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• Numerically investigate folding pattern and rigid-flexible coupled dynamics of satellite-sphere system. • Achieve a larger volume folding rate by pattern of inflatable sphere with orderly deployment. • Inflating process has great influence on satellite based on rigid-flexible coupled dynamic model. • Reduce influence by heavier satellite, small inflation rate and appropriate control torque. Inflatable spheres can be applied to the aerodynamic drag deorbiting device for satellites. It may bring about a complicated dynamic problem under the disturbance from the lightweight large-volume inflatable sphere to the satellite. In order to explore this problem, rigid-flexible coupled dynamics behaviors of satellite-sphere system during inflating process are numerically studied in this paper. The folding pattern of inflatable sphere is designed to obtain the parametric model in the folded state. The dynamic analysis model of this system is established to analyze dynamic behaviors, including the dynamics of the satellite-sphere system, the gas state of the airbag and the disturbance to the satellite, during the inflating process. Parameter effects on the attitude disturbance are studied. The results show that the satellite mass, inflating mass rate and control torque have a great impact on the attitude disturbance. These works provide theoretical bases and technical supports for the engineering development of inflatable sphere deorbiting devices. [ABSTRACT FROM AUTHOR]

Refractive and diffractive solar sails have been cited to yield benefits in both performance and utility over reflective sails, but their range of viable flight regimes and future applications have not been fully explored. In this paper, a flight model is developed to test and compare these transmissive sail designs under realistic conditions. Raw performance is translated into tangible flight characteristics within a range of flight regimes, such as rate change of orbital energy and minimum operational altitude, and used to make comparison with reflective sails and contemporary thrusters. Additionally, the sensitivity of these flight characteristics to certain orbital parameters is explored when operating under either a locally optimal or simplified Sun-pointing steering law. The developed flight model focuses on solar radiation pressure, atmospheric drag and the effects of eclipse and orbital precession; locally optimal steering laws are numerically generated for every flight regime using a ray tracing-derived performance sensitivity profile. Relative to an idealised reflective sail, the sensitivity of transmissive sail performance is found to be lower for altitude, but higher for orbital inclination. High performance transmissive sail designs are found to outperform idealised reflective ones in every flight regime nonetheless. Meanwhile, only certain lower performance designs demonstrate this trait; others retain advantage only within high inclination, low altitude orbits. 36 m 2 transmissive sails performing an orbit-raising manoeuvre from low Earth orbit are shown to generate transit times comparable to mid-range electric thrusters. In light of these findings, potential applications for transmissive sails are discussed, as well as several practical considerations and potential limitations. • Solar sail performance and operational flexibility improved by transmissive membranes. • Non-meta transmissive sails find advantage at low altitude and/or high inclination. • Transmissive metasails find advantage in every flight regime. • Transmissive sails may fulfil contemporary thruster roles in low Earth orbit. • Transmissive sails may provide feasible space debris mitigation strategy. [ABSTRACT FROM AUTHOR]

In order to meet the demanding drag reduction requirements of high-speed aircraft, the drag reduction mechanism of array microslit-opposed jets in the passivation leading edge is studied using a numerical method based on the shear stress transfer (SST) k-ω two-path turbulence model. The computations are performed with the commercial CFD solver FLUENT 13.0 code. The interference characteristics of the array jets are analyzed, the influence laws of the microslit array mode and the angle of attack on drag reduction performance are explored, and a prediction method of passivation leading edge drag characteristics based on radial basis function (RBF) neural network is constructed. The research conditions are as follows: the incoming Mach number is 2.0, the angle of attack ranges from 0° to 30°, and the number of microslits is 0 to 5. The results show that when there is interference between microslit jets, the interaction between adjacent reverse reflux regions will change the shape of the reflux regions. When there is a microslit jet in the center line, the position of the detached shock wave is more affected by the angle of attack. The drag characteristics of the leading edge are determined by the location of the detached shock wave and the characteristics of the reflux regions. The mode of microslits determines the drag reduction efficiency and sensitivity to the angle of attack. There may be contradictions in the design of array microslit-opposed jet schemes regarding the overall drag reduction efficiency, local load, and drag reduction stability. The drag prediction model based on the RBF neural network has an accuracy of 5%, which can provide support for the design of array microslit-opposed jets. Practical Applications: The array microslit-opposed jets provide a new technical approach for reducing drag on the passivation leading edge. The paper studies its flow characteristics and laws and provides relevant conclusions. It can serve as a theoretical reference during design. The number of microslits is not the more the better. When designing microslit patterns, many factors need to be considered. [ABSTRACT FROM AUTHOR]

