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The high-speed train's head and cross sections have been designed in an innovative way to meet the requirements of aerodynamic drag reduction and crosswind stability of the train. However, with the continuous increase in the running speed of high-speed trains and the continuous reduction of the total weight of the car body, it is critical to develop new strategies to ensure train safety in crosswind environment. In the current study, a novel vortex control method with airbag structure installation on the leeward side (LWS) of the train was proposed to disturb the leeward large vortices, with expectation to weaken the vortices adjacent the train body and increase the surface pressure on the leeward side. The leeward airbag structures (LASs) contribute to reducing the pressure difference between the windward and leeward sides of the train body. As a result, a reduction of the lateral force and overturning moment coefficients is obtained. An amazing observation is that an extra lift force is achieved by LASs, which leads to an anti-overturning moment, further improving the anti-overturning performance of the high-speed train. Compared with the original model, the LASs can decrease the lateral force coefficients by 7.1%, while the lift coefficient is increased by 12.8%, which together reduces the overturning moment coefficient by 13.1%. It indicates that the main influence factor for crosswind stability of the train tends to be changed after the installation of LASs. The aerodynamic performance of the tail car is more sensitive to the LASs as compared to that of the head and middle cars, i.e., the reduction of the overturning moment coefficient is about 44.6% for the tail car, whereas it is only 7.8% and 12.5% for the head and middle cars, respectively. Thus, the LASs proposed in the current work can significantly improve the anti-overturning performance of high-speed trains, which will provide a novel anti-overturning approach for higher-speed trains. [ABSTRACT FROM AUTHOR]

We study the steady aerodynamic field and loadings about a thin flat plate placed in a wind tunnel under non-continuum conditions. Considering a two-dimensional straight tunnel configuration, the flow is driven by either density or temperature differences between the inlet and outlet tunnel reservoirs, producing a pressure gradient across the channel. Focusing on highly rarefied conditions, we derive a semi-analytic description for the gas flow field in the free-molecular limit for diffuse- and specular-wall configurations. The solution is valid at arbitrary differences between the inlet and outlet reservoirs as well as plate angles of attack α. The results are compared with direct simulation Monte Carlo calculations, indicating that the free-molecular description is valid through O(1) plate-size-based Knudsen numbers. The aerodynamic lift and drag forces are evaluated and their variations with α, reservoir conditions, and tunnel size are analyzed. At a fixed pressure ratio between the outlet and inlet reservoirs, the density-driven flow generates higher aerodynamic loads compared with its counterpart temperature-driven configuration, in line with the associated larger mass flow rate in the former. The results are discussed in light of the existing rarefied-gas description of the free-stream (non-confined) problem. [ABSTRACT FROM AUTHOR]

The micelle structure of surfactant is easy to be destroyed in the flow process resulting in a decrease in its drag reduction (DR) efficiency; therefore, how to strengthen the stability of the micelle structure during the flow process and thus improve the drag reduction efficiency deserves intensive research. In this work, by comparing a variety of nanoparticles, hydrophobic silica nanoparticles were selected as the best additive to enhance the turbulence drag reduction efficiency of surfactant solution with spherical micelle structure. The experimental results also demonstrated that the hydrophobic silica nanoparticles had a reinforcing effect on anionic, cationic, nonionic, and zwitterionic surfactant solutions with the same concentration (dominated by spherical micelles), and the optimal nanoparticle addition concentration and maximum drag reduction rate were obtained. Meanwhile, the effect of silica nanoparticles on the turbulence drag reduction efficiency of surfactant solutions with different micelle structures was evaluated by inducing the surfactant micelle structure change. It was shown that the hydrophobic silica nanoparticles had a strengthening effect on the turbulence drag reduction performance of surfactant solutions with spherical micelle structure, while they had an inhibiting effect on the turbulence drag reduction performance of surfactant solutions with worm-like micelle structure. The change in solution viscoelasticity indicated that the decrease in viscoelasticity was the main reason for the decrease in drag reduction efficiency of surfactant solution with worm-like micelle structure when silica nanoparticles were added. A mechanism for the interaction of hydrophilic/hydrophobic silica nanoparticles with spherical micelles and wormlike micelle structures was finally discussed and proposed. [ABSTRACT FROM AUTHOR]

