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Transport of particles in flows is often modeled in a combined Eulerian–Lagrangian framework. The flow is evaluated on an Eulerian grid, while particles are modeled as Lagrangian points whose positions and velocities are evolved in time, resulting in particle trajectories embedded in the time-dependent flow field. The method essentially resolves the flow field in complex geometries in detail but uses a closure model for the particle dynamics aimed at including the essential particle–fluid interactions at the cost of detailed small-scale physics. Rarefaction effects are usually included through the phenomenological Cunningham correction on the drag force experienced by the particles. In this Lagrangian point-particle approach, any explicit reference to the finite size and the shape of the particles, and their local orientation in the flow field, is typically ignored. In this work we aim to address this gap by deriving, from fully-resolved Direct Simulation Monte Carlo (DSMC) studies, heuristic or closure models for the drag force acting on prolate and oblate spheroidal particles with different aspect ratios, and a fixed orientation, in uniform ambient rarefied flows covering the transition regime between the continuum and free-molecular limits. These closure models predict the drag in the transition regime for all considered parameter settings (validated with DSMC data). The continuum limit is enforced a priori and we retrieve the free-molecular limit with reasonable accuracy (based on comparisons with literature data). We also include in the models the capability to predict effects related to basic gas-surface interactions via the tangential momentum accommodation coefficient. We furthermore assess the validity of the proposed closure model for particle dynamics in proximity to solid walls. This investigation extends our previous work, which focused on small aspect ratio spheroids with exclusively diffusive gas-surface interactions [see Livi et al. (2022)]. The derived models are obtained for isothermal, subsonic flows relevant for particle contamination control in semiconductor manufacturing. • DSMC-enhanced drag force closures for particle tracking under rarefied gas conditions. • The drag force on finite-size spheroids in the transition regime of rarefied flows. • Towards algorithms for particle contamination control in semiconductor manufacturing. • Covering the device-to-nanoparticle scale separation in high-tech equipment. [ABSTRACT FROM AUTHOR]

Flow over an Iranian bridge deck is studied under an actual extreme flood event happening similarly nowadays in many countries due to climate change. Rigorous transient fluid-structure interaction analyses using the realizable k-ε turbulence model and the VOF Method are conducted. Geotechnical and abutments damages are neglected. Water surface profiles, velocity vectors, and hydrodynamic coefficients are determined. Based on the latest hydrological regime, particularly in supercritical flows, the results are partially compared against the latest advanced design codes, to evaluate the performance of their hydrodynamic and hydraulic provisions in similar incidents. It was acknowledged that the flood loads recommended by the Federal Highway Administration (FHWA) are fairly acceptable, Eurocode-1 predicts them rather accurately but not in extreme cases, and the Australian Standard (AS-5100.2) is less effective due to over-estimation of the hydrodynamic loads. Instead, the latter offers comprehensive user-defined hydraulic conditions. Furthermore, upon gradual rise of the water level to thrice the deck height, bridge stability is found to be at risk due to highly turbulent states. It is recommended that due to such threats, re-evaluation of flood regime, as well as its distinct hydrodynamic properties have to be accounted for, when evaluating existing bridges or designing new ones. [ABSTRACT FROM AUTHOR]

Self‐supporting concrete shell structures are highly efficient in distributing loads, which can result in very reduced thicknesses (ultra‐thin), giving them remarkable slenderness. Due to their geometric complexity, it is difficult to predict how they interact with wind action. The main aim of the present study is to assess the mean surface pressure coefficient distribution in a shell with a triangular plan shape and three supports for different angles of wind incidence. To determine the distribution of surface pressure coefficients and lift and drag force coefficients, an experimental study was carried out in a wind tunnel, and a numerical simulation study was performed through computational fluid dynamics. The experimental and numerical results were analyzed and compared, and making it possible to identify the most critical surface zones and wind incidences when the shell is under the wind action. [ABSTRACT FROM AUTHOR]

Acceleration of objects in fluids widely exists in biological propulsions and contains rich unsteady fluid mechanisms. In this paper, the instantaneous drag force on accelerating normal flat plates (circular, elliptical, square, and rectangular plates) in a wide range of dimensionless acceleration ( a * = 1 6 ∼ 2) is measured, and the underlying mechanism for force generation is investigated. At first, we find that the drag force coefficient generally scales with the square root of a * when a * < 1.0 , coinciding with the scaling law given by Reijtenbagh et al. (PRL. 2023,130,174001). However, the drag force coefficient more linearly scales with a * rather than a * when a * > 1.0 , thereby indicating acceleration plays two distinct roles on the force generation depending on a * . Moreover, two scaling laws are built to quantitatively describe the two distinct roles of a * on the drag force generation. Based on fluid impulse, the drag force is largely contributed by the added mass of the accelerating plates (added mass force) and vorticity generation fed by the shear layer on the edge of the plates (vortex creation force). When a * < 1.0 , the vortex creation force scales with a * and almost contributes to the total drag force. When a * > 1.0 , the added mass force scaling with a * contributes to most of the drag force. Furthermore, the two force generation mechanisms associated with acceleration ( a * ) are independent, and a criterion based on the energy ratio is proposed to identify the transition of the two force generation mechanisms. The present results uncover the role of acceleration in force generation and explain the inconsistencies of using one quasi-steady model in describing the force on accelerating plates. [ABSTRACT FROM AUTHOR]

Offshore floating photovoltaic (FPV) systems are subjected to significant aerodynamic forces, especially during extreme wind conditions. Accurate estimation of these forces is crucial for the proper design of mooring lines and connection systems. In this study, detailed CFD simulations were performed for various PV panel configurations, and using these CFD simulation correlations were developed to estimate lift and drag forces as a function of the number of panels. These correlations provide valuable tools for designing large-scale FPV systems with multiple PV modules. Additionally, this study investigates the potential of using breakwaters to reduce aerodynamic forces on FPV systems. Breakwaters, typically used to mitigate wave impacts, can also serve as wind barriers, significantly reducing wind forces before they reach the FPV array. Aerodynamic simulations with and without a breakwater were conducted using CFD to assess this effect. The results show a substantial reduction in lift and drag coefficients, especially for angles of attack up to 10 degrees, demonstrating the effectiveness of the breakwater in protecting the FPV system. However, beyond this threshold, the effectiveness of the breakwater of 2 m reduces. These findings highlight the importance of strategic breakwater placement and heights and their role in enhancing FPV system resilience. The insights gained from this study are critical for optimizing breakwater design and placement, ensuring the structural integrity and performance of FPV systems in varying environmental conditions. The data generated will also contribute to future design improvements for floating PV systems. [ABSTRACT FROM AUTHOR]