Nanofluids have excellent lubrication and high thermal conductivity. However, the agglomeration and sedimentation produced by the large surface energy of nanoparticles in base liquid threaten the long-term dispersion stability and impact the wide application of nanofluid. In this work, based on the self-assemble behavior and continuous network structure formed by low molecular weight organic gelator, the uniform clusters were formed through regulating the kinetics behavior in the gelling process. The dragging effect was demonstrated by oleic acid - sodium dodecyl sulfate (OA-SDS) bicomponent gelator and graphene oxide (GO) nanosheets. The results showed that GO nanofluids dispersed by OA-SDS were stable for more than 12 months. The well-dispersed GO nanofluid exhibited better anti-friction and anti-wear properties under both immersion and electrostatic minimum quantity lubrication conditions. Moreover, the lower contact angle, surface tension and droplet size of nanofluids after charging improved the wettability on the frictional interface. The GO adsorption film formed on the friction interface protected the tribochemical reaction film of iron oxide and prevented the occurrence of sintering of base oil. [ABSTRACT FROM AUTHOR]

A series of interactive experiments are conducted to analyze the drag reduction technology with a rotating disk apparatus that combines microgroove structure and drag‐reducing additives including polyethylene oxide (PEO), cetyltrimethyl ammonium chloride (CTAC), and sodium salicylate (NaSal). By varying the disk type, concentration of drag‐reducing additives, temperature, and Reynolds number (Re), the corresponding drag reduction rates are obtained effectively. The experimental results indicate that adding CTAC strengthens the heat degradation and shear resistance of PEO; while PEO can enhance the ability of CTAC to form micellar structures and balance energy distribution at low concentrations. Moreover, the synergistic effect of these two additives presents a better drag reduction performance with a maximum drag reduction rate of 24.1%; while the microgroove structure enhances the effect of active drag reduction. Therefore, the combination of active and passive drag reduction technology broadens the application of energy saving and consumption reduction in hydraulic rotating machinery. [ABSTRACT FROM AUTHOR]

In this paper, a novel Model Predictive Control (MPC) technique for multi-satellite formation flying geometry acquisition and maintenance in high-drag environment is presented. The proposed MPC relies on a linearized and convexified quasi-nonsingular Relative Orbital Elements (ROE) model based on state transition matrices propagation, allowing to include the effect of perturbations in the prediction to optimize fuel efficiency and tracking accuracy. The formation is controlled with respect to a non-decaying orbiting point to perform absolute and relative station keeping simultaneously. For this purpose, a new dedicated plant matrix to include drag effects on ROE in the propagation is derived and validated with respect to numerical results. In all simulations, the satellites are assumed to be equipped with a single low-thrust propulsion unit, therefore, specific constraints are included in the controller to obtain a feasible solution in a real operational scenario. Moreover, a collision avoidance constraint is added in case of close proximity operations exploiting a linear mapping between the set of ROE and cartesian coordinates expressed in the Local-Vertical-Local-Horizontal (LVLH) reference frame. The controller response is simulated in several realistic mission contexts with a high-fidelity orbital propagator and the results are validated for fuel efficiency by comparing them to similar approaches available in literature and to optimal solutions obtained respectively with a direct single shooting algorithm and with a closed-form impulsive formulation. [ABSTRACT FROM AUTHOR]

Buildings increase the urban surface roughness and reduce near‐surface wind speeds in the urban canopy due to the drag effect. Urban heat storage and other effects cause urban warming as well, which decreases the urban boundary layer stability and enhances the turbulence exchange between upper and lower layer. As upper momentum is transported downward, the wind speed of urban canopy increases. Quantitative descriptions of these mechanisms are still lacking currently. This paper presents high‐resolution numerical simulation results of a mega city, Shanghai, China from 2016 to 2020 using the building effect parameterization in WRF (WRF‐BEP) with urban morphological parameters. The dynamic and thermal effects of building morphology on urban canopy wind speed were separated and their quantitative expression functions were given. The results indicate that the influence of building morphology on urban canopy wind speed is mainly dynamic resulting in a wind speed attenuation of approximately 50% and nearly constant. The thermal effect of building morphology on urban canopy wind speed increases with the urban heat island intensity, and the thermal effect could increase urban canopy wind speed by about 30% under the condition of strong urban heat island. The relative contributions of the dynamic and thermal effects of building morphology to urban canopy wind speed change with the wind speed. As wind speed increases, the contribution of the thermal effect of building morphology to urban canopy wind speed gradually decreases. This paper provides a quantitative relationship between the urban canopy wind speed variation and urban morphology, as well as urban heat island intensity. Plain Language Summary: Urbanization changes the dynamic and thermal properties of urban and creates new dynamic and thermal processes in urban areas. Buildings increase the urban surface roughness and reduce urban canopy wind speed due to the drag effect. At the same time, urban warming causes the downward transportation of momentum, which increases the wind speed. Quantitative descriptions of these mechanisms are lacking currently. This study investigated the impact of building morphology on urban canopy wind speed using WRF‐BEP model with high‐resolution urban morphological parameters. The dynamic and thermal effects of building morphology on urban canopy wind speed were separated and their quantitative expression functions were given. Key Points: The dynamic and thermal effects of building morphology on urban canopy wind speed are separatedThe quantitative expression functions of the dynamic and thermal effects of building morphology on wind speed are givenThe relative contributions of the dynamic and thermal effects on urban canopy wind speed are investigated [ABSTRACT FROM AUTHOR]

