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Nanoparticles (NPs) can be highly beneficial as additives to lubricating fluids, and the tribotronic response of charged NPs tuned by external fields represents an area of great technological potential. Tribotronic response, however, is expected to be highly size dependent, which represents a significant design challenge. To explore this issue, quartz crystal microbalance and cyclic voltammetry were employed to characterize nanotribological and electrochemical behavior of platinum–nanofluid interfaces formed by aqueous suspensions of different-sized negatively charged titanium dioxide (TiO2) NPs. Suspensions of 5, 40, and 100 nm NPs were all observed to reduced interfacial frictional drag forces upon introduction into pure water in zero field conditions, with reductions for the 40 nm NPs about twice those of 5 nm particles at comparable concentrations. Suspensions of 100 nm NPs produced even greater reductions, but rapidly precipitated from the suspension when left unstirred. NPs were also driven to and from Pt electrode surfaces by applying external electric fields with varying amplitudes and modulation frequencies. For electric fields of sufficient amplitude and duration, the 40 nm TiO2 nanosuspension exhibited tribological properties consistent with a reversible electrophoretic deposition of the NPs, accompanied by changes in the electrochemical attributes and increasing interfacial drag. The 5 nm NP properties were consistent with progressive reductions in interfacial drag forces at the NP–suspension interface linked to field-induced increases in concentration. [ABSTRACT FROM AUTHOR]

With continuous increase in the train speed, the aerodynamic drag forces of high-speed trains increase sharply in a square relationship. As an important source of train aerodynamic drag, pantograph regions have become the key areas to share the contribution to the train's total drag. Thus, improving the pressure distribution in pantograph regions can be a potential and effective method to reduce train aerodynamic drag. Coleoptera has smooth and hard elytra to protect the hindwings, which provides a new design concept for the pantograph deflectors. Based on the biological pattern of Coleoptera, the geometric shape of pantograph biomimetic elytra (i.e., deflector) was constructed in a three-car group mode. Therefore, four calculation cases were set up, i.e., the original unraised pantograph model, original raised pantograph model, unraised pantograph + deflector model, and raised pantograph + deflector model. A time-dependent numerical method improved delayed detached-eddy simulation (IDDES), first validated by the previous wind tunnel test, was employed to analyze the aerodynamic drag forces in different schemes, and the drag reduction mechanism of deflectors was studied. The results show that although an extra drag force is introduced from the deflector, a larger drag reduction is obtained from the pantograph itself. Thus, the aerodynamic drag of pantograph regions is significantly reduced after installing pantograph deflectors. The air flows over the pantograph region in a smoother way with less blocking effect, and the flow above the deflector is accelerated. After the deflector separately installed on three-car high-speed train models with unraised/raised pantographs, the drag reduction for the unraised/raised pantograph regions can be up to 83.88% and 35.29%, while for a three-car grouping model, it can be achieved by 10.76% and 4.49%, respectively. [ABSTRACT FROM AUTHOR]

Understanding the dynamic response of trees to a strong wind is crucial to alleviating the damages and losses of tree forests caused by windstorms. Previous studies have elucidated small deformations of a broad range of tree species, yet mathematical models that can accurately pinpoint the location and severity of wind-induced damages are still lacking. To bridge this gap, the present work puts forward the first geometrically accurate, physics-based model to capture large deformation of trees induced by a strong wind. The proposed model incorporates a branched tree architecture to represent the topology of a realistic tree. The large, dynamic deformation of the trunk and branches of the tree is described by a system of nonlinear partial differential equations derived from structural theories rooted in classical mechanics. The aerodynamic loading is quantified based on the instantaneous relative velocity between the wind and the tree. The proposed model could successfully reproduce the effects of aerodynamic damping by capturing the nonlinear interplays between the wind and the tree, in contrast to prior analytical models that relied on empirical assumptions of the damping coefficients. The model further reveals a reduction in the drag force due to wind-induced shape reconfiguration, which is enhanced exponentially as a function of the wind speed. The proposed modeling framework could aid in the development of novel forest management strategies to mitigate wind-induced economic and environmental losses. • Quantifying the large dynamic deformation of trees in a strong wind is essential to mitigating wind-induced damages. • This work puts forward the first geometrically accurate, physics-based model to capture the large deformation of trees. • The model incorporates branched tree architectures and structural theories rooted in classical mechanics. • The model accurately captures the effects of aerodynamic damping without empirical assumptions on the damping coefficients. • The analysis reveals that drag reduction enhances exponentially with respect to the wind speed due to shape reconfiguration. [ABSTRACT FROM AUTHOR]

The objective of this paper is to analyze the unsteady incompressible flow of the viscous nanofluid on a contracting surface with viscous dissipation effects. Presented and contrasted are analyses of both multi-wall carbon nanotubes (MWNTs) and single-wall carbon nanotubes (SWNTs). As the common (or base) fluids, kerosene oil and water are utilized. In the existence of first-order thermal and velocity slip conditions, mathematical modeling and analysis are performed. Using the MATLAB software's bvp4c solver tool, numerical solutions to the governing nonlinear modeled problems were obtained. This technique is particularly effective for developing many solutions to highly nonlinear differential equations. In addition, a comparison is done between this study and previously published works. The temperature, velocity, skin friction coefficient and heat-transfer rate have been explored for various significant factors included in the problem statements. In the unsteadiness parameter regime, dual solutions can be found. As the velocity slip parameter is increased, the flow slows down. In comparison to SWCNTs kerosene, MWCNTs kerosene oil has a greater velocity curve for the nanoparticles volume fraction. Increases in volume fraction decrease skin friction, whereas increases in the unsteadiness parameter speed up the drag force. Furthermore, as the Eckert number intensity increases, so do the temperature profiles in both solutions. Finally, the stability study revealed that the initial solution is robust, whereas the breakage in the second solution in the Nusselt number shows singularity, and thus the second solution is considered unstable. [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]