To address the challenge of reducing aerodynamic drag while further enhancing the speed of high-speed trains, this research employs the concept of flow control for the bottom parts and draws inspiration from the front wings of Formula 1 (F1) race cars. Three kinds of two-multistage wing deflectors are designed and systematically analyzed by unsteady Reynolds-averaged Navier–Stokes (URANS) turbulent model. The most suitable design is determined by the single bogie model with a simplified train body. Using the improved delayed detached eddy simulation method, the aerodynamic drag of 1:8 three-car train models with or without two-multistage wing deflector is studied at different operational speeds. The results present the total drag reduction is higher at higher speeds. The reductions of 4.26%, 3.92%, 3.63%, and 3.49% are obtained at the operating speeds of 400, 350, 300, and 200 km/h, respectively. The two-multistage wing deflector desirably improves the flow structure at the bottom of the train, which leads to the reduction of aerodynamic drag and a corresponding reduction in the positive pressure zones within the bogie area. Furthermore, the deflector restricts shedding vortices, effectively narrowing the interference range of airflow under the train, which will provide a potential drag reduction method for the next generation high-speed train. [ABSTRACT FROM AUTHOR]

During hypersonic reentry, a spacecraft experiences several different fluid flow regimes, which usually require the application of different software frameworks to simulate the respective regimes. This study aims to evaluate the hyStrath library for predicting aerodynamic lift and drag coefficients of complex three-dimensional (3D) geometries during hypersonic Mars reentry, using flight data of the Viking 1 mission as reference. A range of altitudes (h = 30 − 140 km) and Mach numbers (M = 13 − 24) where flight data is available is considered, covering the rarefied, transitional, and continuum fluid flow regimes. The hyStrath library contains a set of modified solvers and state-of-the-art thermophysical and chemistry models within the framework of OpenFOAM, dedicated to modeling high-enthalpy hypersonic flow problems. Depending on the flow regime, the computational fluid dynamics solver hy2Foam or direct-simulation Monte Carlo solver dsmcFoam+ are employed in the study. Because hyStrath is based on OpenFOAM, it allows the use of an unstructured adaptive mesh refinement approach for arbitrary geometries. We obtain excellent results throughout all investigated flow regimes and Mach numbers with an average deviation of 1.5% and 2% from the measured lift and drag coefficients, respectively. The applicability of the framework for accurately modeling both rarefied and continuum Mars reentry problems of complex 3D geometries such as the Viking capsule is demonstrated. [ABSTRACT FROM AUTHOR]

Amphibious transport vehicles have increasingly become an important tool for connecting water and land transportation, serving both water and land transport missions. However, due to the unique shape of amphibious vehicles, their sailing resistance is high, which severely restricts their widespread use. In this paper, a deformable trimaran amphibious transport vehicle with retractable side hulls is designed. Based on the Reynolds-averaged Navier–Stokes equation, a resistance prediction method for amphibious vehicles is established and verified through towing experiments. The resistance characteristic of the trimaran vehicle is studied and optimized. First, the effects of the side hull and its position on resistance performance are analyzed, and the sensitivity of position parameters is evaluated. Then, the bow plate angle on resistance is analyzed. Finally, a surrogate model of the side hull position parameters and the bow plate angle with resistance is established using the Kriging method. The Particle Swarm Optimization is used to search for the minimum resistance configuration Opt 2, which achieves a drag reduction effect of 19.84% at the design speed. [ABSTRACT FROM AUTHOR]