This work investigated the influence of crosswinds and leg positions on the aerodynamics of an articulated cycling mannequin on a track bicycle. Force, wake total pressure and wake velocity measurements were made in a low-speed sports wind tunnel of closed-circuit type. The freestream velocity and wheel speeds were kept at 15 m/s . The crank angle of the mannequin was varied across a pedal cycle. Yaw angles from 0 ∘ to 20 ∘ were examined. The experimental results reveal that the leg position significantly affects the aerodynamic performance of a cyclist. At high yaw angles, the aerodynamic drag on the cyclist showed noticeable deviations between most leg positions and their 180 ∘ -apart pairs. A wake analysis technique effectively captured the influence of leg positions on drag. The total pressure deficit contributes dominantly to the overall drag. The wake pressure contours demonstrate how leg-wheel interaction affects the total pressure distribution and drag under crosswinds. This study offers valuable insights into the flow behavior and drag generation around a cyclist with varying leg positions under crosswinds. [ABSTRACT FROM AUTHOR]

Diamond is emerging as an attractive third‐generation wide‐bandgap semiconductor for future on‐chip nonlinear photonics and quantum optics due to its unique thermal, optical, and mechanical properties. However, the light‐driven current under below‐band gap excitation from the second‐order nonlinear optical effect in diamond is still challenging. Herein, a giant second‐order nonlinear photocurrent is observed in the chemical vapor deposition (CVD) diamond by utilizing terahertz (THz) emission spectroscopy. This ultrafast photocurrent originates from the photon drag effect (PDE), during which the momentum transfer from the incident photons to the charge carriers at the rich grain boundaries of the CVD diamond after the exclusive subgap π–π* transition upon femtosecond laser excitation. Especially, the interplay between circular and linear PDE to the THz generation is clarified and distinguished under elliptically polarized light excitation. Furthermore, the picosecond ultrafast dynamics of these charge carriers are also verified by infrared spectroscopy. Owing to the giant photon‐drag‐induced ultrafast photocurrent, the CVD diamond presents the highest THz emission efficiency compared with the reported carbon allotropes, which expands the new functionality of diamond nonlinear photonics into on‐chip THz devices. [ABSTRACT FROM AUTHOR]

The significant impact of Nb on ferrite transformation, both in terms of solute drag effect (SDE) and interphase precipitation, was investigated quantitatively. Ferrite transformation kinetics were characterized using thermal expansion experiments and theoretical calculations. The microstructures were characterized using high−temperature confocal laser scanning microscopy (CLSM), a field−emission scanning electron microscope (FESEM), and a transmission electron microscope (TEM). Under a higher driving force, interphase precipitations were observed in the sample with a higher Nb content. A three−dimensional (3D) reconstruction method was used to convert the two−dimensional (2D) image of interphase precipitation into a three−dimensional model for a more typical view. The SDE and interphase precipitation had opposite effects on the kinetics of ferrite transformation. A lower Nb content showed a strong contribution to the SDE, which delayed ferrite transformation. A higher concentration of Nb was expected to enhance the SDE, but the inhibition effect was eliminated by the interphase precipitation of NbC during interfacial migration. Both the experimental results and theoretical calculations confirmed this phenomenon. [ABSTRACT FROM AUTHOR]

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

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

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

The wheels of a passenger vehicle contribute to a significant part of the vehicle's aerodynamic drag. The previous research has shown that the flow is sensitive to small geometrical variations of the tyre, such as its shoulder profile and tread pattern. This work investigates the effect of altering the tyre profile in the transition region between the tyre and the rim by adding a so-called rim protector. Full-scale wind tunnel tests capturing forces, flow fields and surface pressures were conducted for three tyre variants in combination with two rim configurations on a crossover SUV. With a low rim protector, the forces and flow fields were similar to the reference tyre without a rim protector for both rims. With a wide, protruding, rim protector on the open rim, a larger and more outwashed front wheel wake was obtained with differences in the vortex structures, resulting in a drag penalty of 0.017 C D . The altered front wheel wake reduced the shielding of the rear wheel, resulting in differences in the rear wheel wake and base pressure. With a closed rim, the differences with the wide rim protector were much smaller with only a slight drag increase compared to the reference, demonstrating that there can be a strong interaction between the tyre and rim design. [ABSTRACT FROM AUTHOR]