We present an experimental realisation of spatial spanwise forcing in a turbulent boundary layer flow, aimed at reducing the frictional drag. The forcing is achieved by a series of spanwise running belts, running in alternating spanwise direction, thereby generating a steady spatial square-wave forcing. Stereoscopic particle image velocimetry in the streamwise–wall-normal plane is used to investigate the impact of actuation on the flow in terms of turbulence statistics, drag performance characteristics, and spanwise velocity profiles, for a non-dimensional wavelength of λ x + = 397 . In line with reported numerical studies, we confirm that a significant flow control effect can be realised with this type of forcing. The scalar fields of the higher-order turbulence statistics show a strong attenuation of stresses and production of turbulence kinetic energy over the first belt already, followed by a more gradual decrease to a steady-state energy response over the second belt. The streamwise velocity in the near-wall region is reduced, indicative of a drag-reduced flow state. The profiles of the higher-order turbulence statistics are attenuated up to a wall-normal height of y + ≈ 100 , with a maximum streamwise stress reduction of 45% and a reduction of integral turbulence kinetic energy production of 39%, for a non-dimensional actuation amplitude of A + = 12.7 . An extension of the classical laminar Stokes layer theory is introduced, based on the linear superposition of Fourier modes, to describe the non-sinusoidal boundary condition that corresponds to the current case. The experimentally obtained spanwise velocity profiles show good agreement with this extended theoretical model. The drag reduction was estimated from a linear fit in the viscous sublayer in the range 2 ≤ y + ≤ 5 . The results are found to be in good qualitative agreement with the numerical implementations of Viotti et al. (Phys Fluids 21, 2009), matching the drag reduction trend with A + , and reaching a maximum of 20%. [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]

For the first time, this paper examines the aerodynamic forces that arise in a platoon of Heavy Goods Vehicle lorries travelling in close proximity during an overtaking manoeuvre. Through an in-depth programme of wind tunnel experiments it is demonstrated that there is a complex relationship between the drag and side force coefficients, with a possible hysteresis-like behaviour shown. The influence of the overtaken lorry on the overtaking lorry is shown to be key in terms of the aerodynamic-induced forces experienced by the latter. Furthermore, the overtaking lorry is shown to benefit aerodynamically from the overtaken lorry, and this is attributed to the elliptical nature of the Navier-Stokes equations. In addition to examining the forces that arise during overtaking, the variation of the wind-induced forces with respect to yaw on a single lorry is compared to those on a middle lorry in a 3-lorry platoon. The aerodynamic benefits arising from platooning/vehicles travelling in close proximity are again demonstrated, although it is shown that these benefits may only exist over a limited range of yaw angles, raising questions about the real-world application of this approach. This has important implications for platooning in crosswinds and the drag force reduction that is assumed due to platooning. [ABSTRACT FROM AUTHOR]

The presence of a dispersed phase can significantly modulate the drag in turbulent systems. We derived a conserved quantity that characterizes the radial transport of azimuthal momentum in the fluid–fluid two-phase Taylor–Couette turbulence. This quantity consists of contributions from advection, diffusion and two-phase interface, which are closely related to density, viscosity and interfacial tension, respectively. We found from interface-resolved direct numerical simulations that the presence of the two-phase interface consistently produces a positive contribution to the momentum transport and leads to drag enhancement, while decreasing the density and viscosity ratios of the dispersed phase to the continuous phase reduces the contribution of local advection and diffusion terms to the momentum transport, respectively, resulting in drag reduction. Therefore, we concluded that the decreased density ratio and the decreased viscosity ratio work together to compete with the presence of a two-phase interface for achieving drag modulation in fluid–fluid two-phase turbulence. [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]

Investigating the subject offers a pioneering approach to enhancing thermal performance and aerodynamic efficiency, unlocking novel strategies for optimizing energy utilization and air dynamics in engineering applications. In this research, a numerical study of airflow control coupled to heat transfer around several heated square cylinders is carried out at a fixed Reynolds number (R e = 100). The effect of the positioning and length of the control partitions is examined. Numerical simulations are carried out using the lattice Boltzmann method with multiple relaxation times model. The obtained results reveal the existence of a critical position g = 0 where a significant improvement in the Nusselt number is observed. This improvement amounts to 31.1 % for the rear face of the top obstacle, 30.2 % for the rear face of the central obstacle, and 36.65 % for the rear face of the bottom obstacle compared to the uncontrolled case. Thus, a complete suppression of the vortex shedding is observed when the length of the partitions reaches a critical value (L p = 4 D). Furthermore, a maximum percentage of drag reduction is achieved by around 6.03 % for the central block and 16.67 % for the two end blocks when the length of the control partitions reaches this critical value. [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]

Wall-based spanwise forcing has been experimentally used with success by Auteri et al. (Phys. Fluids, vol. 22, 2010, 115103) to obtain large reductions of turbulent skin-friction drag and considerable energy savings in a pipe flow. The spatial distribution of the azimuthal wall velocity used in the experiment was not continuous, but piecewise constant. The present study is a numerical replica of the experiment, based on a set of direct numerical simulations (DNS); its goal is the identification of the effects of spatially discrete forcing, as opposed to the idealized sinusoidal forcing considered in the majority of numerical studies. Regardless of the discretization, with DNS the maximum drag reduction is found to be larger: the flow easily reaches complete relaminarization, whereas the experiment was capped at 33% drag reduction. However, the key result stems from the observation that, for the piecewise-constant forcing, the apparent irregularities of the experimental data appear in the simulation data too. They derive from the rich harmonic content of the discontinuous travelling wave, which alters the drag reduction of the sinusoidal forcing. A detailed understanding of the contribution of each harmonic reveals that, whenever for example technological limitations constrain one to work far from the optimal forcing parameters, a discrete forcing may perform very differently from the corresponding ideal sinusoid, and in principle can outperform it. However, care should be exercised in comparison, as discrete and continuous forcing have different energy requirements. [ABSTRACT FROM AUTHOR]

Deep reinforcement learning (DRL) is gaining attention as a machine learning tool for effective active control strategy development. This study focuses on employing DRL to develop an efficient active control strategy for flow around three circular cylinders arranged in an equilateral-triangular configuration in a two-dimensional channel. The analysis of control outcomes reveals that DRL induces vortices of varying sizes between the cylinders, resulting in large elliptical vortices at the rear. This enhancement in flow stability leads to a significant 40.40% reduction in cylinder drag force and an approximate 8.23% decrease in overall drag oscillations. Our research represents a pioneering application of DRL for stabilizing complex flow around multiple cylinders, yielding remarkable control effectiveness. The noteworthy outcomes in controlling the stability of complex flows highlight the capability of DRL to grasp intricate nonlinear flow dynamics, showcasing its potential for investigating active control strategies within complex nonlinear systems. [Display omitted] • Demonstrating deep reinforcement learning in non-linear, complex flow problems. • Remarkable 40.40% drag reduction, 8.23% less overall drag fluctuations. • Efficient implementation of real-time, multi-point active control for complex flow. [ABSTRACT FROM AUTHOR]