The movement of submerged flexible vegetation leads to an increase in resistance to the stream flow. In this study, a formula that can directly calculate the drag force on a highly flexible submerged vegetation, called Ceratophyllum, by using the vegetation swaying characteristics and the flow field information in a steady‐uniform open‐channel flow is derived. The drag force on submerged flexible vegetation is characterized by the time‐averaged flow velocity, turbulence intensity, and the additional force arising from the vegetation swaying. Based on the results of the numerical models in the previous studies (Wang et al., 2022a, 2022b, https://doi.org/10.1017/jfm.2022.598, https://doi.org/10.1017/jfm.2022.899), the drag coefficient is determined. It is revealed that the drag coefficient is influenced by a combination of factors, including the flow conditions, and the distribution and movement characteristics of vegetation. The drag coefficient decreases with an increase in velocity and is approximately linearly related to the cubic power of the bulk flow velocity. In the case of an inter‐plant spacing of 0.5 times the initial plant height, the drag coefficient ranges from 10.72 to 2.11, as the Reynolds number varies from 20,000 to 50,000. Besides, the vegetation distribution density and the relative submergence influence the drag coefficient. In this context, the drag coefficient decreases linearly with an increase in the inter‐plant spacing. For the Reynolds number equaling 50,000, the drag coefficient ranges from 2.11 to 2.02, when the inter‐plant spacing varies from 0.5 to 2 times the plant height, and from 2.47 to 1.79, when the flow depth varies from 1.5 to 3 times the plant height. Key Points: A formula for the drag force on submerged flexible vegetation in an open‐channel flow is proposedThe drag coefficient is inversely proportional to and linearly varying with the cubic power of the bulk flow velocityThe drag coefficient decreases with an increase in the inter‐plant spacing and the submergence depth [ABSTRACT FROM AUTHOR]

In this paper, a novel surrogate model for shape-parametrized vehicle drag force prediction is proposed. It is assumed that only a limited dataset of high-fidelity CFD results is available, typically less than ten high-fidelity CFD solutions for different shape samples. The idea is to take advantage not only of the drag coefficients but also physical fields such as velocity, pressure, and kinetic energy evaluated on a cutting plane in the wake of the vehicle and perpendicular to the road. This additional "augmented" information provides a more accurate and robust prediction of the drag force compared to a standard surface response methodology. As a first step, an original reparametrization of the shape based on combination coefficients of shape principal components is proposed, leading to a low-dimensional representation of the shape space. The second step consists in determining principal components of the x-direction momentum flux through a cutting plane behind the car. The final step is to find the mapping between the reduced shape description and the momentum flux formula to achieve an accurate drag estimation. The resulting surrogate model is a space-parameter separated representation with shape principal component coefficients and spatial modes dedicated to drag-force evaluation. The algorithm can deal with shapes of variable mesh by using an optimal transport procedure that interpolates the fields on a shared reference mesh. The Machine Learning algorithm is challenged on a car concept with a three-dimensional shape design space. With only two well-chosen samples, the numerical algorithm is able to return a drag surrogate model with reasonable uniform error over the validation dataset. An incremental learning approach involving additional high-fidelity computations is also proposed. The leading algorithm is shown to improve the model accuracy. The study also shows the sensitivity of the results with respect to the initial experimental design. As feedback, we discuss and suggest what appear to be the correct choices of experimental designs for the best results. [ABSTRACT FROM AUTHOR]

This study employs a two-dimensional and incompressible flow of Herschel–Bulkley visco-plastic materials in order to investigate the hydrodynamic forces that are acting on a barrier that is located close to the inlet of a channel. As the benchmark configuration, the flow domain that has been selected is a channel that still contains the impediment. The two important parameters of the Herschel–Bulkley Model (HBM) are the yield stress τ y and power law index n. Obtaining special situations within the HBM, such as Newtonian, power-law, and Bingham fluids, can be accomplished by assigning certain values to these parameters at the appropriate times. Utilizing a numerical strategy grounded in the Finite Element Method (FEM), we tackle the nonlinearity of the governing equations as well as the viscosity models. As a result of this nonlinearity, FEM becomes an essential tool. The generation of a refined hybrid mesh is done in order to guarantee accuracy in the computations. The stable finite element pair ( ℙ 2 ∕ ℙ 1 ) has been selected for discretization purposes. The discretized nonlinear system is linearized with Newton's method and subsequently, a direct linear solver PARDISO has been employed in the inner iterations. The pressure, velocity, and viscosity profiles are plotted for various values of n and Bingham number (Bn). In addition, the velocity behavior is observed along the y-direction in a channel through line graphs. Code validation is done as a special case Bn = 0 and a good agreement is found with the results available in the literature. Finally, a correlation analysis has been performed for the drag coefficient C d and lift coefficient C l . [ABSTRACT FROM AUTHOR]

The drag force exerted on a body moving in a fluid is empirically known to follow a linear drag law at low Reynolds numbers and a quadratic drag law at very high Reynolds numbers. The major challenge with the empirical description of the drag lies in the uncertainty of the description of the drag coefficient as a function of velocity. If the function is precisely known, it may be possible to find a general formula for the drag, which would, in principle, be applicable for all Reynolds numbers. The general law can consequently be tested using the linear and quadratic drag laws within their validity regimes to confirm its reliability and validity. The current absence of such a general law implies that the prediction of the dynamics of a body moving under drag forces in the intermediate regime of the Reynolds number can only be approximate and inaccurate since it is not guided by any valid law. In this study, we derive a general relation for the drag force, which may be applicable in all the Reynolds number regimes. We achieve this through a simple transformation of Newton's second equation for uniformly decelerated motion. It turns out that our general relation is a modification of the linear drag law. The effect of the introduced correction term in the dynamics of a projectile is evidently promising, as can be seen in the more realistic results generated. [ABSTRACT FROM AUTHOR]

Ideal tree exhibits fractal characteristics, where the branch angle plays a significant role in shaping the morphology of trees, thereby influencing their wind resistance capabilities. Nevertheless, investigation into the aerodynamic effects of branch angle on trees with leaves remains relatively scarce. By subjecting various tree morphologies to controlled wind conditions, this study scrutinizes the aerodynamic responses and resulting loads experienced by one-order sympodial trees with differing branch angle configurations. The results reveal that the tree experiences unstable oscillations induced by irregular leaf vibration with an increase in wind speed, resulting in a rise in drag coefficient. Meanwhile, despite a higher drag force observed in the tree with higher branch angle at wind speeds below 20 m/s, the tree exhibits superior reconfiguration capabilities, enabling it to withstand stronger winds effectively. Subsequently, a reconfiguration process for the one-order sympodial tree is proposed, exhibiting a wavy streamlining effect. Finally, it is found that the sympodial tree structure can be regarded as a high-frequency filter to dissipate high-frequency branch vibration energy. The findings from this research endeavor hold significant implications for enhancing our understanding of the aerodynamics of trees with different morphology and the cultivation and selection of urban trees. [ABSTRACT FROM AUTHOR]