In the practical application of hydraulic rotating machinery, it is essential to thoroughly explore drag reduction and rheological characteristics of drag-reducing additives to optimize machinery efficiency and reduce equipment consumption. This paper combines simulation and experimental approaches to investigate the drag-reduction performance and rheological properties of drag-reducing additives. Numerical simulations are initially conducted to investigate the shear-thinning properties of drag-reducing fluid and explore variations in drag-reduction rate. Turbulent phenomena characteristics are described by analyzing turbulent statistical quantities. Subsequently, the rheological behaviors of polyethylene oxide (PEO), cetyltrimethyl ammonium chloride (CTAC), and their mixed solutions under different conditions are scrutinized using a rotational rheometer. The findings indicate that the drag reduction effect amplifies as the rheological index n and characteristic time λ decrease. The numerical simulations show a maximum drag reduction rate of 20.18%. In rheological experiments, a three-stage viscosity variation is observed in single drag-reducing additives: shear thickening, shear thinning, and eventual stabilization. Composite drag-reducing additives significantly reduce the apparent viscosity at low shear rates, thereby strengthening the shear resistance of the system. [ABSTRACT FROM AUTHOR]

Hydrophobicity has been developed in many areas, whose potentials in drag reduction at microscale have attracted numerous attentions for expanding the practical applications in fields of on chip devices, materials synthesis, and enhanced heat transfer. In this article, we select polydimethylsiloxane (PDMS) as the base material, whose hydrophobic modifications have been well developed. Among them, hydrofluoric acid treated one shows great performance and leads us to two types of microchannels, the straight and U-shaped, with enhanced hydrophobicity (from 91° to 106°). The coefficients of the pressure drop are experimentally measured with the Reynolds number ranging from 0 to 300. The results illustrate that the drag reduction rate reaches at 37.8% for the straight microchannel and 26.8% for the U-shaped microchannel. With the increase in the Reynolds number, the drag reduction effect stays almost constant for the straight channel, while it decreases gradually for the U-shaped channel. The flow impingement induced by a centrifugal force has an important impact on the slip effect that grows with the Re. Next, we adopt the numerical method and the micro-particle imaging velocimetry measurement to analyze the drag reduction effect from perspectives of the slip length. We successfully derive the slip length model correlating the drag reduction effect. Our results not only achieve substantial drag reduction in PDMS microchannels, but also provide a quantitative correlation between hydrophobicity and drag reduction, offering a feasible strategy for extensive applications at microscale, such as fluid actuation, bio-chip analysis, and highly efficient cooling system. [ABSTRACT FROM AUTHOR]

The challenge of producing dense fine-grained high-entropy ceramics is hereby addressed by a combined cold and conventional pressureless sintering method for the first time. It provides nearly fully dense high-entropy pyrochlores with better microstructural homogeneity, and only half the grain size of conventional pressurelessly sintered samples with identical density. Both the finer and more homogeneous microstructures benefit better mechanical properties in hardness and reduced Young's modulus. The kinetics and activation energies of both densification and grain growth were quantified and discussed to understand how cold sintering affects the microstructural evolution during the following pressureless sintering. More importantly, cathodoluminescence analysis suggested that cold sintering could cause more defects on the surface of the original particles, which could promote the grain boundary diffusion and have drag effects on grain boundary motion. The lessons learned here offer scientific understanding and technological guidance towards pressureless sintering of dense bulk high-entropy ceramics. [ABSTRACT FROM AUTHOR]

In industrial practice, combining grain growth inhibitors (GGIs) with low carbon content effectively restrains WC grain growth in WC-Co cemented carbides. However, the intricate relationship between carbon content, WC grain microstructure, and GGI impact remains unresolved. This study investigates two WC-Co sample sets, maintaining constant VC inhibitor levels but varying carbon content near upper (HC) and lower (LC) limits. SEM analysis revealed distinct morphologies: HC displayed truncated prism shapes, exposing long basal and prismatic terraces, while LC exhibited a saw-tooth morphology with finer grains. EBSD stereology quantified anisotropic WC grain growth, revealing suppressed growth perpendicular to both basal (HC: 0.51 μm vs. LC: 0.38 μm) and prismatic planes (HC: 0.44 μm vs. LC: 0.37 μm) with decreased carbon content. Atomic-resolution EDS showed higher V solute excess in LC at WC(basal)-Co, WC(prismatic)-Co interfaces, and step corners (HC: 4.6, 0.9, and 4.4 atoms/nm2; LC: 5.5, 0.9, and 7.8 atoms/nm2). Our findings elucidate a clear physical understanding that a low carbon content enhances V atom solubility within liquid cobalt, increasing the thickness of complexions to quad-layer on WC (basal)-Co interfaces and forming V-rich nanoprecipitates at step corners. Those inhibitory effects further limited step flow, resulting in pronounced step bunching and a saw-tooth fine-grained morphology in LC sample. This study highlights that complexions housing more inhibitory solute elements exert a stronger drag effect on grain growth front migration. This approach has the potential for studying grain growth in anisotropic materials, highlighting the importance of constructing experimental complexion diagrams in engineering fine-structured ceramics and metals. [ABSTRACT FROM AUTHOR]