This paper investigates the force and heat transfer characteristics of deformable alumina droplets in compressible flow. The numerical scheme couples the Navier–Stokes equations with the volume-of-fluid method, fuzzy theory, and a proportional–derivative controller. The effects of the Reynolds number, Weber number, and relative Mach number on the droplet deformation and the drag and heat transfer characteristics are studied. The results show that the fuzzy theory coupled with the proportional–derivative controller allow the droplet to reach the quasi-steady state more efficiently and robustly. The drag coefficient and Nusselt number of the droplet increase with the degree of deformation and the relative Mach number between the flow field and the droplet. The relative Mach number and the Weber number are weakly coupled with the drag coefficient and the Nusselt number. Finally, the inner two-phase flow fields of a solid rocket motor are calculated. The mechanisms whereby particle deformation influence the inner flow field of the solid rocket motor are analyzed. [ABSTRACT FROM AUTHOR]

Drag reduction technology has a promising application in marine fields and has drawn much interest in scientific fields. Superhydrophobic surface has been proven to be effective in drag reduction due to thin film of gas adsorbed on surface because of its low friction drag and large slip length. Here, macroscopic and stable gas film was observed when water flowed over superhydrophobic surface with step without additional gas injection under laminar flow and turbulent flow. Superhydrophobic surface was prepared with contact angle more than 150° and roll-off angle nearly 0°. Macroscopic gas film could maintain under laminar flow and turbulent flow and keep up to 80% after 1 h water flowing with optimized parameters of step, showing different morphological deformations under different velocities and Reynolds numbers. Compared with untreated hydrophilic surface, superhydrophobic surface with step exhibited good drag reduction performance with maximum drag reduction rate 20% under laminar flow and turbulent flow, after optimizing of height of step and distance between steps. Mechanisms of gas film drag reduction were the ultra-low skin friction drag force between liquid–gas interface, large slip length on liquid–gas interface, and flexible gas film surface acted like compliant wall. Gas film of millimeter scale was much larger than thickness of boundary layer and reduced turbulence intensity near wall. This work provides a new way to obtain macroscopic gas film and analyze liquid–gas interface. [ABSTRACT FROM AUTHOR]

The integration of chemical looping combustion with fluid catalytic cracking (CLC-FCC) is an innovative concept that serves as a cost-effective method for CO2 capture in refineries. This approach has the potential to reduce refinery CO2 emissions by 25–35%, offering a promising solution. As in the conventional FCC unit, it is common for CLC-FCC regenerators to be exposed to an on-off process while they are being maintained and cleaned. The novelty of this research lies in its specific focus on a less-explored phase (start-up) of CLC-FCC regenerators, the application of advanced CFD modeling, and the comprehensive analysis of operational parameters that influence the system’s performance. To validate the CFD simulations of the different drag models for solid-gas granular, bed density profiles under steady-state conditions, collected from industrial processes, were used. For the flow period based on the start-up process of the drag models, the fluidization gas inlet geometry of the regenerator, flow regime (laminar and turbulent), and superficial gas velocity were comprehensively investigated to reveal their effects on hydrodynamic characteristics. The results show that Gidaspow and Syamlal-O’Brien drag models of the solid-gas multiphase granular flow exhibited a better fit with industrial data. The SyamlalO’Brien and Gidaspow models closely align with industrial data under steadystate conditions, displaying similar bed densities in the dense phase region (230– 310 kg/m³ for Syamlal-O’Brien and 235–300 kg/m³ for Gidaspow). During the initial stage (less than 0.2 seconds), both laminar and turbulent models yield comparable bed density profiles, approximately 510 kg/m³ in the dense phase. However, as the process progresses, the dense phase density decreases to about 250–350 kg/m³ at around 0.5 seconds, with laminar flow models showing a slightly better fit with industrial data. Notably, at 0.5 seconds of fluidization time, inlet geometries having better gas distribution achieve a highly diluted phase with bed densities of 10–20 kg/m³. Reaching a steady state, the bed density decreases from around 400 kg/m³ to 260–300 kg/m³, expanding into a higher section of the regenerator where it aligns well with industrial data. The increase in superficial gas velocity would result in the clarification of the difference and well mixing of the solid-gas multiphase flow. [ABSTRACT FROM AUTHOR]

Inspired by the energy-saving character of group motion, great interest is directed toward the design of efficient swarming strategies for groups of unmanned aerial/underwater vehicles. While most of the current research on drone swarms addresses controls, communication, and mission planning, less effort is put toward understanding the physics of the flow around the members of the group. Currently, a large variety of drones and underwater vehicles consist of non-lifting frames for which the available formation flight strategies based on lift-induced upwash are not readily applicable. Here, we explore the V -formations of non-lifting objects and discuss how such a configuration alters the flow field around each member of the array compared to a solo flyer and how these changes in flow physics affect the drag force experienced by each member. Our measurements are made in a water tunnel using a multi-illumination particle image velocimetry technique where we find that in formations with an overlap in streamwise projections of the members, all the members experience a significant reduction in drag, with some members seeing as much as 45% drag reduction. These findings are instrumental in developing generalized energy-saving swarming strategies for aerial and underwater vehicles irrespective of the body shapes. [ABSTRACT FROM AUTHOR]

Wingtip vortices generated from aircraft wingtips, as a result of the pressure differential at the wingtip, constitute a major component of the total drag force, especially during take-off and landing. In addition to the drag issue, these vortices also pose a significant hazard to smaller aircraft flying in the wake of the larger airplane. The wingtip vortices play a crucial role in aerodynamic efficiency, fuel consumption, flight range, and aircraft stability. This paper presents an overview of the volume of work conducted over the past six decades to encapsulate the phenomena and the techniques devised to mitigate the wingtip vortices. It is shown that the aerodynamic efficiency of the examined wingtip devices ranges from 1% to 15%, depending on the type of wingtips and the flight conditions. Furthermore, it is pointed out that the decrease in fuel consumption ranges from 3.4% to 10%, and the reduction in the induced drag ranges from 5% to 20%. [ABSTRACT FROM AUTHOR]