Energy conservation and environmental protection have become pivotal components of the green economy. In recent years, underwater drag reduction technology has garnered significant interest. This study discusses a novel composite surface that combines divergent riblets with a superhydrophobic coating (D-rib&SHS) to enhance the drag reduction rate. Alongside this new surface, a riblet surface with a superhydrophobic coating (rib&SHS, without yaw angles) and a smooth surface are used as comparison groups. The turbulent boundary layer flow of these three surfaces is measured using a two-dimensional particle image velocimetry system. The results indicated that the maximum drag reduction rate of D-rib&SHS is approximately 27% higher than that of rib&SHS, and the drag reduction range is increased to Re θ ≈ 4100 compared to rib&SHS ( Re θ ≈ 2200). Using correlation algorithms, it observed that the spacing between low-speed streaks over D-rib&SHS is larger than that of rib&SHS and the smooth surface. This finding suggested that the spacing between the hairpin vortex legs of D-rib&SHS is wider. The increased spacing between the hairpin vortex legs reduces the likelihood of vortex head formation between the two quasi-streamwise vortices, ultimately suppressing the auto-generation of hairpin vortices. Consequently, the development of hairpin vortex packets over D-rib&SHS is also inhibited. These phenomena observed over D-rib&SHS can be attributed to the combined effects of velocity slip on the superhydrophobic coating and the secondary flow over the divergent riblets near the wall. In addition, unlike divergent riblets that are not covered with a superhydrophobic coating, where the drag reduction effect is more pronounced with a yaw angle of 30° compared to 10°, D-rib&SHS with a 10° yaw angle demonstrated a superior drag reduction effect compared to D-rib&SHS with a 30° yaw angle. This innovative composite surface enhances the drag reduction effect and expands the drag reduction Reynolds number range, offering a new approach to mitigating drag in turbulent boundary layer flows. [ABSTRACT FROM AUTHOR]

In the current study, the impact of various inflow conditions, including turbulent wind profiles and turbulent intensity, on the wake flow topology of a simplified ground transportation system (GTS) model was investigated using the improved delayed detached eddy simulation. The reliability and accuracy of the numerical method adopted in this paper were verified against the results comprising the aerodynamic drag and the wake flow structure of the GTS model obtained from the large eddy simulation and the experimental data. The research results indicate that turbulent winds characterized by logarithmic and uniform velocity profiles resulted in significantly different wake flow topologies yet exhibit the same dominant frequency. The turbulent intensity also plays a crucial role in the wake of the GTS model. It is observed that an increase in turbulence intensity corresponds with a rise in the aerodynamic drag. Specifically, when the turbulence intensity is set at 15%, there is a 3.68% increase in the aerodynamic drag of the GTS model compared to a case where the turbulence intensity was only 5%. In addition, the turbulent intensity is critical to the dominant frequency characteristics of the wake region of the GTS model. These results demonstrate that both the velocity profiles and the turbulence intensities significantly influence the wake flow topology and aerodynamic drag of the GTS model, providing a valuable reference for establishing appropriate inflow conditions and exploring the formation mechanism of flow topology in the wake of the GTS model. [ABSTRACT FROM AUTHOR]

For models with large numerical simulation costs, such as high-speed trains, using as few samples as possible to construct a high-precision surrogate model during aerodynamic multi-objective optimization is critical to improving optimization efficiency. This study proposes a sequential infill criterion (SIC) appropriate for the Kriging surrogate model to address this issue. Three multi-objective functions are employed to test the feasibility of constructing a surrogate model based on SIC, and the SIC surrogate model then performs multi-objective aerodynamic optimizations on the high-speed train. The findings indicate that the expected improvement infill criterion (EIC) in the first stage can enhance the global prediction accuracy of the SIC. An infill criterion based on EIC that fuses gradient information (PGEIC) in the second stage is proposed to seek samples in the Pareto front. The PGEIC surrogate model achieves the lowest generational distance and prediction error. The performance of EIC for global search, EIC for Pareto front search, and infill criterion for Pareto front search using only gradient information is poor. The final PGEIC–SIC surrogate model of train aerodynamics has less than 1% prediction error for the three optimization objectives. The optimal solution reduces the aerodynamic drag force of the head car and the aerodynamic drag and lift force of the tail car by 4.15%, 3.21%, and 3.56%, respectively, compared with the original model. Furthermore, sensitivity analysis of key parameters revealed that the nose height v1, cab window height v3, and lower contour line have a greater impact on aerodynamic forces. Moreover, the nose and cab window heights of the optimal model have been reduced, and the lower contour line is concave. Correspondingly, the streamlined shape appears more rounded and slender. [ABSTRACT FROM AUTHOR]

