase Near Mach One

Kindred Grey · Bulletin of Miscellaneous Information (Royal Gardens Kew) · 2021

This image is part of a series that was created for an open textbook, Aerodynamics and Aircraft Performance . The textbook is available here . Preferred citation: Kindred Grey (2021). "Drag Coefficient Increase Near Mach One." CC BY 4.0 . Adapted from James F. Marchman (2004). CC BY 4.0 . Alternative text: A plot shows drag coefficient cap C sub cap D as a function of mach number cap M. Cap C sub cap D is relatively constant until reaching a critical Mach number, cap M sub crit. After cap M sub crit, cap C sub cap D grows exponentially before leveling off at cap M equal 1. It then drops slightly, forming a semicircle shape around cap M equal 1, before leveling off and beginning to slowly increase as cap M is further increased.

Cited by 0

Drag coefficient measurements using the SWT.

Keunyeong Kim (13020525), Byungkook Jang (13020528), Sanghoon Lee (447447) et al. · Figshare · 2022

<p>(a) Measured strain, (b) Dynamic response function of the SWT for 4.0 <i>ms</i>., (c) Recovered drag coefficient histories.</p>

Cited by 0Open access