Compressible flow through a branched duct and the motion of a sphere through a high blockage ratio pipe are two important and engaging topics throughout the years. The results of studies on these topics are of practical relevance to many fields such as the gas pipeline technology, air transport systems in gas turbines technology, and tube transportation, etc. However, studies on the motion of a sphere in a branched duct are scarce. Studies of the motion of a sphere in a near-vacuum tube could contribute to the development of a branched Hyperloop system in the future. In this study, we investigated the effect of the tube curvature radius and angle on the aerodynamic characteristics of a sphere during its motion in a branched tube. We examined, quantified, and compared the variation of the drag, side force, and pressure waves for the cases where a sphere enters a branch considering six curvature radii (from 500 to 3000 m), three angles (10°, 15°, and 20°), three speeds (100, 200, and 300m s-1), and two initial pressures (1/1000 and 1 atm) in simulations. The results indicated that the drag and side force vary only in the intersection region (region where the straight tube and branched tube intersect); before and after the intersection region, they are similar. With an increase in the curvature radius, the rate of drag reduction (FD/max(FD)) decreases, while the changes in the angle do not affect variation of drag and side forces. Furthermore, we compared the motion of a sphere in straight and branched directions and found out that the flow in front and behind the sphere was similar for both directions. [ABSTRACT FROM AUTHOR]

In this study, a new approach based on dielectric barrier discharge (DBD) plasma was used to fabricate super-buoyant dielectric materials for drag-reduction. We used a glass slide as a high-density substrate for buoyancy tests and a model boat made from Polymethyl methacrylate (PMMA) for drag-reduction experiments. In the first step, an atmospheric pressure DBD plasma was used for the deposition of the hydrogenated amorphous carbon (a-C:H) film using argon working gas and toluene precursors. The layer characterizations were performed versus the plasma deposition time by FE-SEM, AFM, FTIR, and Raman analysis. The morphological characterizations showed the formation of some micro and nanostructures on the surface followed by an increase in surface roughness. Moreover, the chemical characterizations suggested the successful formation of a-C:H film. In the next step, the effect of the deposited layer was assessed on the buoyance and drag reduction. Based on the results, the plasma coating produced a super-buoyant glass slide with remarkable load-bearing capacity, high durability, and robustness. In addition, the drag force was reduced noticeably after the plasma treatment. The results of this study promise the use of atmospheric pressure plasma for the fabrication of super-buoyant surfaces for buoyancy applications. [ABSTRACT FROM AUTHOR]

The shape of the tube in submerged floating tunnels (SFTs) plays a critical role in determining their performance and safety in marine environments. In this study, a gradient optimization procedure based on the discrete adjoint method is performed to minimize the drag force under uniform currents action. The free form deformation approach is employed to parameterize the design variables. The physical mechanisms of the optimization process are revealed via unsteady numerical simulations and experimental tests. Moreover, the hydrodynamic performance of the tube with the optimal shapes subjected to a wave–current combination is also evaluated. The results show that the drag coefficient is significantly reduced through optimization by reducing the pressure amplitude in the negative-pressure area. Additionally, the lift oscillation is also suppressed to delay structural fatigue, owing to the strength reduction and increased distance of the wake vortex. The experimental analysis indicates the advantage of the optimal shape in reducing the loads under wave–current actions, accompanied by changes in the frequency distribution of the force and vortex structure. The elliptical shape of the SFT's tube provides significant advantages in drag reduction at high Reynold number. Suggestions on the shape design of the section of SFT are given according to different types of constraints. [ABSTRACT FROM AUTHOR]

In this investigation, two-dimensional flow past square cylinders with slip boundary have been studied with the lattice Boltzmann method. Three modes, which are a single cylinder, an oblique cylinder, and side-by-side cylinders, are investigated with Reynolds numbers from 25 to 200 while relative slip length ranges from 0 to 0.1. It can be concluded that both the flow state and the slip boundary have a great effect on the drag reduction rate. For a single square cylinder, drag forces decrease with larger slip length while the Strouhal number is almost constant. For an oblique cylinder, the slip length also has effects on the stability of the flow except the drag and lift forces. Vortex separation delays with a slip wall of oblique cylinder. For side-by-side cylinders, the jet between two cylinders is not conducive to the drag reduction rate of the slip boundary. Moreover, the application of slip boundary may also lead to additional drag force as vortex separation intensifies, which is extremely different from simple channel flows. Studies have shown that the slip boundary does not always reduce the drag in some complex flow fields. It can be concluded that the drag reduction effect of slip boundaries is more effective in uniform flow. [ABSTRACT FROM AUTHOR]

The flow past an inclined cylinder is simulated using large eddy simulations to study the three-dimensional wake flow effects on the forces on the cylinder at Re = 3900. Four inclination angles of α = 0°, 30°, 45°, and 60° are considered. The validity of the independence principle (IP) at the four investigated angles is examined. The results suggest that IP can predict the vortex shedding frequency at 0° ≤ α ≤ 60°, while it fails to predict the drag, lift, and pressure coefficients variations because the three-dimensional effect is neglected for IP. A comprehensive analysis is performed to provide insights into the three-dimensional effects on the drag and lift forces caused by α. The flow velocities, the Reynolds stress, and the spanwise characteristic length of the flow structures are discussed in detail. It is found that the recirculation length reaches its maximum at α = 45°, which results in the smallest drag coefficient and lift force amplitudes. The spanwise characteristic lengths of the vortices are similar for all cases, while spanwise traveling patterns are observed only for α > 0°. A force partitioning analysis is performed to quantify the correlations between the forces and the spanwise and cross-spanwise vortices. It reveals that for α = 30°, the drag force becomes dominated by the cross-spanwise vorticity. With the increasing α, the dominant contribution gradually changes from the cross-spanwise to the spanwise vorticity, and the cross-spanwise vorticity contribution to the drag force further becomes negative at α = 60°. [ABSTRACT FROM AUTHOR]