Reactive air brazing of 3YSZ ceramic and aluminized Crofer22H stainless steel was conducted using Pd-modified Ag-2CuO fillers in this study. The influence of Pd content on the interfacial microstructure and the mechanical properties of the joints at room (25 °C) and high temperatures (600 °C) was thoroughly investigated. The results revealed that an increase in Pd content resulted in a decrease in the solubility of O element in the filler system, thereby altering the form of CuO at high temperatures and significantly enhancing its reactivity with aluminized Crofer22H stainless steel. Additionally, there was a significant deterioration observed in the wettability of the fillers on ceramics. Well-joined joints were only achieved with the use of Ag2CuO-3 wt.% Pd filler, resulting in a 27.9% increase in room temperature shear strength due to enhanced interface reaction. At 600 °C, plastic deformation caused Ag-based filler to soften through dynamic recrystallization, but the addition of Pd dissolved in the matrix produced a solute drag effect that inhibited this process and increased joint shear strength by 41.1%. [ABSTRACT FROM AUTHOR]

Superhydrophobic surfaces can significantly reduce the resistance of underwater vehicles, but as the speed increases, the gas film is prone to be destroyed, leading to a decrease in the drag reduction effect or even an increase in the drag. Therefore, enhancing the stability of the gas film is crucial for maintaining the drag reduction effect. Inspired by the honeycomb array pit structures, the high adhesion hydrophobic properties of rose petals, and the wetting gradient surface of Namib desert beetles, an alternating superhydrophobic and hydrophobic surface (ASHHs) was constructed by femtosecond laser to enhance the stability of the gas film. The high adhesion hydrophobic surface (HAHs) provides greater adhesive force, allowing the gas film to firmly pin at the junction of a low-adhesion superhydrophobic surface (LASHs) and HAHs, thereby enhancing the stability of the gas film. The critical failure velocity of ASHHs can reach 2.3 m/s, which is significantly greater than that of low-adhesion superhydrophobic surface samples (LASH-S) (1.7 m/s). ASHHs maintains a stable drag reduction effect of 37% at a velocity of 2.3 m/s, while that of LASH-S is only 6%. It is envisioned that such superhydrophobic surfaces that enhance gas film stability should find widespread applications in minimizing resistance and reducing energy consumption in the marine engineering field. [ABSTRACT FROM AUTHOR]

The transmission towers served as crucial carriers in the process of power transmission. The combined angle transmission tower of dual-angle steel with cruciform section are relatively a novel type of angle tower, which is being more widely used in transmission lines. The studies on aerodynamic characteristics of combined angle tower in skewed wind are limited. In this paper, the wind tunnel tests are conducted to investigate the aerodynamic characteristics of the combined angle tower, and the high frequency force balance (HFFB) test is introduced to obtain the transverse and longitudinal forces on the tower using the direct force measurement (DFM) method. The drag coefficients and wind load-distribution factors of the combined angle tower are obtained from the wind tunnel tests, and the effects of interference and tower leg spacing on the wind loads of the tower legs are fully explored. It can be found that the aerodynamic coefficients and drag coefficients of the combined angle steel tower leg tend to decrease with the increase of interference members and it also decreases with the decrease of the tower leg spacing. The test wind load-distribution factors of the isolated leg are generally larger than those defined by seven typical codes (e.g., US, EU, Japanese, and Chinese codes) and significantly exceed the code-specified values under partial wind angles. The observations obtained from this study may provide helpful guidance on the wind-resistant design of this relatively novel type of combined angle tower. [ABSTRACT FROM AUTHOR]

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

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

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

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

Soil adhesion is one of the important factors affecting the working stability and quality of agricultural machinery. The application of bionic non-smooth surfaces provides a novel idea for soil anti-adhesion. The parameters of sandy loam with 21% moisture content were calibrated by the Engineering Discrete Element Method (EDEM). The final simulated soil repose angle was highly consistent with the measured soil repose angle, and the obtained regression equation of the soil repose angle provides a numerical reference for the parameter calibration of different soils. By simulating the sinusoidal swing of a sandfish, it was found that the contact interface shows the phenomenon of stress concentration and periodic change, which reflects the effectiveness of flexible desorption and soil anti-adhesion. The moving resistance of the wedge with different wedge angles and different serrated structures was simulated. Finally, it was found that a 40° wedge with a high-tail sparse staggered serrated structure on the surface has the best drag reduction effect, and the drag reduction is about 10.73%. [ABSTRACT FROM AUTHOR]

A vortex beam of light is used to enhance and control the lateral and rotary light drag effects in three-level graphene quantum dots. In this study, by using a vortex beam, two practical parameters are introduced to control the optical properties of the system and consequently enhance both the lateral and rotary light drag effects. These parameters are the orbital angular momentum and the azimuthal phase of the applied controlling vortex beam. By increasing the orbital angular momentum of the vortex beam, the absorption of the probe field decreases, while the lateral and rotary light drag effects increase. Furthermore, we found that the azimuthal phase of the vortex beam has a substantial impact on the optical properties of the probe field. Thus, it can be utilized as an efficient parameter for enhancing and controlling light drag effects. [ABSTRACT FROM AUTHOR]