A comprehensive theoretical model for the primary breakup of liquid jets in subsonic crossflow was developed. The model theoretically analyzed the jet deformation process, mass stripping process, and the influence of several critical forces and consequently provided highly accurate predictions of the jet trajectory. Deformation of the liquid jet cross section was considered as a two-stage process based on the physical characteristics, including the spring-mass analogy deformation and the mass stripping induced deformation. The mass stripping process was modeled as an exponential function of time based on experimental findings for liquid jets and droplets. Balance of critical forces acting on the jet were analyzed, both along the gas and jet flow directions, which included aerodynamic drag, viscous force, surface tension, and gravitation. The model provided precise prediction to the jet trajectory against experimental data without any initial jet velocity assumption across a wide range of gaseous Weber numbers and gas to liquid momentum ratios. In addition, quantitative effects of viscous force, surface tension force, and aerodynamic drag on jet trajectory were fully investigated based on the new model, which provided more insight into jet breakup characteristics and the effects of fuel properties on jet trajectory and deformation. Furthermore, the three-dimensional structure of the jet was reconstructed through the present model, which matched well against numerical results. Importantly, the current mathematical primary breakup model could be integrated with Lagrangian methods, obtaining more detailed vortex structures and accurate droplet dispersion with reduced computational time. [ABSTRACT FROM AUTHOR]

The current revolution in the field of machine learning is leading to many interesting developments in a wide range of areas, including fluid mechanics. Fluid mechanics, and more concretely turbulence, is an ubiquitous problem in science and engineering. Being able to understand and predict the evolution of turbulent flows can have a critical impact on our possibilities to tackle a wide range of sustainability problems (including the current climate emergency) and industrial applications. Here, we review recent and emerging possibilities in the context of predictions, simulations, and control of fluid flows, focusing on wall-bounded turbulence. When it comes to flow control, we refer to the active manipulation of the fluid flow to improve the efficiency of processes such as reduced drag in vehicles, increased mixing in industrial processes, enhanced heat transfer in heat exchangers, and pollution reduction in urban environments. A number of important areas are benefiting from ML, and it is important to identify the synergies with the existing pillars of scientific discovery, i.e., theory, experiments, and simulations. Finally, I would like to encourage a balanced approach as a community in order to harness all the positive potential of these novel methods. [ABSTRACT FROM AUTHOR]

Taking into account the benefits of the dual synthetic jet (DSJ) actuator's simple form, the absence of an air supply, and powerful jet momentum, as well as the low water adhesion force of the superhydrophobic surfaces, it is possible to make droplet shedding happen easily by combining these two methods. This paper studied the motion of water droplets under the action of the DSJ actuator with inclined outlets on three different kinds of surfaces with different wettability, namely, aluminum (hydrophilic), fluorinated silicon (hydrophobic), and superhydrophobic surfaces. Particle image velocimetry measurements were used to describe the flow field of the DSJ actuator. Then, high-speed photography was adopted to compare the critical air velocity for stable motion of the droplet on the three kinds of surfaces. The droplet mobility at three different surfaces when the jet velocity was the same was compared. The displacement and changes of the contact line of water droplets with different volumes on the superhydrophobic surface under the influence of jets were studied. Besides, choosing a typical case, the effect of the dual synthetic jet on the droplet was quantitatively examined, as well as the aerodynamic drag and lift forces. And some of the phenomenon observed in the experiment was explained using the simulation data. It is hoped that this research would lead to the development of a new method of facilitating droplet transport in applications such as anti-icing, drug delivery, self-cleaning surfaces, etc. [ABSTRACT FROM AUTHOR]