Purpose: An experimental investigation of hemispherical forebody interaction effects on the drag coefficient of a D-shaped model is carried out for three-dimensional flow in the subcritical range of Reynolds number 1 × 105 ≤ Re ≤ 1.8 × 105. To study the interaction effect, hemispherical shapes of various sizes are attached to the upriver of the D-shaped bluff body model. The diameter of the hemisphere (b1) varied from 0.25 to 0.75 times the diameter of the D-shaped model (b2) and its gap from the D-shaped model (g/b2) ranged from 0.25 to 1.75 b2. Design/methodology/approach: The experiments were carried out in a low-speed open-circuit closed jet wind tunnel with test section dimensions of 1.2 × 0.9 × 1.8 m (W × H × L) capable of generating maximum velocity up to 45 m/s. The wind tunnel is equipped with a driving unit which has a 175-hp motor with three propellers controlled by a 160-kW inverter drive. Drag force is measured with an internal six-component balance with the help of the Spider 3013 E-pro data acquisition system. Findings: The wind tunnel results show that the hemispherical forebody has a diameter ratio of 0.75 with a gap ratio of 0.25, resulting in a maximum drag reduction of 67%. Research limitations/implications: The turbulence intensity of the wind tunnel is about 5.6% at a velocity of 18 m/s. The uncertainty in the velocity and the drag coefficient measurement are about ±1.5 and ±2.83 %, respectively. The maximum error in the geometric model is about ±1.33 %. ractical implications: The results from the research work are helpful in choosing the optimum spacing of road vehicles, especially truck–trailer and launch vehicle applications. Social implications: Drag reduction of road vehicle resulting less fuel consumption as well as less pollution to the environment. For instance, tractor trailer experiencing approximately 45% of aerodynamics drag is due to front part of the vehicle. The other contributors are 30% due to trailer base and 25% is due to under body flow. Nearly 65% of energy was spent to overcome the aerodynamic drag, when the vehicle is traveling at the average of 70 kmph (Seifert 2008 and Doyle 2008). Originality/value: The benefits of placing the forebody in front of the main body will have a strong influence on reducing fuel consumption. [ABSTRACT FROM AUTHOR]

This article explores the trajectory of rockets and artificial satellites in the atmosphere, specifically focusing on the effects of drag forces. It discusses different types of orbits and highlights the lack of information on drag forces in high school textbooks. The article proposes a new calculation method to help students understand spiral motion caused by drag forces and also delves into the use of energy and power in analyzing these effects. The document further discusses the drag force experienced by objects in Earth's atmosphere, providing equations for different scenarios based on the Reynolds number. It also covers the motion of objects in circular paths and concludes with an equation describing the trajectory of objects experiencing drag force. The text emphasizes the study's focus on spherical objects passing through the stratosphere and troposphere, providing physical constants and presenting results of different mass values on the trajectory. The authors derived formulas for spiral trajectories based on energy loss caused by drag forces, and computational estimations showed that ideal spherical objects subjected to drag forces perform spiral motion. The study's findings can aid students and teachers in understanding the trajectory of objects experiencing drag forces. [Extracted from the article]

The article explores the issue of projectile motion with atmospheric drag, specifically focusing on vertical launch. The authors present an analytical solution for the projectile's position and maximum height over time, assuming a constant drag coefficient. They compare this solution with a numerical one that allows for a varying drag coefficient. The article emphasizes the importance of intermediate-level solutions in physics education and the need to consider drag forces in projectile motion problems. The authors also discuss the application of the analytical solution in studying volcanic eruptions and highlight its potential use in analyzing volcanic bomb trajectories. The research was supported by the European Research Council. [Extracted from the article]

Considerable parts of riparian forests around the world are covered by deciduous trees and tall shrub species with rigid trunk and flexible-broadleaf. Experiments are conducted on artificial rigid and flexible models to estimate drag coefficient and resistance to flow for deciduous trees in forest floodplains under nonsubmerged condition. The rigid and flexible models with similar size and configuration are tested in a laboratory flume to clearly determine the effects of vegetation flexibility and density, and the flow velocity and depth on the roughness coefficients. Ratios of the flexible to rigid drag forces and drag coefficients indicate considerable effects of flexibility on the roughness coefficients. In this study, the flexural rigidity of the tree leaf is used in the roughness equations to account for vegetation flexibility instead of the traditionally used tree trunk flexural rigidity. This is based on the assumption that foliage flexibility governs tree reaction to the flow for most species of deciduous trees and leafy tall shrub families. The developed roughness coefficient equations are scaled up to determine the variation of Manning's n -value with increase of flow depth for a riparian canopy of black willow. The estimated Manning's n -values are compared with the reported Manning n -values for the same black willow canopy. [ABSTRACT FROM AUTHOR]

The flow structure around limited-size vegetation patches is crucial for understanding sediment transport and vegetation succession trends. While the influence of vegetation density has been extensively explored, the impact of the relative diameter of vegetation stems remains relatively unclear. After validating the reliability of the numerical model with experimental data, this study conducted 2D-URANS simulations (SST k-ω) to investigate the impact of varying relative diameters d/D under different vegetation densities λ on the hydrodynamic characteristics and drag force of vegetation patches. The results show that increasing d/D and decreasing λ are equivalent, both contributing to increased spacing between cylinder elements, allowing for the formation of element-scale Kármán vortices. Compared to vegetation density λ, the non-dimensional frontal area aD is a better predictor for the presence of array-scale Kármán vortex streets. Within the parameter range covered in this study, array-scale Kármán vortex streets appear when aD ≥ 1.4, which will significantly alter sediment transport patterns. For the same vegetation density, increasing the relative diameter d/D leads to a decrease in the array drag coefficient C ¯ D and an increase in the average element drag coefficient C ¯ d . When parameterizing vegetation resistance using aD, all data points collapse onto a single curve, following the relationships C ¯ D = 0.34 ln a D + 0.78 and C ¯ d = − 0.42 ln a D + 0.82 . [ABSTRACT FROM AUTHOR]

This study presents a computational analysis of fluid flow characteristics around two staggered arranged square cylinders using the Lattice Boltzmann Method (LBM). With Reynolds number (Re) fixed at 200, numerical simulations explore the influence of varying gap ratios (G) ranging from 0 to 10 times the cylinder size. Emphasis is placed on understanding the impact of cylinders spacing on flow structure mechanisms and induced forces. Investigation of fluid flow parameters includes vorticity behavior, pressure streamlines, and variations in drag and lift coefficients alongside the Strouhal number under different values of G. From the results, four distinct flow patterns emerge: single bluff body flow, flip flopping flow, modulated synchronized flow, and synchronized flow, each exhibiting unique characteristics. This study reveals the strong dependence of fluid forces on G, with low spacing values leading to complex vortex structures and fluctuating forces influenced by jet flow effects. At higher spacing values, proximity effects between cylinders diminish, resulting in a smoother periodic flow. The Strouhal number, average drag force and the rms values of drag and lift force coefficients vary abruptly at narrow gaps and become smooth at higher gap ratios. Unlike the tandem and side-by-side arrangements the staggered cylinders arrangement is found to have significant impact on the pressure variations around both cylinders. Overall, this research could contribute to a comprehensive understanding of staggered cylinder arrangements and their implications for engineering applications. [ABSTRACT FROM AUTHOR]

