Search Results (1,050)

This study investigates whether aerodynamic interaction effects in an interlocked (negative-gap) counter-rotating dual Savonius rotor configuration can improve the efficiency of drag-based vertical-axis wind turbines in urban wind conditions. Two-dimensional Computational Fluid Dynamics (CFD) simulations were performed in ANSYS Fluent 2025 R2 using both steady and unsteady RANS approaches, including dynamic meshing to enable collision-free rotation in the interlocked overlap region. The numerical setup was first validated for a single two-bucket reference rotor against published experimental data of torque and power coefficients and subsequently applied to dual-rotor configurations with negative gap distances. The results show that the dual-rotor arrangement redistributes torque production over the azimuth angle and yields a smoother and consistently positive mean static torque coefficient, indicating improved self-starting behavior compared to the single rotor. Under transient operation, the dual-rotor configuration yields higher power coefficient values across the entire investigated tip-speed ratio range. The highest performance gain is observed at a tip-speed ratio of $\lambda \approx 1.0$, where the peak power coefficient increases from $c_p\approx 0.25$ (single-rotor) to $c_p\approx 0.32$ (dual-rotor), corresponding to an improvement of the power coefficient of about $\Delta c_p/c_{p0}\approx 28\%$. Full article

Accurate aerodynamic modeling of aircraft during post-stall maneuvers remains challenging due to massive flow separation, vortex breakdown, and unsteady hysteresis. This paper presents a gray-box system identification framework that integrates a Long Short-Term Memory (LSTM) network into the physical equations of aircraft motion. Unlike black-box methods that sacrifice interpretability, the proposed architecture preserves the rigid-body Newton-Euler equations while replacing empirical aerodynamic coefficient models with an LSTM network. The LSTM directly predicts the aerodynamic coefficients, which are transformed into forces and moments via exact physical laws, ensuring hard constraint satisfaction. Validation using real flight test data from a large-scale (3/8) fighter aircraft at angles of attack up to 80° demonstrates that the method achieves regression coefficients exceeding 0.96 for all coefficients on unseen data, with near-zero mean errors. Quantitative comparisons show that the proposed method reduces prediction error by 50–70% compared to black-box LSTM and PINN baselines. The framework offers a practical balance of accuracy, interpretability, and extrapolation reliability for post-stall aerodynamic identification. Full article

Studies have shown that oceanic surface-water salinity varies across the globe and changes over time, while atmospheric water-vapor levels have also increased in recent decades. Evaporation from ocean and inland waters is controlled primarily by meteorological forcing, but the thermodynamic state of the water body also matters. In saline waters, dissolved solutes reduce water activity and thereby reduce the equilibrium tendency of water molecules to enter the vapor phase. In this study, the authors’ coefficient-less aqueous osmotic potential equation was used to examine the thermodynamic effect of representative oceanic salinity differences on evaporative tendency. Calculations were made for recorded surface-water salinities ranging from 31 to 38 kg·m⁻³ of dissolved solutes at an average temperature of 20 °C. Computed osmotic potentials ranged from −2.257 to −2.708 MPa. The corresponding semi-permeable membrane interface pressures ranged from 8.935 to 8.484 MPa, indicating an approximately 5% difference across the selected oceanic salinity range. The interface pressure calculated for solute-free water (11.192 MPa) was more than 24% higher than for the seawater cases considered. These results suggest that salinity acts as a secondary thermodynamic modifier of evaporation potential, whereas radiative, aerodynamic, humidity, and temperature controls remain dominant in determining actual evaporation fluxes. The results also indicate that freshwater bodies and changing land-based evaporative sources may contribute differently to atmospheric water vapor than saline ocean waters. The framework presented here is intended to complement, rather than replace, established evaporation formulations by clarifying how salinity-related osmotic effects can modify the water-side boundary condition. Full article

Flight dynamics modeling is a fundamental cornerstone of aircraft design, simulation, and control. Traditional approaches rely on aerodynamic look-up tables for numerical integration, which suffer from high data-acquisition costs, poor extrapolation capability, and difficulty in assimilating flight test data. This paper proposes an architectural integration of physics-informed neural networks (PINNs), graph neural networks (GNNs), and known flight mechanics equations for flight dynamics modeling. Without requiring aerodynamic coefficient labels, the method predicts flight state derivatives using state-transition data. The approach encodes the structural knowledge of flight mechanics equations into graph topology and a physics computation layer (PhysicsLayer), so that the neural network only needs to learn the unknown aerodynamic coefficients while all remaining physical relationships are computed by the governing equations. Using an F-16 fighter six-degree-of-freedom model as the verification platform, an ablation study involving Direct-MLP, PINN, PIGNN, and GNN is conducted. Results show that the PIGNN architecture improves single-step derivative prediction accuracy by 86.6% over Direct-MLP, 60.9% over pure PINN, and 90.8% over GNN. In 499-step (approximately 5 s) rollout state prediction, the PIGNN Core RMSE is 1.1554, with approximately linear error growth within the first 100 steps indicating well-controlled short-range error accumulation. The graph-structural prior enables the network to learn aerodynamic coefficients that closely match the F-16 reference aerodynamic database without aerodynamic coefficient supervision. The results demonstrate that combining graph-based dependency modeling with hard physical constraints is effective for interpretable flight dynamics surrogate modeling. Full article