The design of the cavity structure is one of the effective means to reduce the resistance and noise of the pantograph installed on the roof of a high-speed train. This research first investigated the flow and acoustic characteristics of a pantograph with four different cavity structures, namely the rectangular cavity (original), the rounded edge cavity (case 1), and the other two rounded edge cavities with asymmetric (case 2) and symmetric (case 3) connecting tubes. The results show that the three cavity treatment methods all improve the aerodynamic performance, and the cavity model of case 2 is determined to be the optimal structure. In case 2, the tube installed at the front of the cavity destroys the separated shear layer and reduces the unstable airflow, reducing cavity resistance and noise by 9.64% and 5.2 dBA (A-weighted decibels), respectively. The pantograph is placed inside the previously determined improved cavity, which reduces the airflow velocity and the recirculation region upstream of the pantograph, decreases the impingement on the components in the middle and lower regions of the pantograph and the generation of highly intense vortices, and improves the wake structure and flow separation at the rear surface of the cavity. Thus, the aerodynamic drag for the pantograph and the whole system is reduced by 3.82% and 3.25%, respectively, and the aerodynamic noise is also decreased by 1.4 and 1.9 dBA, respectively. This study provides a novel structural design for the pantograph cavity region. [ABSTRACT FROM AUTHOR]

Although the suspension gap between a maglev train and its track is narrow, it has a significant impact on the aerodynamic performance of the train. This study investigated the effect of the suspension gap on the wake flow of a superconducting maglev train traveling at a speed of 600 km/h by comparing the aerodynamics and flow field structure of a tail car (TC) with suspension gaps of 8, 10, 12, and 14 cm. The results showed that with increasing suspension gap, the vortex structures in the wake region move closer to the TC, the airflow from the suspension gap inhibits the high-pressure region of the wake, and the pressure and velocity fluctuations significantly increase near the nose tip of the TC. Moreover, the suspension gap was found to have a significant impact on lift and almost no effect on drag. Increasing the suspension gap leads to a balance in the lift between the head car (HC) and the TC; as the gap continues to increase, the lift ratio of the HC and TC rapidly decreases. [ABSTRACT FROM AUTHOR]

To reduce the drag of underwater vehicles during navigation, this paper proposes a skin imbricated with bionic placoid scale based on micro-Stewart mechanism. The skin is composed of bionic shark placoid scales and Stewart structure with multi-dimensional motion characteristics, which can well simulate the multi-dimensional oscillation motion of shark scales during swimming. A co-simulation platform of computational fluid dynamics and multi-body dynamics is established to investigate the impact of oscillating parameters (heave and pitch) on the drag reduction performance of the skin. The novel skin shows a remarkable drag reduction performance, with a relative drag reduction rate over 20% (up to 33%) in the range of Re = 105 ∼ 106. It is found that the oscillation motion generated by the placoid scales can cause the fluid inside the skin to spray upward, which can increase the thickness of the fluid boundary layer, revealing the drag reduction mechanism of the skin to some extent. Moreover, the pitching motion of the placoid scale is more effective in drag reduction than the heaving motion in the condition of Re = 105. It is expected that applying this skin to underwater vehicles can achieve satisfactory drag reduction effects. [ABSTRACT FROM AUTHOR]