When the high-speed elevator is running, the air in the hoistway is rapidly compressed and released to form the piston effect. Especially when the car and counterweight intersect, the piston effect makes the aerodynamic force of the car and counterweight change sharply, affecting the stability of elevator operation. In this study, a three-dimensional car counterweight intersection model is constructed, and a multi-region dynamic layered method is proposed to calculate the aerodynamic flow field in the whole moving process, the changes of aerodynamic drag force and aerodynamic lateral force of the car and the counterweight under different length ratio, blockage ratio and spacing are analyzed and simulated, and the influence of structural changes in the hoistway on the aerodynamic flow field is studied. Furthermore, the accuracy of the numerical results is verified by the real elevator test. Finally, the results show that when the car intersects the counterweight in the hoistway, the interaction between the car and the counterweight is enhanced, and the drag force coefficient and lateral force coefficient of the car suddenly change, and return to the normal state after the intersection, with the decrease of length ratio and spacing and the increase of blockage ratio, the sudden change degree of drag force also increases, and the sudden change of lateral force of the car is mainly affected by the car counterweight spacing, and increases with the decrease of spacing. [ABSTRACT FROM AUTHOR]

This study experimentally investigates the hydrodynamic forces acting on wood debris accumulations. Tests were performed under steady subcritical flow conditions by letting debris elements accumulate against an obstacle. We analyze the influence of a variety of variables involved in the problem, namely the Froude number, the blockage ratio, the geometric parameters of the dam, its porosity, and the debris type. Resulting forces are expressed through a typical drag coefficient formula, where the coefficient depends on the Froude number and the blockage ratio, but is independent of the geometric characteristics of the debris accumulation. The model is validated against literature data, providing both best-fit and safe-side predictors. Practical Applications: Wood debris can build up on bridge piers and decks, which increase the water's force on these structures. In this paper, we offer a straightforward method to estimate these forces. We have calibrated an empirical model using data from laboratory experiments and checked its accuracy against information from existing studies. With this model, one can input the basic characteristics of the flowing water (such as its depth, width, and speed) and the size of the debris pile facing the flow. The model then provides the drag coefficient, which, in turn, allows determining the drag force acting on the debris pile. [ABSTRACT FROM AUTHOR]

This paper introduces a low-boom aircraft optimization design method guided by equivalent area distribution, which effectively improves the intuitiveness and refinement of inverse design. A gradient optimization method based on discrete adjoint equations is proposed to achieve the fast solution of the gradient information of target equivalent area distribution relative to design variables and to drive the aerodynamic shape update to the optimal solution. An optimization experiment is carried out based on a self-developed supersonic civil aircraft configuration with engines. The results show that the equivalent area distribution adjoint equation can accurately solve the gradient information. After optimization, the sonic boom level of the aircraft was reduced by 13.2 PLdB, and the drag coefficient was reduced by 60.75 counts. Moreover, the equivalent area distribution adjoint optimization method has outstanding advantages, such as high sensitivity and fast convergence speed, and can take both the low sonic boom and the low drag force of the aircraft into account, providing a powerful tool for the comprehensive optimization design of supersonic civil aircraft by considering sonic boom and aerodynamic force. [ABSTRACT FROM AUTHOR]

The initial flow past an impulsively started rotating and translating circular cylinder is asymptotically analysed using a Brinkman penalization method on the Navier-Stokes equation. In our previous study (J. Fluid Mech., vol. 929, 2021, A31), the asymptotic solution was obtained within the second approximation with respect to the small parameter, ϵ, that is of the order of 1/λ. Here, λ is the penalization parameter. In addition, the Reynolds number based on the cylinder radius and the translating velocity is assumed to be of the order of ϵ. The previous study asymptotically analysed the initial flow past an impulsively started translating circular cylinder and investigated the influence of the penalization parameter λ on the drag coefficient. It was concluded that the drag coefficient calculated from the integration of the penalization term exhibits a half-value of the results of Bar-Lev & Yang (J. Fluid Mech., vol. 72, 1975, pp. 625-647) as λ→∞. Furthermore, the derivative of vorticity in the normal direction was found to be discontinuous on the cylinder surface, which is caused by the tangential gradient of the pressure on the cylinder surface. The present study hence aims to investigate the variance on the drag coefficient against the result of Bar-Lev & Yang (1975). First, we investigate the problem of an impulsively started rotating circular cylinder. In this situation, the moment coefficient is independent of the pressure on the cylinder surface so that we can elucidate the role of the pressure to the hydrodynamic coefficients. Then, the problem of an impulsively started rotating and translating circular cylinder is investigated. In this situation, the pressure force induced by the unsteady flow far from the cylinder is found to play a key role on the drag force for the agreement with the result of Bar-Lev & Yang (1975), whereas the variance still exists on the lift force. To resolve the variance, an alternative formula to calculate the hydrodynamic force is derived, assuming that there is the pressure jump between the outside and inside of the cylinder surface. The pressure jump is obtained in this analysis asymptotically. Of particular interest is the fact that this pressure jump can cause the variance on the lift force calculated by the integration of the penalization term. [ABSTRACT FROM AUTHOR]

In this paper, using interfacial slip on the boundary, the exact solution is obtained for the Stokes flow through a couple stress fluid sphere which is embedded (implanted) in a porous medium with Brinkman's condition. Analytical computations are derived for the stream functions and drag. For the drag force, special conditions are deduced that satisfy the literature's facts. Graphs are created and the numerical results are tabulated. It is noticed that in the external viscous fluid case the porosity parameter and the drag coefficient are directly correlated and for the external couple stress fluid case with raises in slip parameter the coefficient of drag reduces. [ABSTRACT FROM AUTHOR]

Drag and lift are two important parameters to evaluate a vehicle's aerodynamic performance. Aerodynamic resistance (drag force Fd) prevents the movement of the vehicle and has a value proportional to the square of the velocity. That is, when the speed increases twice, the aerodynamic drag will increase fourfold. This article presents a plan to design a sport utility vehicle model with improved aerodynamics by using Ansys Fluent software to analyze pressure distribution areas that affect aerodynamics and the body. Based on the results obtained, the areas of stress and maximum pressure concentration have been identified. From this, a plan to improve the vehicle's exterior design has been proposed. After many iterations of the design and model optimization process, the aerodynamic drag coefficient CD was reduced by 3.06% compared to the original model. The revised design option is equipped with an airflow diffuser under the vehicle; the lifting resistance coefficient has been reduced from 0.0902 to 0.038, equivalent to 58.2%. The new proposed design of the model has reduced the vehicle's frontal drag by 2.04%. The research results have determined the aerodynamic coefficients CD and CL of the model car. Based on the results received, it is possible to compare them with the manufacturer's announced parameters and propose new design options that still ensure aesthetics. [ABSTRACT FROM AUTHOR]

