Direct numerical simulations of the incompressible Navier–Stokes equations are employed to study the turbulent wall-shear stress in a turbulent channel flow forced by lateral sinusoidal oscillations of the walls. The objective is to produce a documented database of numerically computed friction reductions. To this aim, the particular numerical requirements for such simulations, owing for example to the time-varying direction of the skin-friction vector, are considered and appropriately accounted for. A detailed analysis of the dependence of drag reduction on the oscillatory parameters allows us to address conflicting results hitherto reported in the literature. At the Reynolds number of the present simulations, we compute a maximum drag reduction of 44.7%, and we assess the possibility for the power saved to be higher than the power spent for the movement of the walls (when mechanical losses are neglected). A maximum net energy saving of 7.3% is computed. Furthermore, the scaling of the amount of drag reduction is addressed. A parameter, which depends on both the maximum wall velocity and the period of the oscillation, is found to be linearly related to drag reduction, as long as the half-period of the oscillation is shorter than a typical lifetime of the turbulent near-wall structures. For longer periods of oscillation, the scaling parameter predicts that drag reduction will decrease to zero more slowly than the numerical data. The same parameter also describes well the optimum period of oscillation for fixed maximum wall displacement, which is smaller than the optimum period for fixed maximum wall velocity, and depends on the maximum displacement itself.

Waves of spanwise velocity imposed at the walls of a plane turbulent channel flow are studied by direct numerical simulations. We consider sinusoidal waves of spanwise velocity which vary in time and are modulated in space along the streamwise direction. The phase speed may be null, positive or negative, so that the waves may be either stationary or travelling forward or backward in the direction of the mean flow. Such a forcing includes as particular cases two known techniques for reducing friction drag: the oscillating wall technique (a travelling wave with infinite phase speed) and the recently proposed steady distribution of spanwise velocity (a wave with zero phase speed). The travelling waves alter the friction drag significantly. Waves which slowly travel forward produce a large reduction of drag that can relaminarize the flow at low values of the Reynolds number. Faster waves yield a totally different outcome, i.e. drag increase (DI). Even faster waves produce a drag reduction (DR) effect again. Backward-travelling waves instead lead to DR at any speed. The travelling waves, when they reduce drag, operate in similar fashion to the oscillating wall, with an improved energetic efficiency. DI is observed when the waves travel at a speed comparable with that of the convecting near-wall turbulence structures. A diagram illustrating the different flow behaviours is presented.

Drag-reduction techniques capable of reducing the level of turbulent friction through wall-parallel movement of the wall are described, with special emphasis placed on spanwise movement. The discussion is confined to active open-loop control strategies, although feedback control is briefly mentioned with regard to peculiarities of spanwise sensing and/or actuation. Theoretical considerations are first given to explain why spanwise motion is expected to be particularly effective in skin-friction drag reduction. A review of the spanwise oscillating-wall technique is given next, with discussion of recent results and prospects. Last, waves of spanwise velocity are addressed, either spanwise- or streamwise-travelling. The latter include the oscillating wall as a special case. The generalized Stokes layer—i.e. the laminar, transverse oscillating boundary layer that develops under the action of the streamwise-travelling waves—is described, and its importance in determining turbulent drag reduction discussed. Finally, open issues like energetic efficiency and its dependence on Reynolds number are addressed.

This paper examines how increasing the value of the Reynolds number $Re$ affects the ability of spanwise-forcing techniques to yield turbulent skin-friction drag reduction. The considered forcing is based on the streamwise-travelling waves of spanwise-wall velocity (Quadrioet al.,J. Fluid Mech., vol. 627, 2009, pp. 161–178). The study builds upon an extensive drag-reduction database created via direct numerical simulation of a turbulent channel flow for two fivefold separated values of $Re$ , namely $Re_{\unicode[STIX]{x1D70F}}=200$ and $Re_{\unicode[STIX]{x1D70F}}=1000$ . The sheer size of the database, which for the first time systematically addresses the amplitude of the forcing, allows a comprehensive view of the drag-reducing characteristics of the travelling waves, and enables a detailed description of the changes occurring when $Re$ increases. The effect of using a viscous scaling based on the friction velocity of either the non-controlled flow or the drag-reduced flow is described. In analogy with other wall-based drag-reduction techniques, like riblets for example, the performance of the travelling waves is well described by a vertical shift of the logarithmic portion of the mean streamwise velocity profile. Except when $Re$ is very low, this shift remains constant with $Re$ , at odds with the percentage reduction of the friction coefficient, which is known to present a mild, logarithmic decline. Our new data agree with the available literature, which is however mostly based on low- $Re$ information and hence predicts a quick drop of maximum drag reduction with $Re$ . The present study supports a more optimistic scenario, where for an airplane at flight Reynolds numbers a drag reduction of nearly 30 % would still be possible thanks to the travelling waves.