Reduction of turbulent drag force is one of important works in the design of airplanes and hypersonic aircrafts. The annular plasma synthetic jet (APSJ) has become an interesting and popular flow control method in reducing the drag of turbulent boundary layers. In this paper, a comprehensive experimental study is carried out on the turbulent drag reduction regulated by an array of annular plasma synthetic jet actuators. The effects of the operating parameters such as the actuation voltage, the pulse frequency and the incoming wind speed on the drag reduction rate are studied and discussed in detail. The performances of the plasma actuator array are evaluated and summarized at multiple working conditions. Finally, the coherent structures of turbulence and the hairpin-like vortices are depicted and discussed. The results show that the optimal drag reduction rate is achieved, as the actuation voltage, pulse frequency and incoming wind speed are V p p = 7 kV, f p = 50 Hz, and U ∞ = 7 m/s, respectively. A resonant coupling phenomenon is observed when the pulse frequency of the actuators approaches the characteristic frequency of the coherent structure. The upward sweep flow induced by APSJ actuators may lead to a reduction of the turbulent drag force, but the downward wash flow leads to an increase in the drag. Present study could provide solid experimental data and a helpful guidance for the drag reduction of an airplane. [ABSTRACT FROM AUTHOR]

The purpose of this research is to reveal the effects of roughness on the hydrodynamics of the fluid around a grooved cylinder by studying the drag and recirculation length. The main objectives are to reach the maximum reduction of the wind load. This work is carried out to investigate the effect of the number of grooves on the drag reduction of flow around a circular cylinder with triangular grooves. This investigation reports numerically on a laminar steady flow over a cylinder with 2, 4, 8, 12 and 16 triangular grooves regularly distributed around the cylinder circumference with wavelength and wave amplitude of 1/10, immersed in two-dimensional unconfined Newtonian fluid over the symmetry regimes. The predicted results showed an excellent agreement with the available data of literature for validation. The obtained results used for our investigations for a Reynolds number up to 40 suggest that the presence of the grooves on the smooth cylinder surface leads to a slight reduction over the drag coefficient and the recirculation length at the same Reynolds number, this trend is more pronounced as the number of grooves increase. [ABSTRACT FROM AUTHOR]

This study explores the use of a reinforcement learning (RL)-based active flow control strategy to reduce the drag of a transversely oscillating cylinder confined between two walls. We incorporate wake kinematic information of the oscillating cylinder from direct numerical solution into the agent to actively adjust the oscillating amplitude. Our findings reveal two strategies that significantly improve drag reduction. First, the oscillating frequency should be chosen within the lock-in region. Second, placing probes in the active region of turbulent kinetic energy enables the full utilization of physical information for achieving more efficient and stable control. The results show that an effective control strategy can reduce the drag by 8.4% compared to the case of stationary cylinder at Re = 200. We identify three characteristics of the controlled flow that contribute to drag reduction: an elongated recirculation zone, an increased energy transport coefficient, and asymmetric cylinder oscillation. We observed that this well-behaved controlled flow can be obtained through real-time RL-based control, as it consistently attenuates the asymmetric dynamic mode decomposition modes of the flow. Furthermore, we find that the asymmetry cylinder oscillation synchronizes with the vortex shedding, indicating that the RL-based control can expand the lock-in region. [ABSTRACT FROM AUTHOR]

We experimentally investigate the two-dimensional flow characteristics caused by hemisphere disturbance in the laminar boundary layer, with the aim of analyzing the periodic vortex structures generated by the hemisphere at different freestream velocities. For flow fields with Reynolds numbers of R e D = 1919, 2386, and 2819, instantaneous snapshots of the streamwise–wall-normal plane and streamwise–spanwise plane are acquired by time-resolved particle image velocimetry. The velocity distribution near the hemisphere model in the laminar flow state and the conditions for the generation of periodic structures are discussed. Strong shear occurs in the dense area of velocity contours, including a stable horizontal shear layer and inclined shear layer of shedding vortex structures, and the Reynolds shear stress attains a local maximum. The feasibility of three frequency extraction methods for hemisphere disturbance is also compared, and the periodic structures corresponding to each frequency are analyzed in detail. At higher values of R e D , the disordered flow field is formed by a multi-frequency superposition. Spatial two-point cross correlation analysis, which can be regarded as a flow visualization of frequency spectrum analysis, illustrates that the correlation and periodicity of the coherent structures are strongest in the inclined shear layer. Spectral proper orthogonal decomposition appears to be more effective in capturing periodic information about the streamwise–spanwise plane of the hemisphere disturbance. The three frequency extraction methods show that with an increase in R e D gradually transforms the periodic vortex structures from a single frequency state to a multi-frequency superposition state. [ABSTRACT FROM AUTHOR]

An analytical and experimental study of flow velocities within submerged canopies of rigid cylinders under oscillatory flows is presented, providing insights into the momentum transfer mechanisms between the different flow harmonics. The experimental dataset covers an unprecedented wide range of flow amplitudes with in-canopy velocity reductions ranging between 0.2 and 0.8 of the free stream velocity (from inertia- to drag-dominated in-canopy flow). Results from the analytical model with nonlinear drag compare favourably to the experimental data. Having application of theories for free surface waves over canopies in mind, the effects of linearization of the drag are analysed by comparing sinusoidal and nonlinear model predictions. Finally, a unified prediction formula for in-canopy velocities for sinusoidal, velocity-skewed, and velocity-asymmetric free stream velocities is presented. The formula depends on two non-dimensional parameters related to inertia and drag forces, and the unified formula allows for easy assessment of the maximum in-canopy velocity. [ABSTRACT FROM AUTHOR]

Bioinspired functional surfaces are attracting increasing interest in surface engineering, mostly in the field of wettability. The Salvinia‐effect is a remarkable example of superficial air retention and drag force reduction caused by selective chemical coating (super‐hydrophobic wax and hydrophilic dead cells) and peculiar 3D hierarchical morphological structures. The replication of Salvinia‐like patterns at the microscale has always been prevented by limitations in microfabrication techniques, thus hindering relevant technological applications at this dimensional scale. Integrating 3D laser lithography and traditional microfabrication techniques, dimensionally downscaled, 3D micropatterned surfaces inspired for the first time by both morphology and chemical coating of the hairs present on the Salvinia Molesta leaves are reproduced. The effect of design and different surface energies (bare hydrophilic, hydrophobic, selective hydrophilic/hydrophobic coating) on the wettability are modeled and investigated. Bioinspired surfaces demonstrated to be super‐hydrophobic in terms of apparent static contact angle (up to 170°) and provide tunable adhesion with roll‐off angle from less than 10° to 90°. They successfully proved remarkable underwater air retention capability, sustained by stable Cassie‐Baxter state under external hydrostatic pressure up to 4 atm. The proposed surfaces are tested in hydrodynamic conditions: drag force reduction is successfully demonstrated with up to 40% of energy saved. [ABSTRACT FROM AUTHOR]