This paper focuses on the hydrodynamic interaction between a semipermeable spherical particle and a laminar flow of couple stress fluid. The framework of the flow is divided into two regions, in which the non‐Newtonian characteristics of the couple stress fluid are governed by classical Stokes equations and the permeable region is governed by Darcy's law. The asymptotic series expansion involves the stream functions in terms of modified Bessel's function and Gagenbauer's polynomials for the inner and outer regions. The graphical analysis demonstrating the superior outcomes of numerous parameters such as the couple stress parameter, the permeability parameter, and the couple stress viscosity ratio on the drag coefficient is conducted, and the outcomes are discussed comprehensively. The present study discovered that the drag of a semipermeable sphere is greater than that of a couple stress fluid sphere. A continuous reduction in the pressure distribution is observed with the rising value of the couple stress parameter. However, an increasing value of the couple stress parameter in the semipermeable medium contributes to increasing the tangential stress with respect to the distance from the surface. The current study's findings could be useful in analyzing significant clinical and industrial applications such as the filtration process for wastewater treatment, the design of the digestive system, fluid–solid disperse systems, and the petroleum industry. However, experimental verification is required for the proposed work. [ABSTRACT FROM AUTHOR]

We investigate the three-dimensional (3-D) flow around and through a porous screen for various porosities at high Reynolds number Re = O(104). Historically, the study of this problem has been focused on two-dimensional cases and for screens spanning completely or partially a channel. Since many recent problems have involved a porous object in a 3-D free flow, we present a 3-D model initially based on Koo & James (J. Fluid Mech., vol. 60, 1973, pp. 513-538) and Steiros & Hultmark (J. Fluid Mech., vol. 853, 2018 pp. 1-11) for screens of arbitrary shapes. In addition, we include an empirical viscous correction factor accounting for viscous effects in the vicinity of the screen. We characterize experimentally the aerodynamic drag coefficient for a porous square screen composed of fibres, immersed in a laminar air flow with various solidities and different angles of attack. We test various fibre diameters to explore the effect of the space between the pores on the drag force. Using PIV and hot wire probe measurements, we visualize the flow around and through the screen, and in particular measure the proportion of fluid that is deviated around the screen. The predictions from the model for drag coefficient, flow velocities and streamlines are in good agreement with our experimental results. In particular, we show that local viscous effects are important: at the same solidity and with the same air flow, the drag coefficient and the flow deviations strongly depend on the Reynolds number based on the fibre diameter. The model, taking into account 3-D effects and the shape of the porous screen, and including an empirical viscous correction factor that is valid for fibrous screens may have many applications including the prediction of water collection efficiency for fog harvesters. [ABSTRACT FROM AUTHOR]

Savonius, a type of vertical-axis wind turbine, is a small-scale energy conversion device suitable for low wind speeds, such as those characteristic of Indonesian wind speeds, yet has low efficiency. Savonius is a drag-type turbine. Drag force on the surface is affected by roughness or wavyness. The purpose of this study is to analyze the impact of applying wavy (zigzag) variations to the concave surface of Savonius blades on their performance. This was achieved by the use of 3D computational fluid dynamics simulation at TSR 0.6 with a velocity inlet of 5 m/s. The model was semicircular, zigzag on the concave surface on semicircular with t = 0.75, t = 0.25, and t = 1 mm. The result of this study's CRDR maximum is 1,817 at the zigzag model with t = 1 and CRDR avrg =1.24. The average drag coefficient increased by 14 percent compared to the conventional semicircular rotor. The maximum Cp value is also found at t = 1 mm, which is 0.315. The power coefficient increased by 29 percent compared to the conventional semicircular rotor. The total pressure on the blade shows the highest model with t = 1 mm at the same angle of attack (a = 30). Zigzag on the concave surface affects blade pressure, which improves the performance of the Savonius rotor. [ABSTRACT FROM AUTHOR]

In this study, models for the wake capture lift and drag force coefficients of a hovering flapping wing were presented using numerical fluid dynamics simulation to improve the blade element theory. The investigated wing is inspired by the fruit fly and has combined flapping and pitching movements. The effect of changing the wing acceleration time at the start (Δ τ A ) and end of the half cycle (Δ τ D ), as well as the Reynolds numbers in the range of 136–6800, on wake capture using the Taguchi orthogonal array test design, is investigated using the numerical fluid dynamics method, and the values of average lift and drag coefficients due to wake capture are obtained. These force coefficients were applied to linear and nonlinear regression methods to obtain the mathematical model, and a model for its changes was extracted. Finally, to obtain the instantaneous coefficients, the extracted models were placed in the normal distribution function, and the final instantaneous model was obtained. Examining the verification cases of the application of these wake capture relationships with the blade element theory, as well as the effects of translational force, rotational force and added mass force, revealed that this developed theory is capable of correctly predicting the wake capture force's initial peak. The force coefficient trend in the final quasi-steady model with wake capture is similar to the computational fluid dynamics (CFD) results, according to a qualitative examination of the lift and drag force coefficients in a half cycle. This demonstrates a significant result: this theory, which is divided into four parts: transnational, rotational, added mass and wake capture, adequately covers the general physics of these complex movements. [ABSTRACT FROM AUTHOR]

The bullet shape is critical in efficient bullet design because it affects the lift and drag forces. This paper proposes a new bullet shape with a logarithmic curve and analyzes the lift and drag coefficients of bullets with different curves under different angles of attack. The results are compared with a bullet whose shape is described by the power law curve. Fluent simulations demonstrate that the optimal power exponent values are 0.65, 0.6, and 0.65 for the bullet with the power law curve and 1.3, 1, and 1 for the bullet with the logarithmic curve at 0°, 30°, and 40° angles of attack, respectively. At a 0° angle of attack, the lift coefficient of the logarithmic curve is the largest. The lift force of the bullet with the logarithmic curve is 129.4% higher than that with the von Karman curve. The drag coefficient is the largest for the bullet with the rectilinear curve; it is 1.30% larger than that of the bullet with the logarithmic curve. At 30° and 40° angles of attack, the lift coefficient of the bullet with the power law curve is larger. The difference in the lift coefficients between the two angles of attack is 18.47%. The bullet's drag coefficient is the largest for the logarithmic curve, and the difference in the drag coefficients between the two angles of attack is 18.59%. [ABSTRACT FROM AUTHOR]