The streaming instability, a promising mechanism to drive planetesimal formation in dusty protoplanetary discs, relies on aerodynamic drag naturally induced by the background radial pressure gradient. This gradient should vary in discs, but its effect on the streaming instability has not been sufficiently explored. For this purpose, we use numerical simulations of an unstratified disc to study the non-linear saturation of the streaming instability with mono-disperse dust particles and survey a wide range of gradients for two distinct combinations of the particle stopping time and the dust-to-gas mass ratio. As the gradient increases, we find most kinematic and morphological properties increase but not always in linear proportion. The density distributions of tightly coupled particles are insensitive to the gradient whereas marginally coupled particles tend to concentrate by more than an order of magnitude as the gradient decreases. Moreover, dust–gas vortices for tightly coupled particles shrink as the gradient decreases, and we note higher resolutions are required to trigger the instability in this case. In addition, we find various properties at saturation that depend on the gradient may be observable and may help reconstruct models of observed discs dominated by streaming turbulence. In general, increased dust diffusion from stronger gradients can lower the concentration of dust filaments and can explain the higher solid abundances needed to trigger strong particle clumping and the reduced planetesimal formation efficiency previously found in vertically stratified simulations. [ABSTRACT FROM AUTHOR]

Helicity-dependent photocurrent (HDPC) of the topological surface states (TSSs) in the intrinsic magnetic topological insulator MnBi2Te4 is investigated. It is revealed that the HDPC is mainly contributed by the circular photogalvanic effect (CPGE) current when the incident plane is perpendicular to the connection of the two electrodes, while the circular photon drag effect plays the dominant role when the incident plane is parallel to the connection of the two electrodes. The CPGE current shows an odd function dependence on incident angles, which is consistent with the C 3 v symmetry group of the TSSs in MnBi2Te4. The amplitude of the CPGE current increases with the decrease in temperature, which can be attributed to the increase in mobility at low temperatures, confirmed by the transport measurements. Furthermore, we modulate the CPGE of MnBi2Te4 by applying top gate and source–drain voltages. Compared to Bi2Te3 of the same thickness, the CPGE current of MnBi2Te4 can be more effectively tuned by the top gate because the Fermi level of MnBi2Te4 can be effectively regulated by the top gate, and it is tuned across the Dirac point. This work suggests that the intrinsic magnetic topological insulator MnBi2Te4 is a good candidate for designing opto-spintronics devices. [ABSTRACT FROM AUTHOR]

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

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

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

The Casimir–Lifshitz force of friction between neutral bodies in relative motion, along with the drag effect, causes their heating. This paper considers this frictional heating in a system of two metal plates within the framework of fluctuation electromagnetic theory. Analytical expressions for the friction force in the limiting cases of low (zero) temperature and low and high speeds, as well as general expressions describing the kinetics of heating, have been obtained. It is shown that the combination of low temperatures (T < 10 K) and velocities of 10–103 m/s provides the most favorable conditions when measuring the Casimir–Lifshitz friction force from heat measurements. In particular, the friction force of two coaxial disks of gold 10 cm in diameter and 500 nm in thickness, one of which rotates at a frequency of 10–103 rps (revolutions per second), can be measured using the heating effect of 1–2 K in less than 1 min. A possible experimental layout is discussed. [ABSTRACT FROM AUTHOR]

Computational rhinology is a specialized branch of biomechanics leveraging engineering techniques for mathematical modelling and simulation to complement the medical field of rhinology. Computational rhinology has already contributed significantly to advancing our understanding of the nasal function, including airflow patterns, mucosal cooling, particle deposition, and drug delivery, and is foreseen as a crucial element in, e.g., the development of virtual surgery as a clinical, patient-specific decision support tool. The current paper delves into the field of computational rhinology from a nasal airflow perspective, highlighting the use of computational fluid dynamics to enhance diagnostics and treatment of breathing disorders. This paper consists of three distinct parts—an introduction to and review of the field of computational rhinology, a review of the published literature on in vitro and in silico studies of nasal airflow, and the presentation and analysis of previously unpublished high-fidelity CFD simulation data of in silico rhinomanometry. While the two first parts of this paper summarize the current status and challenges in the application of computational tools in rhinology, the last part addresses the gross disagreement commonly observed when comparing in silico and in vivo rhinomanometry results. It is concluded that this discrepancy cannot readily be explained by CFD model deficiencies caused by poor choice of turbulence model, insufficient spatial or temporal resolution, or neglecting transient effects. Hence, alternative explanations such as nasal cavity compliance or drag effects due to nasal hair should be investigated. [ABSTRACT FROM AUTHOR]