The continuous demand and fuel depletion in the automobile industries cause a reduction in fuel consumption, especially in a car which is a classic problem to focus on vehicle body design. The formation of drag force in the car body demands tractive force and significantly affects the engine performance and fuel consumption rate which is not advisable for enhancing aerodynamic efficiency. This paper discusses the methodology to reduce the fuel consumption rate in hatchback cars using a 'basebleed method'. The hatchback car model with and without basebleed is numerically simulated for the various speed to study the aerodynamic coefficients. The numerical simulation is performed with the k-ε turbulence model for predicting the wake region of both car models with and without basebleed. The numerical study witnessed the hatchback car model with basebleed arrived 6% reduction in the coefficient of drag (CD) compared to without basebleed, which results in a reduction of fuel consumption rate of up to 4.33 %. The research evidence that the stability of the car is not affected while using this basebleed drag reduction method and it is studied from the resultant parameters such as coefficient of lift (CL) and coefficient of side force (CS) and for the varying yaw angle (φ). Further, the research recommends the integration of basebleed at the underbody structure in Hatchback cars to improve the engine fuel consumption without affecting its stability. [ABSTRACT FROM AUTHOR]

The reduction in drag and vortex-induced vibration (VIV) of a circular cylinder covered by a porous layer is numerically studied in the laminar regime. The mass ratio and damping ratio of the system are fixed at mr = 2 and ξ = 0.01, respectively. The effects of the Darcy number (Da = 10−4, 10−3 and 10−2), the relative layer thickness (b = 0.25, 0.5 and 1), the Reynolds number (Re = 100, 150 and 200), and reduced velocity (2 ≤ Ur ≤ 10) on the vortex shedding pattern, vibration amplitude, and dynamic forces on the system are investigated. Both the one and two degrees of freedom of motion are considered. Results show that the porous layer with Da = 10−2 is effective in drag reduction and VIV suppression for various Reynolds numbers. A porous layer with Da = 10−3 could also suppress VIV while enlarging the drag force on the system. [ABSTRACT FROM AUTHOR]

The drag force model is vital for capturing gas–solid flow dynamics in many simulation approaches. Most of the homogeneous drag models in the literature are expressed as a function of phase fraction (ε) and particle Reynolds number (Res). In this work, we use a "big data" approach to analyze ~108 data points for drag coefficient (Fd) for Geldart Group A particles at atmospheric pressure and find that the contribution of Res on Fd is much less than ε based on the Maximal information coefficient analysis. Thus, these drag models are separately reduced to machine learning and conventional expressions only related to ε. The reduced models achieve almost the same predictive performance as the originals in bubbling, turbulent, and jet fluidizations. Moreover, the reduced models provide better numerical stability for coarse grid simulations. These findings provide new insights into the drag coefficient for Geldart Group A particles under full fluidization conditions. [ABSTRACT FROM AUTHOR]

Tiny flight-capable insects such as thrips utilize a drag-based mechanism to generate a net vertical force to support their weight, owing to the low associated Reynolds number. Evaluating the drag generated by such small wings is of considerable significance to understand the flight of tiny insects. In this study, a self-sensing microcantilever was used to measure the drag force generated by an actual wing of a thrip. The wing of a thrip was attached to the tip of the microcantilever, and the microcantilever along with the wing was affixed perpendicular to a constant airflow at the middle of a bench-top wind tunnel. The drag generated by the wing under airflow velocities in the range of 0–4.8 m/s was obtained. In addition, the drag generated by the wing was verified by performing a three-dimensional computational fluid dynamics analysis. At a biological average wing tip velocity of 0.7 m/s, the difference between the measured drag force (290 nN) and calculated drag force (300 nN) was merely 3.3%. This new approach of evaluating the drag force generated by tiny insects could contribute to enhancing the understanding of microscale flight. [ABSTRACT FROM AUTHOR]

In this study, we introduce a novel arrangement consisting of two arc plates around a cylinder with the privilege of improved fluid flow and noise control. The arc plates are placed symmetrically and concentrically at the rear portion of a circular cylinder. The coverage angle (30 ° ≤ β ≤ 75 °) of the plates and the normalized radius of arc plates (1.125 ≤ R d ≤ 1.625) are varied to find the optimum case in terms of drag and noise reductions. The simulations are performed for a turbulent flow with a Reynolds number of 22 000. The numerical analysis is based on an unsteady Reynolds-averaged Navier–Stokes (URANS) solver and Ffowcs Williams and Hawkings (FW–H) acoustic analogy. It is found that by implementing the arc plates, the noise level and drag coefficient decrease dramatically. The results also reveal a strong correlation between the vortex shedding suppression and the noise reduction. It is shown that as the fluctuation of lift force decreases, the performance of flow and noise control enhances simultaneously. Furthermore, the noise assessment indicates that in a specific configuration of the arc plates, the overall sound pressure level decreases by around 51 dB compared to the uncontrolled case with no arc plates. Also, a maximum noise reduction of 27 dB is achieved, in which the drag coefficient reduces by 39% compared to the case with no arc plates. In conclusion, the results provide strong support for the proposed passive method as a beneficial strategy for noise reduction and wake control of cylindrical structures, which have wide applications in industry. [ABSTRACT FROM AUTHOR]

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Recent studies indicated that coastal green belts could not provide proper protection from extreme coastal flooding. Recent studies recommend employing a compound defense system of natural and artificial structures for extreme hazards. In this study, we introduce a new compound defense system consisting of coastal mangrove trees combined with reef ball modular structures. A series of laboratory experiments were conducted to investigate drag force reduction through the hybrid defense system. The hybrid defense system was subjected to a surge-type flow generated by a quickly lifting gate in a laboratory water tank. Within the experimental framework, the hydrodynamics of coastal flooding were described by the characteristics of the surge bore and the absorbed drag force. The obtained results show that the hybrid system effectively enhanced the absorbed bore drag forces and significantly improved the flow-damping performance. [ABSTRACT FROM AUTHOR]