Scale-adaptive simulations (SAS) of three-dimensional flow around a circular cylinder fitted with a passive version of a novel flow control method (passive Venturi actuator, PVA) are performed at a diameter-based Reynolds number of Re = 28 000. The PVA consists of one or more narrow slits located at the top and/or bottom sides of the cylinder that connected to the throat of the axial Venturi slit in this cylinder. The main purpose of the study is to investigate the influence of divergence angle and narrow slit location relative to the axial Venturi slit on the aerodynamic performance of the cylinder. To this end, four models were designed with various PVAs. Additional models, a plain cylinder (unmodified model) and a cylinder fitted with an axial Venturi slit (model without a narrow slit), were also used for quantitative comparison. SAS predicts that an additional 5% reduction in the time-averaged drag coefficient, ⟨ C D ⟩ , was observed when two narrow slits located on the surface at an angle of ±80° from the front stagnation line were fitted to the cylinder with an axial Venturi slit. Reducing the divergence angle of the PVA leads to improvements in ⟨ C D ⟩ and root mean square of fluctuating force coefficients, C D − rms and C L − rms . It is found that a cylinder with a PVA that has two narrow slits and a divergence angle of 6° can produce a 28.6% reduction in ⟨ C D ⟩ , a 58.5% reduction in C D − rms , and an 81.2% reduction in C L − rms , when compared to the plain cylinder. [ABSTRACT FROM AUTHOR]

The transverse skin of dolphins exhibits a remarkable drag reduction effect. Although previous studies have identified the drag reduction effect of transverse grooves, no clear guidelines exist regarding the impact of groove parameters on turbulent drag reduction. Hence, this paper suggests a novel numerical study using the Reynolds-averaged Navier–Stokes method to investigate the influence of half-sine wave structure parameters on turbulent drag. The results showed that the aspect ratio of shape parameters significantly affected the drag reduction rate by altering the flow velocity and drag distribution near the wall and increasing the viscous sublayer thickness. Moreover, a novel index friction pressure ratio F P r was introduced to evaluate the drag reduction. It was revealed that the ratio F P r was stable at optimal drag reduction effect regardless of the velocity. By optimizing the F P r , a maximum drag reduction of 29.3% was achieved. These findings provide insight for optimizing transverse groove in drag-reducing surface applications. [ABSTRACT FROM AUTHOR]

In this study, flow structures and their evolution over a track cyclist were investigated through wind tunnel tests. In supplement to the experiment, high-fidelity numerical simulations were also conducted to demonstrate the origins of global flow structures. In wind tunnel tests, a full-scale track cyclist mannequin was built based on the three-dimensional scanning of an elite track cyclist in a riding position of a sprint event, and a Cobra probe was used to measure the wake structures. The results show that the preeminent flow structures around the track cyclist mannequin are the streamwise vortices originating from different body parts. The evolution of these vortices involves strong vortex interactions and performs differently on each side, resulting in a dominant streamwise vortex merged behind the right thigh, which is associated with aerodynamic drag productions. In particular, leg position affects the lateral displacement between the elbow vortex and upper thigh, which is the reason for the distinct flow behaviors on each side. This study helps to better understand the flow around a track cyclist, facilitating the development of drag-saving strategies in the future. [ABSTRACT FROM AUTHOR]

Flow modulation mechanism in a cylinder with corrugated surfaces is investigated by wind tunnel experiments at Reynolds number R e = 25 600. Experimental results include surface pressure measurement for the cylinder wall and particle image velocimetry (PIV) for the wake flow. A pair of corrugated surfaces are symmetrically installed on the cylinder wall. Corrugated surfaces are distributed at three different locations on the cylinder wall, i.e., the windward part (case 1), leeward part (case 2), and lateral part (case 3). Experimental results show that corrugated surfaces can modify surface pressure, aerodynamic forces, and vorticity evolution of the cylinder flow. Compared with the natural cylinder (baseline case), the mean drag and fluctuating lift forces of case 1 are reduced by 58% and 82%, which are optimal among all test cases. Flow modulation effects of case 2 on global cylinder wake flow are unobvious and that of case 3 are between cases 1 and 2. Corrugated surfaces can also modify modal properties of proper orthogonal decomposition (POD) of the cylinder wake. Moreover, characteristics of recirculation bubbles, velocity deficits, turbulence kinetic energy, and Reynolds stresses in the wake are all modulated. The main flow modulation mechanism is that shear-layer shapes and streamline distributions near the corrugated surfaces are changed based on zoom-in PIV results on the cylinder near-wall region. [ABSTRACT FROM AUTHOR]