Reducing the surface resistance of underwater vehicles plays an important role in improving cruising speed and cruising mileage. The epidermis of loaches is not only covered with a layer of scale structure but also secretes mucus tissue with a lubricating effect, which makes loaches swim rapidly in muddy water. Study the morphology and structure of the skin of loach and establish a two-stage biomimetic drag reduction model. Adjust the different structural parameters of the model and select the parameters with the best drag reduction rate for the modeling design. The numerical simulation results show that the optimal drag reduction rate of the two-stage drag reduction structure is greater than 21%. In the flow channel test experiment, the drag reduction rate is slightly lower than the simulation results. Numerical simulation and experimental data show that the underwater drag reduction function can be realized by simulating the microstructure of loach skin. Finally, analyze the velocity gradient, vortices, etc., and search for the drag reduction mechanism. The simulation design of the microstructure of the loach skin can increase the thickness of the boundary layer, promote the vortex structure near the wall surface, change the flow mode of the solid–liquid interface, and reduce the wall resistance. At the same time, the drag reduction model provides key technical support for the practical application of reducing surface resistance, such as in underwater vehicles. [ABSTRACT FROM AUTHOR]

In order to mitigate the impact of particulate pollutants in Nanjing Sample Industrial Park, it is imperative to simulate the wind field and pollutant dispersion inside the park. Therefore, a CFD-DPM study was employed to simulate the wind field and pollutant dispersion with an accurate landform model. A large eddy simulation was utilized for calculating wind flow distribution inside the park, which is more suitable than Reynolds-Averaged Navier–Stokes Equations (RANS). The physical model of the plant canopy was incorporated to assess its influence on the wind field and particulate pollutants through drag, buoyancy, and deposition effects. Using this method, the distributions of the wind field, and contaminant and the sensitivity tests were obtained by means of calculating a number of research cases under different meteorological conditions. In the numerical results, the wind field was obstructed by the plant canopy, resulting in near-ground uniformity under unstable weather conditions. The distribution of particulate pollutants was influenced not only by the drag and buoyancy effects but also by deposition, which caused an accumulation of particulate pollutants on the windward side of the canopy under unstable weather conditions. The sensitivity tests were performed by comparing the concentrations of particulate pollutants under various conditional settings. The canopy regions can remove the particulate pollutant by 50% under stable weather conditions. The deposition effect is enhanced by larger particle density and diameter and is also influenced by leaf area density. [ABSTRACT FROM AUTHOR]

Orographic gravity waves (OGWs) are an important mechanism for coupling of the free atmosphere with the surface, mediating the momentum and energy transport and influencing the dynamics and circulation especially in the middle-atmosphere. Current global climate models are not able to resolve a large part of the OGW spectrum and hence, OGW effects have to be parameterized in the models. Typically, the only parameterized effect is the OGW induced drag. Despite producing the same quantity as an output and relying on similar assumptions (e.g. instantaneous vertical propagation), the individual OGW parameterization schemes differ in many aspects such as handling of the orography, the inclusion of non-linear effects near the surface and the tuning of the emergent free parameters. In this study, we have reviewed 7 different parameterizations, which are used in 9 different CMIP6 models. We report pronounced differences in the vertical distribution and magnitude of the parameterized OGW drag between the models and study to what extent the inter-model differences can be traced back to the difference in the type and tuning of the schemes. Finally, we demonstrate how the OGW drag differences project to the intermodel differences in the stratospheric dynamics. The study can pave the way for a more systematic research of the OGW parameterizations in the future, with an ultimate goal of lowering the amount of uncertainty of the future climate projections connected with the parameterized effects of unresolved orography. [ABSTRACT FROM AUTHOR]

We present a 3D ideal MHD simulation of magnetospheric accretion on to a non-rotating star. The accretion process unfolds with intricate 3D structures driven by various mechanisms. First, the disc develops filaments at the magnetospheric truncation radius (RT) due to magnetic interchange instability. These filaments penetrate deep into the magnetosphere, form multiple accretion columns, and eventually impact the star at ∼30o from the poles at nearly the free-fall speed. Over 50 per cent (90 per cent) of accretion occurs on just 5 per cent (20 per cent) of the stellar surface. Secondly, the disc region outside RT develops large-scale magnetically dominated bubbles, again due to magnetic interchange instability. These bubbles orbit at a sub-Keplerian speed, persisting for a few orbits while leading to asymmetric mass ejection. The disc outflow is overall weak because of mostly closed field lines. Thirdly, magnetically supported surface accretion regions appear above the disc, resembling a magnetized disc threaded by net vertical fields, a departure from traditional magnetospheric accretion models. Stellar fields are efficiently transported into the disc region due to above instabilities, contrasting with the 'X-wind' model. The accretion rate on to the star remains relatively steady with a 23 per cent standard deviation. The periodogram reveals variability occurring at around 0.2 times the Keplerian frequency at RT , linked to the large-scale magnetic bubbles. The ratio of the spin-up torque to |$\dot{M}(GM_*R_T)^{1/2}$| is around 0.8. Finally, after scaling the simulation, we investigate planet migration in the inner protoplanetary disc. The disc driven migration is slow in the MHD turbulent disc beyond RT , while aerodynamic drag plays a significant role in migration within RT. [ABSTRACT FROM AUTHOR]