A framework based on a continuous adjoint-based analysis of steady and unsteady flows to predict and control the drag force due to surface morphing is presented. By establishing a relation between perturbations in the body shape and in the boundary condition on a certain geometry, we derive an analytical expression of the sensitivity to changes in the geometry of the body and its relation to the sensitivity to the perturbation of the boundary conditions. The methodology is evaluated on the incompressible flow around a cylinder for steady and unsteady flows. A reduction of the drag coefficient was obtained and investigated by several surface deformations, conducted in the direction of the sensitivity vector field obtained by solving the derived adjoint problem. In unsteady flows, the sensitivity field is computed by integrating the unsteady adjoint problem backward in time from the unsteady flow solution. Two different types of deformations based on the calculated sensitivity were applied: time-averaged deformation and time-dependent. Attempting the latter, a deformation at each time step, did not yield the same satisfactory results as the time-averaged in terms of expected drag reduction. We provide a theoretical reasoning for the difference between both methodologies, together with an insight into the physics of the sensitivity vector field distribution relating it to the drag force sources. [ABSTRACT FROM AUTHOR]

We have studied the effect of surface topography, fluid behavior, and rotation on fluid flow and heat transfer phenomena over a cylinder. In this study, we have incorporated a sinusoidal surface topography to account for the impact of surface patterns and a power-law model to include fluid behavior. The governing equations are solved numerically for a range of pattern frequency (ω = 5 and 11) , pattern amplitude (δ = 0.01 and 0.1), power-law index (0.4 ≤ n ≤ 1.6) , Prandtl number (1 ≤ P r ≤ 100) , rotational speed (0.5 ≤ α ≤ 2), and Reynolds number (5 ≤ R e ≤ 40). In particular, the study aims to determine the degree to which various macroscopic parameters, such as the drag and lift coefficients, the average Nusselt number in relation to the Reynolds number, the Prandtl number, the rotating speed, and the power-law index, vary. In this range of Reynolds number, the flow around a circular cylinder is steady, with two symmetric vortices in the rear side. The sliding mesh method is used to deal with dynamic interface between solid and fluid. The streamlines are drawn to visualize the flow field around the patterned cylinder. For a non-rotating patterned cylinder, small recirculation zones are observed over the trough, which are absent in circular cylinders. The size of these recirculation regions increases on increase in Reynolds number and power-law index. On adding rotation to the cylinder, these recirculation zones move away from the cylinder and appear over the crest. On increasing the rotating speed of the cylinder, the frontal vortices disappear. The enveloping vortex gets larger with increase in rotating speed and power-law index. The size of the rear detached vortex increases with power-law index and Reynolds number and decreases with rotating speed. It is observed that the results are contrasted with the previous studies on smooth circular cylinder. The drag force acting on the patterned cylinder is seen to be reduced. Compared to a circular cylinder, a significant reduction in drag can be achieved by choosing suitable value of pattern frequency (ω) and amplitude (δ). Overall, there is a decrease in the amount of drag reduction as the Reynolds number increases. The behavior of the fluid has a considerable influence on the reduction of drag. It has been observed that shear-thickening fluid significantly contributes to the enhancement of drag reduction. For a higher value of pattern frequency and amplitude (ω = 11 , δ = 0.1), the drag force reduces significantly for Newtonian and shear-thickening fluids at higher rotating speed (α = 2). Also, the pattern frequency and amplitude substantially impact the average Nusselt number. On increase in pattern frequency and amplitude, a progressive decrease in the average Nusselt number is observed. Compared to shear-thinning and Newtonian fluid, shear-thickening fluid exhibits a greater reduction in average Nusselt number. One correlation is provided at the end to show the relationship between the average Nusselt number, the Prandtl number, the Reynolds number, the rotating speed, and the power-law index. [ABSTRACT FROM AUTHOR]

The problem of noise reduction in supersonic aircraft design is one of the key problems, the solution of which largely determines the speed of development of supersonic aviation as a whole. The present study examines the noise generation during flights of supersonic civil aircraft. The effect of a thermally stratified energy source (TSS) used to control the supersonic flow past a pointed cylinder aerodynamic model on the near-field and ground pressure signatures, as well as on the perceived loudness in decibels (PLdB) on the ground, is evaluated. The complex conservative difference schemes, Tomas' waveform parameter method, and Stevens' algorithm Mark VII are used for near-field modeling, obtaining the ground pressure signature, and the evaluation of the PLdB on the ground, accordingly. The fields of flow parameters and the dynamics of a drag force are researched at the variation of temperatures in layers of TSS and for different numbers of layers. Simulations showed that changing the surface pressure due to drag reduction does not necessarily imply a change in the PLdB on the ground. In particular, it has been shown that when performing the flow control at freestream Mach numbers 1.5–2 using TSSs with the number of layers from 2.5 to 7.5 and rarefaction parameters in the layers from 0.15 to 0.3, some weakening of the bow shock wave in the near-field pressure signature due to the effect of TSS occurs, and no additional noise impact on the ground is introduced. [ABSTRACT FROM AUTHOR]

Improving marine vehicles performance by reducing energy consumption, decreasing environmental pollution, increasing speed and range has always been the goal of engineers for optimal designs. Nowadays, inspiration from nature is one of the scientists' approaches to solve many engineering problems. The researchers, by mimicking the skin of some marine species, such as fast swimming sharks, dolphins and sailfishes have been succeeded to design and fabricate drag reducing microstructured surfaces. In this research, after describing various types of fish scales, a Ctenoid-shape microstructure is designed by inspiration from bony fish scales. Then, the designed microstructures with various dimensions are implemented on an underwater hydrodynamic model to evaluate its ability to reduce drag force. Models numerically analyzed at different Reynolds numbers for turbulent flow regime utilizing the k-ω SST turbulence model. Furthermore, the effects of Ctenoid-shape microstructure on the different drag components including form drag and friction drag have been examined separately. The results indicated that the Ctenoid-shape microstructured surfaces applied to the underwater hydrodynamic model in the optimum condition have reduce the total drag force on average 20% in turbulent flow range. [ABSTRACT FROM AUTHOR]