Superhydrophobic surfaces have gained significant attention as a promising approach for drag reduction of submerged objects. Accurate evaluation and prediction of drag reduction induced by these surfaces require expensive experimental measurements, numerical simulations, or the development of reliable models and correlations. In this paper, a model is proposed for calculating the skin friction coefficient and drag reduction of superhydrophobic flat surfaces. Utilizing previous data on the skin friction coefficient of flat surfaces under noslip boundary conditions, a model is developed to estimate the skin friction reduction and skin friction coefficient of these surfaces after applying superhydrophobic coatings. The validity of the model is verified by comparing its results with those of computational fluid dynamics (CFD) simulations of flow over a flat plate at different velocities. The results of the model and simulations indicate that for inlet velocities of 1, 5, and 25 m/s and a slip length of 50 μm, drag reductions of 15%, 41%, and 77%, respectively, are expected. Additionally, the skin friction reduction increases with increasing flow Reynolds number. The developed model is validated for flat surfaces and its ability to accurately estimate the skin friction coefficient and drag force of these surfaces is thoroughly examined. However, further investigations are required to assess the model's validity for curved surfaces and variable slip lengths. [ABSTRACT FROM AUTHOR]

Widely distributed in natural rivers and coasts, vegetation interacts with fluid flows and sediments in a variable and complicated manner. Such interactions make it difficult to predict associated drag forces during sediment transport. This paper investigates the drag coefficient for an emergent vegetated patch area under nonuniform flow and mobile bed conditions, based on an analytical model solving the momentum equation following our previous work (Zhang et al., 2020, https://doi.org/10.1029/2020WR027613). Emergent vegetation was modeled with rigid cylinders arranged in staggered arrays of different vegetation coverage ∅. Laboratory flume tests were conducted to measure variations in both the water and bed surfaces along a vegetated patch on a sand bed. Based on the experimental and theoretical analyses, a dimensionless drag model integrating both terms of flow properties and bed effects is proposed to predict the drag coefficient Cd over a mobile bed. The calculated values of Cd exhibit two different trends, that is, nonmonotonically or monotonically increasing along the streamwise direction, due to the combined effect of water surface gradient and bed slope. The morphodynamic response of the mobile bed to nonuniform flow manifests as an evolution in the bed slope within the vegetated patch. Ongoing scouring directs the flow's energy toward overcoming the rising Cd and bed slope, leading to a relatively stable stage with a low sediment transport rate. This study advances the existing understanding of the drag coefficient's role over a mobile bed within nonuniform flows. It also enhances the applicability of vegetation drag models in riverine restoration. Plain Language Summary: The drag exerted by vegetation on a riverbed dictates the sediment transport rate with important implications for river morphological evolution. Predicting vegetation drag in nonuniform flow based on the bed characteristics of mobile sand bed conditions poses both theoretical and practical challenges. The implications of this endeavor include the formulation of predictive models for drag and a deeper understanding of the influence of gradually varied flow conditions in rivers. Through both experimental and theoretical investigations, this paper reveals that the drag coefficient exhibits varying patterns along the streamwise direction within the vegetated patch over a mobile sand bed. These patterns manifest in two distinct forms: a steady increase or a parabolic shape, wherein the coefficient initially rises before subsequently decreasing. This contrasts with prior studies on fixed beds, where the drag coefficient consistently follows a parabolic distribution in the streamwise direction. The discrepancy is attributed to the distinct physical contributions of pressure, advection, and bed friction to the drag coefficient. This study provides valuable insights into the importance of flow nonuniformity on vegetation drag, aiding in the prediction of backwater profiles in vegetated flows over a mobile bed. Furthermore, it facilitates modifications to sediment transport within vegetated patches. Key Points: Vegetation drag in nonuniform flow over a mobile sand bed is explored using the momentum equationDrag coefficient in nonuniform flow over a mobile bed exhibits either a parabolic or a monotonic increase along the streamwise directionWater surface gradient and bed slope contribute to the flow nonuniformity, collectively influencing the variability of the drag coefficient [ABSTRACT FROM AUTHOR]

An experimental investigation identifying the effects of surface roughness on the drag coefficient ($C_{D}$) of freely rolling spheres is reported. Although lubrication theory predicts an infinite drag force for an ideally smooth sphere in contact with a smooth wall, finite drag coefficients are obtained in experiments. It is proposed that surface roughness provides a finite effective gap ($G$) between the sphere and panel, resulting in a finite drag force while also allowing physical contact between the sphere and plane. The measured surface roughnesses of both the sphere and panel are combined to give a total relative roughness ($\xi$). The measured $C_{D}$ increases with decreasing $\xi$ , in agreement with analytical predictions. Furthermore, the measured $C_{D}$ is also in good agreement with the combined analytical and numerical predictions for a smooth sphere and wall, with a gap approximately equal to the root-mean-square roughness ($R_q$). The accuracy of these predictions decreases for low mean Reynolds numbers ($\overline {Re}$), due to the existence of multiple scales of surface roughness that are not effectively captured by $R_{q}$. Experimental flow visualisations have been used to identify critical flow transitions that have been previously predicted numerically. Path tracking of spheres rolling on two panels with different surface roughnesses indicates that surface roughness does not significantly affect the sphere path or oscillations. Analysis of sphere Strouhal number ($St$) highlights that wake shedding and sphere oscillations are coupled at low $\overline {Re}$ but with increasing $\overline {Re}$ , the influence of wake shedding on the sphere path diminishes. [ABSTRACT FROM AUTHOR]

In the Aerodynamic drag analysis, the predominant factor is pressure drag which reduces the vehicle speed and fuel efficiency. By delaying the flow separation at trailing edge in roof of the car body and creating turbulence in the vacuum region available at rear (of car body), the pressure difference between front and rear can be minimized, thus reducing the pressure drag. This study deals with the computational analysis of a simplified car model using Ansys FLUENT software at a Reynolds number of 3.281e5 based on the body length. To solve the Navier-stokes equations k - e turbulence model is used. A base car model and a car model with vortex generator (VG) placed at three different locations on either side of rear slant are developed using NX modelling software. By using ICEM meshing software, developed car models are meshed. For all model's coefficient of drag is analyzed using Ansys-FLUENT at different velocities such as 20m/s, 25m/s, 30m/s and 35m/s. From the computational analysis, a considerable reduction in the coefficient of drag is achieved in all three models. In particular, the model which had vortex generator placed at middle of rear slant of either side provides improved drag reduction comparing with other two models. While calculating the drag force using coefficient of drag, it is observed that for all velocities around 11% reduction in drag force are achieved in car model with vortex generator on comparing with the base car model. [ABSTRACT FROM AUTHOR]