Multiphase Richtmyer–Meshkov instability (RMI) is often accompanied by a dispersed phase of particles, where the evolution of the mix zone width (MZW) is a significant issue. The Stokes number (S t) is a key dimensionless parameter for particle-containing multiphase flows because it represents the ability of particles to follow the fluid. However, our theoretical analysis and numerical simulation indicate that the Stokes number is not the only dominant parameter for the evolution of multiphase RMI. This study uses the derivation of particle and fluid momentum equations to demonstrate the inability of the Stokes number to predict MZW evolution, that is, even at the same Stokes number, increasing the particle density or the radius leads to completely different MZW evolution trends. This study proposes a novel dimensionless number, S d , to measure the effect of drag on the fluid owing to the particles. S d is the ratio of the relaxation time of the fluid velocity affected by the particle force to the characteristic time of the shock wave. We developed theoretical models of MZW at different S d values. Subsequently, a set of multiphase RMI numerical simulations on uniformly distributed particles with different S t and S d values was conducted. The numerical results verify the theoretical predictions and effectiveness of the proposed dimensionless number. The phase diagram containing different simulation cases demonstrates that the Stokes number cannot be used to predict MZW and must be combined with S d to determine its evolution. [ABSTRACT FROM AUTHOR]

Nontoxic bio-polymeric drag reducers are of great practical importance. In this work, a new natural and environmentally friendly drag reducer is introduced, which is extracted from the yam. Yam mucilage solutions are highly shear thinning and are insensitive to temperature variation. Their drag-reducing capability is tested in a water tunnel with the injection of yam mucilage solutions at the bottom wall. The main flow speed varies 0.5–2 m/s, and the corresponding bulk Reynolds number (Re) varied from 11 467 to 45 868. The mean concentration profile from the planar laser-induced fluorescence (PLIF) images and the mean velocity profile from the particle image velocimetry (PIV) images are obtained to explain the drag reduction of the yam mucilage solution. A maximum drag-reduction rate (DR) of 25.27% is achieved. The effects of the solution concentration, the injection rate, and the main flow speed on the drag-reduction efficiency are explored. The DR-log10K fitting curve is linear, consistent with that of the reported polymer drag reducers. The K-scaling laws also imply that the consumption of yam mucilage would be much more than that of polyethylene oxide (PEO) corresponding to similar DR. The further revelation of the effective drag-reducing component within the yam mucilage is believed to promote the efficiency of drag reduction. The yam mucilage is a candidate drag-reducing agent that can be an alternative to existing polymer solutions. [ABSTRACT FROM AUTHOR]

High-throughput droplet incubation is an integral part of various lab-on-chip platforms. Packing droplets efficiently before sending them to the incubation region is essential. For this purpose, different oil extraction mechanisms have been used. Here, we propose one such oil extraction structure and study the effect of channel parameters on droplet clustering, especially the channel height relative to droplet size. Droplets relatively smaller than channel dimensions follow continuous flow dynamics. Hence, simple hydrodynamic resistance modeling flow inside the main and side channels could estimate their flow features. When the droplet diameter exceeds the channel height, its dynamics are observed to be deviating drastically from simple isolated droplet motion and hydrodynamic resistance network model. Though accurate, Eulerian–Lagrangian formulation for modeling two-component fluid flow becomes computationally expensive when dealing with many droplets. Hence, along with hydrodynamics modeling, we adopt a simplified hindrance model to incorporate the effects of modified drag force and emulsion viscosity. This model matches well with experimental results and reduces the design time. Finally, we built an efficient oil extraction and droplet incubation platform for high throughput (200–400 droplets/s) for incubating a large number of cell-encapsulated droplets (7 × 105–8.4 × 105) for a significant amount of time (30–70 min). This study offers insights into droplet dynamics in the oil extraction region, which can be further helpful in building an efficient lab-on-chip platform. [ABSTRACT FROM AUTHOR]