During the pyrolysis and gasification processes inside fluidized bed reactors, a single reactive particle is generally surrounded by multiple inert heat carrier particles. In this work, we focus on the simplest mixed particle pair (one reactive particle: P1, and one inert particle: P2) to investigate the joint effects of the Stefan Reynolds number (Resf), the particle Reynolds number (Re), separation distance normalized by particle diameter (L), and relative orientation (α) on the drag force exerting on each particle by particle-resolved direct numerical simulations. The results show that when particles are placed in a tandem arrangement, the blocking effect on P2 is weakened/strengthened with negative/positive Stefan flow since the effective diameter of P1 is smaller/larger than its real diameter. When L = 1.25, Re = 3, and particles are placed in tandem, the drag force of P1 decreases as Resf increases, but the reduction of the drag force decreases as Re increases. Under such conditions, the positive Stefan flow induces the repulsion between the two particles; thus, the drag force of P2 increases as Resf increases. When Resf = 3 and P2 is located downstream, the repulsive force felt by P1 can partially offset the drag force at L = 1.25, Re = 3. Moreover, the negative/positive Stefan flow enhances/weakens the drag force of P2 when it is located upstream. The Stefan flow has a negligible effect on the drag force of P2 when L = 3. [ABSTRACT FROM AUTHOR]

The drag and lift force of a twin-cylinder structure are often greater than those of a single cylinder, causing serious structural safety problems. However, there are few studies on the passive control of twin cylinders. The study aimed to investigate the performance of passive drag reduction measures using small cylinders on twin cylinders at a Reynolds number of 100. The effects of small cylinder height (HD/D = 0~1.0, D is the side length of the twin cylinder) and cross-sectional shape on fluid force and flow structures were studied by direct numerical simulations. The control mechanism was analyzed using high-order dynamic mode decomposition (HODMD). The results showed that significant drag reduction occurred in the co-shedding state, particularly when the gap length of the twin cylinders L/D = 6.0. The small control cylinders with HD = 0.6, by contrast, showed the best performance in reducing the mean drag and fluctuating lift of the twin cylinders. It reduced the mean drag of the upstream cylinder (UC) by 2.58% and the downstream cylinder (DC) by more than 62.97%. The fluctuating lift coefficient for UC (DC) was also decreased by more than 70.41% (59.74%). The flow structures showed that when the flow hit UC under the action of small control cylinders, a virtual missile-like aerodynamic shape was formed at the leading edge of UC. In this way, the gap vortex consisted of two asymmetric steady vortices and the vortex length significantly increased. This was also confirmed by HODMD. The coherence modes in the gap were suppressed and thus the interaction between gap flow and wake flow was mitigated, which resulted in the fluid force reduction. [ABSTRACT FROM AUTHOR]

Featured Application: The developed topology optimization approach may give a potential design idea for body shape drag reduction of micro underwater vehicles and other underwater equipment worked in low speed. This paper presents a variable density topology optimization method to numerically investigate the optimal drag-reduction shape of objects in the two-dimensional and three-dimensional flows with steady incompressible external flow conditions, taking into account material volume constraints. By introducing the porous media model, the artificial Darcy friction is added to the Navier-Stokes equation to characterize the influence of materials on the fluid. Material density is applied to implement material interpolation. By transforming the boundary integral form of viscous dissipative expression of drag into the volume integral of artificial Darcy friction and convection term, we solve the problem of drag expression on the implicit interface corresponding to the structure. The continuous adjoint method is used to analyze gradient information for iteratively solving topology optimization problems. We obtain the relevant topology optimization structures of the minimum drag shapes, investigate the effect of the low Reynolds number on the drag force corresponding to two objective functions and discuss the mechanism of drag reduction by a hydrodynamic body shape. [ABSTRACT FROM AUTHOR]

This study aimed to estimate the drag and lift coefficients of the long-span bridge pylon using the finite volume method (FVM). The k-ω turbulence model was applied to analyze the behavior of wind flow around the pylon, yielding drag and lift coefficient values with an error of 0.98% compared to a previous tunnel experiment. Four recommended cross-sections were proposed to reduce drag and lift forces acting on the pylon, including concave, convex, crossing, and chamfering cross-sections. The finding indicated that drag and lift coefficient decreased for all cross-sections. Cutting edges of concave, convex, and chamfering cross-sections with a ratio ranging from 0.2 to 0.3 has the greatest impact on reducing drag coefficient, while the crossing cross-section with a cutting ratio ranging from 0.2 to 0.25 has the lowest drag coefficient. The maximum reduction in drag and lift coefficients were 23.69% and 13.14% for concave and chamfering cross-sections. Thus, cutting edges of cross-sections is an effective method to enhance the aerodynamic stability of the pylon. Additionally, we evaluated drag and lift coefficients for different wind direction angles. The angles of 0, 30, and 90 degrees resulted in the highest drag coefficient, while the angle of 0 degrees and the angle of 90 degrees resulted in the lowest and highest lift coefficient, respectively. This study not only provides recommendations for cross-sections that reduce forces acting on the pylon but also provides the intensity of this reduction through corresponding estimation equations. In conclusion, concave and chamfering cross-sections are the most effective in reducing drag and lift coefficients, or, in other words, increasing the aerodynamic stability of the pylon. [ABSTRACT FROM AUTHOR]

Blood‐contacting medical devices are often associated with shear‐induced and contact activation thrombosis. Superhydrophobic materials have shown promise to reduce flow drag forces, but not contact activation. Here, a strategy of selectively grafting a potent anti‐thrombin compound on the tips of the surface microstructures of a superhydrophobic polytetrafluoroethylene foam, is presented, to concurrently achieve drag reduction and anti‐thrombosis. This work shows that two grafting approaches – Argon plasma or piranha solution treatment – followed by covalent cross‐linking can successfully graft the drug to the outer tips of the foam and provide anti‐thrombotic functionality. By avoiding grafting to the inner regions of the foam, the surface's drag reduction properties can be retained. The functional durability of the grafted surfaces is evaluated by strong water jetting, which demonstrates that the plasma approach can withstand substantial fluid shearing but not the piranha approach, although the plasma approach involves stronger compromise to the drag reduction capabilities. As the proposed selective grafting strategy is applied to a bulk foam, it can be complemented with a previously proposed strategy of supplying air pressure to the foam pores to bolster resistance to fluid impalement and plastron dissolution, allowing the material to be used in medical devices with high fluid pressures. [ABSTRACT FROM AUTHOR]