Fully resolved direct numerical simulations are used to quantify the effect of evolving heat, due to idealized smoldering processes, on the aerodynamic forces of a spherical particle, representing an idealized fixed-shape firebrand particle. Firebrand particles are small glowing particles that are generated in fires and can be transferred long distances by the wind and create new spot fires. Understanding the transport of firebrands is of great importance in fire science. The simulations are performed at a Reynolds number of 500, relevant for a wide range of firebrand size and wind velocity combinations. The spatiotemporal variation of temperature over the surface of the particle is obtained using a detailed surface energy balance analysis. The firebrand particle is assumed to have the thermal and material properties of pine needles and has a Biot number larger than unity, which means that the particle undergoes notable internal temperature gradients. The results indicate that the buoyancy-induced flow around the particle significantly modifies the trailing vortices and produces two non-interacting tunnel-shaped plumes in the wake of the sphere as the particle's Richardson number increases. As a result, the particle's drag and lift coefficients show large deviations from those of a non-heated particle and an isothermal particle. The increased surface temperatures result in an increase in the drag force while inducing a negative lift. The significant variations seen in the aerodynamic forces as a function of the particle's instantaneous temperature indicate that the influence of the transient thermal conditions of firebrands should be considered in the prediction of the particles' trajectory and landing spots. [ABSTRACT FROM AUTHOR]

The effect of particle shape on the suffusion of gap-graded soils is an essential although poorly understood subject in geotechnical engineering that requires further investigation. This work presents a macroscale and microscale numerical investigation into the effect of particle shape on the suffusion of gap-graded granular materials. Rounded, elliptical, and convex particles with the same volume-equivalent diameter and varying shape coefficients were generated and used to produce samples. Next, a series of resolved coupled computational fluid dynamics (CFD) and discrete-element method (DEM) simulations were performed to provide evidence of the effect of particle shape on the suffusion susceptibility of gap-graded soils. The evolution of particle orientation, moment, and drag force coefficient were analyzed to determine the mechanisms by which particle shape exerts influence. The fine angular particles under seepage flow were found to adjust their orientation, reducing the projected area of the particle perpendicular to the fluid flow direction. Fine particles in high-flow-velocity regions had a smaller projected area and drag force coefficient. The continuous rotation of the irregularly shaped particles during suffusion implies that their migration should counteract the moments exerted by the surrounding particles. In the sample containing various irregularly shaped particles, the initial position of the most irregularly shaped particle was closer to the outlet, implying that irregularly shaped particles are less susceptible to suffusion. [ABSTRACT FROM AUTHOR]

To understand passive vortex-induced vibrations (VIV) coexisting with active structure motions, this paper numerically investigates the use of pure pitch oscillation to control a square cylinder mounted with a deformable splitter plate at the Reynolds number of 333. The oscillation is enforced with an amplitude of 3° and different frequencies from 0 to 6 Hz. Direct numerical simulations using a partitioned method with a semi-implicit coupling algorithm are performed. According to the trajectories of the splitter-plate tip displacement with respect to the lift or drag force coefficient, a specific lock-in regime determined by the frequency of the enforced pitch oscillation is identified. Further spectral analyses of the tip displacement and lift force show that the lock-in frequencies are equal to the enforced frequencies. Next to the lock-in regime, semi-lock-in regimes with narrow bandwidths are distinguished, exhibiting both lock-in and non-lock-in features. In the non-lock-in regimes, the frequencies of the most predominant peaks in the spectra are found near the natural frequency of the splitter plate of 3.236 Hz, and the frequencies of the two secondary peaks are distributed along the characteristic lines following the ratios of these frequencies to the enforced frequency, which are ±1. Thus, the interaction is dependent on the combined effects of the passive VIV and the actively enforced pitch oscillations. Moreover, the intersection points of the characteristic lines are located close to the upper and lower frequency limits of the lock-in regime, inferring the conditions for the lock-in onset. [ABSTRACT FROM AUTHOR]

The drag force on the small particle in high-speed flows is influenced by the combined effects of fluid viscosity, compressibility, and rarefaction. The existing drag coefficient models are still insufficient in accuracy and efficiency for gas-particle flow simulation. This study comprehensively considers these effects and conducts high-fidelity numerical simulations. A new drag coefficient is generated using a symbolic regression method reasonably based on the particle Mach number, Reynolds number, and Knudsen number, which are related to particle diameter, gas-particle relative velocity, and other parameters. The new drag coefficient possesses clear physical significance, high predictive accuracy, low computational cost, and consistency with theory in limiting conditions. The application of the new drag coefficient to three typical gas-solid two-phase flow cases demonstrated its excellent performance. [ABSTRACT FROM AUTHOR]

Imitating Dolphin fish-like movement is productive method for enhancing their hydrodynamic capabilities. This work aims to analyze and understand the oscillations of tail fluke of Dolphin, which can be used as a propulsive mechanism for underwater fish robots and vehicles. The objective of the work is to achieve the desired oscillating amplitude by simulating the NACA 0012 profile using computational models and Set up the swimming movement of the dolphin, imitating a fish like model. Computational techniques were employed to examine the propulsive capabilities of the oscillating hydrofoil, inspired by the dolphin's biological propulsion. The evolutionary of fluid pattern in the field surrounding both Dolphin fish model and the NACA0012 hydrofoil, from initial motion to cruising, was established, and the hydrodynamic impact was subsequently studied. An user-defined function (UDF) was developed to create a dynamic mesh interface with CFD code ANSYS FLUENT for establishing the oscillations of Dolphin tail across the flow field. Influencing hydrodynamic coefficients such as lift and drag coefficients at different frequencies were also obtained. The findings shown that when the acceleration of the Dolphin fish model increases, the time averaged drag force coefficient drops because The wake field's vortex disperses to have some beneficial effects and pressure of water surrounding the fish head intensifies to produce a large resistance force. Simulation results show a 98% agreement at lower frequency and speed levels but a 5% deviation at higher frequency and speed due to turbulence effects in both models. It was established that the vortex superposition enhances the Dolphin fish like model rather than lowering its positive impacts. The Strouhal number, which is obtained by the fluid field's evolution rule, can be linked to the Kármán vortex street span with reverse. [ABSTRACT FROM AUTHOR]

Seaplanes are essential for transportation in countries like Indonesia, given its archipelagic nature. These types of aircraft can land on both water and conventional runways, perfectly suited for Indonesia's geography. The floaters, a key component of seaplanes, significantly influence performance during take-off and landing, necessitating precise hydrodynamic design. While studies have focused on reducing resistance forces and ensuring water stability, there is still a gap in understanding how different floater shapes impact aerodynamic characteristics during cruise flight, which is crucial for fuel efficiency and cost-effectiveness. This research examines how various float shapes affect aircraft aerodynamics, particularly lift and drag coefficients. Numerical simulations with different buoy models and angles are conducted to gauge the impact. Grid independence testing demonstrates that denser mesh resolution stabilizes coefficients, yielding reliable simulation data. Results show varying performance among float shapes, with type 4 floaters exhibiting higher lift coefficients or lower drag forces, thus affecting fuel efficiency. Visualization of pressure distribution on different buoy shapes at varying wind angles reveals differences in aerodynamic characteristics based on buoy design. These findings enhance understanding of float shape's aerodynamic influence, particularly during cruising flight, offering insights to optimize seaplanes for improved fuel efficiency and reduced operational costs. [ABSTRACT FROM AUTHOR]