The object of research is a civil mainline aircraft with a transonic truss-braced wing. The problem of designing an aircraft of this scheme at the preliminary design stage is being solved in the work. The results of the work include the concept of designing aircraft with a transonic truss-braced wing, the main advantages of such a scheme, the process of determining the geometric parameters of the truss-braced, features of the preliminary design of an aircraft with an extremely high aspect ratio truss-braced wing, possible approaches to the arrangement of units and their mutual arrangement. The results are explained by the difference in the design model (the cantilever beam is replaced by a beam on two supports) in mass analysis and the increased wing aspect ratio in aerodynamic calculation. The final data are based on a statistical study to determine the basic geometric parameters of assemblies of modern mainline passenger aircraft, synthesis of parameters of analog aircraft. For example, an aircraft capable of carrying 250 passengers over a distance of 13.000 km is considered. In the design process, values of aspect ratio, taper ratio, wing area, vertical tail and horizontal tail area ratio, and fuselage dimensions are accepted. Drawings of the general appearance of the aircraft have been developed and, based on it, a master geometry of the theoretical contour has been constructed. Graphs of first-order polar and maximum lift-to-drag ratio have been plotted, the reduction of aerodynamic drag in percentage terms has been determined, and the increase in aerodynamic lift-todrag ratio in percentage terms for an aircraft with an extremely high aspect ratio truss-braced wing compared to similar characteristics of an aircraft with a conventional non-braced wing has been calculated. The approximate mass savings when using a truss-braced wing on the aircraft are determined in percentage terms. The expediency of using wings of greater aspect ratio, than modern aircraft currently have, has been justified. The expediency of using a brace for the aircraft with an extremely high aspect ratio wing has been justified. The obtained results can be used in practice in the process of developing the preliminary design of an aircraft with a truss-braced wing or in the modifications of existing aircraft to increase their fuel efficiency or increase the durability of wing elements due to reduced loads acting on them. [ABSTRACT FROM AUTHOR]

Industrial and environmental granular flows commonly exhibit a phenomenon known as “granular segregation,” in which grains separate according to physical characteristics (size, shape, density), interfering with industrial applications (cement mixing, medicine, and food production) and fundamentally altering the behavior of geophysical flows (landslides, debris flows, pyroclastic flows, riverbeds). While size-induced segregation has been well studied, the role of grain shape has not. Here we conduct numerical experiments to investigate how grain shape affects granular segregation in dry and wet flows. To isolate the former, we compare dry, bidisperse mixtures of spheres alone with mixtures of spheres and cubes in a rotating drum. Results show that while segregation level generally increases with particle size ratio, the presence of cubes decreases segregation levels compared to cases with only spheres. Further, we find differences in the segregation level depending on which shape makes up each size class, reflecting differences in mobility when smaller grains are cubic or spherical. We find similar dynamics in simulations of a shear-driven coupled fluid-granular flow (e.g., a simulated riverbed), demonstrating that this phenomenon is not unique to rotating drums; however, in contrast to the dry system, we find that the segregation level increases in the presence of cubic grains, and fluid drag effects can qualitatively change segregation trends. Our findings demonstrate competing shape-induced segregation patterns in wet and dry flows that are independent from grain size controls, with implications for many industrial and geophysical processes. [ABSTRACT FROM AUTHOR]

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

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

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

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

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

The screw conveying of agricultural materials is an important part of agricultural production that affects the operational efficiency of combine harvesters. The friction between materials and screw blades is an important factor hindering the improvement of conveying performance. The drag reduction effect of bionic non-smooth (BNS) surfaces has been verified in many fields, but its effect in granular material conveying is unknown. In this research, two kinds of BNS structures, namely concave and convex structures, were designed on traditional smooth spiral blades. Virtual simulation experiments were carried out with EDEM (2020, DEM-Solutions Ltd., UK) software by establishing a virtual model of the screw conveyor. By comparing the conveying performance of screw conveyors installed with conventional smooth blades and BNS blades, the best-performing concave shape was selected as the BNS structural unit. Based on the orthogonal test method, the conveying performance of models with different structural parameters was compared. The best conveying performance was achieved with the pit diameter D of 4 mm, the pit axial distance D x of 10 mm, and the radial pit distance D y of 3 mm. In this case, compared with the conventional structure (CS), the average axial velocity of the particles was increased by 16.07%, the filling coefficient was increased by 6.89%, the mass flow rate was increased by 26.39%, the average power was reduced by 80.34%, and the average squeezing force on the particles was reduced by 72.49%. On this basis, a test rig and signal monitoring system were built, and the results of the test were found to be consistent with the simulation results. The concave BNS structure changes the flow state of particles and effectively improves the grain-conveying performance of the screw conveyor. This study provides new ideas and methods to improve the performance of screw conveyors for conveying granular materials. • Biomimetic non smooth structures can improve the performance of screw conveyors for conveying grain particles. • The DEM method accurately simulates the transportation process of grain particles. • The conveying performance of concave structures is better than that of convex structures. [ABSTRACT FROM AUTHOR]