This study examines the time dependent incompressible fluid flow of a non-Newtonian upper-convected Maxwell, (UCM), fluid within a very long cylinder, which is oscillating in both the longitudinal and torsional directions, with slip occurring at the boundary. Based on the proposed governing equations, analytical expressions are obtained for the velocity of the fluid, stresses, work done, the cylinder's drag and the drag coefficient, which are examined graphically. [ABSTRACT FROM AUTHOR]

Unlike uniform motion, when an object moves underwater with variable speed, it experiences additional resistance from the water, commonly referred to as added mass force. At present, several methods exist to solve this force, including theoretical, experimental, and simulation approaches. This paper addresses the challenge of determining the added mass force for irregularly shaped small objects undergoing variable speed motion underwater, proposing a method to obtain the added mass force through numerical simulation. It employs regression analysis and parameter separation analysis to solve the added mass force, added mass, viscous drag coefficient, and pressure drag coefficient. The results indicate that an added mass force exists during both the acceleration and deceleration of the object, with little difference between them. Under the same velocity conditions, significant differences exist in pressure drag forces, while differences in viscous drag forces are not significant. This suggests that the primary source of added mass force is pressure drag, with viscous drag having little effect on it. During acceleration, the surrounding fluid accelerates with the object, increasing the pressure drag with a high-pressure area concentrating at the object's front, forming an added mass force that is directed backward. By contrast, during deceleration, the fluid at the object's front tends to detach, and the fluid at the rear rushes forward, leading to a smaller high-pressure area at the front and a larger one at the rear, reducing the pressure drag and forming an added mass force that is directed forward. By comparing the added mass of a standard ellipsoid obtained from numerical simulation with theoretical values, the regression analysis method is proven to be highly accurate and entirely applicable for solving the added mass of underwater vehicles. [ABSTRACT FROM AUTHOR]

Reducing space debris is a critical challenge in current space exploration. This study focuses on designing a drag sail for CubeSat models and examining their aerodynamic properties using the direct simulation Monte Carlo (DSMC) method. The analysis encompasses the aerodynamic performance of intricate three-dimensional shapes with varying sail dimensions at orbital altitudes of 125 km, 185 km, 300 km, and 450 km. Additionally, free molecular flow (FMF) theory is applied and compared with the DSMC findings for both a flat-plate model and the CubeSat. The results reveal that FMF accurately predicts the drag coefficient at altitudes of 185 km and above, while significant discrepancies occur at lower altitudes due to increased inter-molecular collisions. This study also suggests that the drag sail substantially enhances the CubeSat's drag force, which effectively reduces its deorbiting time. [ABSTRACT FROM AUTHOR]

The results of a numerical study of the flow around a circular rotating cylinder under the subcritical regime of the Reynolds number are presented. A numerical flow simulation was carried out using the Realisable k-ε turbulence model, which effectively visualizes the fallout of vortices. At Reynolds numbers 16,000, 30000, and 50,000 and revolutions 300,500 and 700, the velocity field around the cylinder with the plate and the static pressure distribution field around the cylinder with the plate are obtained. It is determined that with an increase in the rotation frequency of the cylinder with the plate, the vortex formation increases. In the future, there will be an increase in lifting force and drag force due to an increase in flow velocity and, consequently, a decrease in pressure. Due to the rotational motion, there is a change in the pressure field at the ends of the cylinder with the plate. [ABSTRACT FROM AUTHOR]

A comprehensive 2D numerical model was conscientiously developed to investigate the vortex-induced vibration phenomena in a cylindrical structure with rounded corners. The Navier-Stokes equation was adeptly solved under the specific condition of a Reynolds number (Re) of 150. The investigation reveals intricate details of the phenomena. The study aimed to systematically analyze the interaction between drag and lift force coefficients, cylinder vibration amplitude, and the patterns of vortex shedding modes under various conditions. This study systematically altered the radius of the cylinder's rounded corners to evaluate their effects on both structural and hydrodynamic responses. This variation was crucial in comprehending how slight alterations in the cylinder's geometry impact significant changes in the flow dynamics and correlated vibration behavior. The model's numerical results revealed the significant impact of the curved edge ratio on both the hydrodynamic forces acting on the cylinder and its vibration response. The variation in edge curvature resulted in changes in drag and lift coefficients, leading to a significant impact on the amplitude of vibration. This elucidates the crucial role of geometric design in controlling and optimizing the structural behavior of cylindrical structures under fluid flow conditions. [ABSTRACT FROM AUTHOR]

Numerical simulation is vital for evaluating urban ventilation. However, accurate urban-scale ventilation modeling requires extensive building surface simulation for computational demand. The distributed drag force approach simplifies the urban canopy by modeling buildings as a porous volume that accounts for momentum and turbulence. This method is a practical solution for simulating urban airflow. The drag force coefficient (Cd) is a crucial aerodynamic parameter in this approach. This study examines how Cd varies with urban design parameters such as plan area density (λp), average building height (H), frontal area density (λf), floor aspect ratio (AR), and sky view factor (SVF). Employing extensive numerical simulations conducted under neutral atmospheric conditions, we explore ranges of λp = 0.04–0.07 and λf = 0.1–1.2. The numerical model has been validated against existing wind tunnel data. The results show that Cd is insensitive to the model scale and background wind speed. We discover a nonlinear relationship between Cd and the parameters λp, λf, and SVF. For urban layouts with cubic-shaped buildings, Cd peaks at different λp within the range of 0.2~0.8. When λp and H are constant, Cd has a linear relationship with AR and λf. It is recommended to use λp, SVF, and AR as predictors for Cd across various urban configurations. [ABSTRACT FROM AUTHOR]

The current study emphasizes bioconvective viscous fluid flow between two horizontal deformable cylinders. At the cylindrical walls, the Newtonian heat and mass condition with velocity slip is examined. The thermal and solutal transfer is optimized by amalgamating Soret–Dufour effects with variable heat source/sink. The equations that regulate the flow are simplified via appropriate transformations. The bvp4c algorithm is employed to obtain the numerical solution. The ramifications of the emerging parameters are portrayed graphically. Numerical values for drag force coefficient, heat flux, mass flux, and local motile density numbers are enumerated in tabulated form. Axial velocity accelerates on varying the unsteadiness parameter. The thermal field elevates by augmenting the Dufour number and thermal conjugate parameter. The drag force coefficient exhibits a decreasing behavior on enhancing the unsteadiness and velocity slip parameters. An opposite behavior is exhibited by heat and mass flux on amplifying the Soret and Dufour number. Motile density deteriorates on elevating the Lewis number and unsteadiness parameter. A substantial correlation has been noticed by graphically comparing the results of this study with the previous literature. [ABSTRACT FROM AUTHOR]