Blade tip leakage flow in gas turbines is associated with aerodynamic loss and local heat transfer variation in the tip region. In this study, the flow structure, total pressure loss coefficient, heat transfer coefficient (HTC), and film cooling effectiveness (FCE) were numerically investigated for a plane tip (PLN) and five squealer tip geometries: a conventional squealer tip (SQR), cutback squealer tip (CBS), multi-cavity squealer tip (MCS), triangular-grooved suction-side squealer tip (GSS), and multi-cavity triangular-grooved suction-side squealer tip (MGS). All configurations were compared under the same cascade geometry, tip-clearance condition, and inlet/outlet boundary conditions to examine the geometry-dependent relationship among aerodynamic loss, heat transfer, and film cooling performance. Film cooling was evaluated at blowing ratios of M = 1 and 2 using a camber-line hole arrangement, and the effect of hole rearrangement was further examined at the same blowing ratio and with the same number of cooling holes. The results indicate that the aerodynamic and thermal characteristics of the tip region vary with the leakage-flow path, cavity recirculation, and reattachment behavior formed by each tip geometry. Under the present conditions, SQR showed the lowest downstream total pressure loss coefficient, with a 7.27% reduction relative to PLN, whereas MGS showed the lowest geometry-normalized heat transfer rate among the tested geometries. Increasing the blowing ratio tended to increase FCE, although local cooling performance was affected by high-pressure or reattachment-dominated regions where coolant ejection, surface attachment, or lateral spreading was limited. Compared with the camber-line arrangement, the rearranged hole configuration increased local FCE by up to 29.6% for CBS and 23.3% for MGS at the same blowing ratio. These results may be used as comparative data for evaluating squealer tip geometries and cooling-hole placement during preliminary blade tip cooling design. Full article

The aerodynamic behaviour of buildings equipped with porous outer envelopes is governed by the interaction between millimetre-scale geometric features and building-scale flow structures. Explicitly resolving these scales in numerical simulations is computationally prohibitive, making homogenised porous-medium formulations a practical alternative. Among them, the Darcy–Forchheimer (D–F) model is widely adopted; however, the reliability of building-scale predictions critically depends on how its resistance coefficients are identified and validated. This study proposes and assesses a consistent procedure for the determination and application of D–F coefficients for porous screens used in double-skin façade systems. Porous elements are first characterised at the element scale through an analytical derivation based on aerodynamic force coefficients, from fully resolved CFD simulations of representative periodic modules. The resulting D–F coefficients are cross-compared and validated against available wind tunnel data at local Reynolds numbers $R{e}_H>3000$. Secondly, the calibrated homogenised model is applied to a building-scale double-skin façade configuration. The porous layer is represented as a finite-thickness porous region governed by the identified D–F parameters and analysed through unsteady Reynolds-averaged Navier–Stokes simulations. The model’s capability to reproduce global aerodynamic loads, local pressure distributions, and wake characteristics is evaluated against experimental data. The results demonstrate that a properly calibrated D–F formulation provides an accurate and computationally efficient representation of porous façade systems, bridging element-scale characterisation and structural-scale aerodynamic performance. Full article

During the worldwide energy transition, wind power has become a leading development direction. Compared to large-scale horizontal-axis wind turbines (HAWTs), small-scale vertical-axis wind turbines (VAWTs) show potential, lack yaw mechanisms, adapt to wind direction changes, and are cost-effective. However, small-scale VAWTs operate in the near-surface atmospheric boundary layer and are sensitive to low-temperature and high-humidity climates, which cause blade icing. Ice buildup leads to fluctuations in aerodynamic loads, reduces power output, and diminishes stability. This study focuses on the NACA-0018 airfoil, using a low-temperature wind tunnel platform to simulate freezing durations to obtain ice characteristics on the blade surface. Based on ice profiles, numerical models were developed. Computational fluid dynamics (CFD) techniques were used to perform unsteady simulations of aerodynamic performance at various icing durations, investigating the influence on the power coefficient. The results indicate that the effect of icing duration on the average power coefficient depends on TSR. At the 5 min icing stage, the optimal tip-speed ratio decreases. Icing deteriorates aerodynamic performance at high tip-speed ratios, while producing positive optimization effects at low tip-speed ratios. This paper reveals the variation patterns of aerodynamic performance and differentiated mechanisms during the icing process of small vertical-axis wind turbine blades, providing a theoretical basis and data support for the development of surface anti-icing technologies and safe, efficient operation in low-temperature environments. Full article

In this paper, the design of a novel deployable scissor-structural mechanism (SSM) for the morphing of a generic missile nose cone is presented. The aim of the study is to explore a geometric transformation specially designed for the missile’s flight envelope, ensuring optimal aerodynamic performance and decreasing the aerodynamic drag coefficient across different flight conditions, then to apply it. For the geometric transformation the proposed mechanism is composed of multiple scissor-like elements (SLEs), providing a reconfigurable structure capable of adjusting the nose cone shape dynamically. To achieve a continuous and smooth missile nose cone surface the study incorporates a superelastic alloy (SEA) skin, which can deform compatibly with the SLE movements. A computational routine provides the study with an optimum SSM configuration which makes the geometric transformation the best. The computational routine minimizes the structural error between deformed nose cone shape and target nose cone shape. Full article

This study presents a flight-envelope-based methodology for aerodynamic load assessment and composite material selection applied to a hybrid fixed-wing tri-rotor VTOL (Vertical Take-Off and Landing) unmanned aerial vehicle (UAV). A certification-oriented maneuver and gust envelope was established to define the critical load cases. Reynolds-averaged Navier–Stokes (RANS) simulations of the full aircraft at nominal cruise were performed to determine global aerodynamic coefficients and distributed pressure fields, including interference effects from the fuselage and externally mounted VTOL system. A complementary wing-only angle-of-attack study was used to characterize lift, drag, and chordwise pressure distributions over the relevant incidence range. Critical envelope points were mapped to equivalent aerodynamic states in terms of lift coefficient and angle of attack, enabling a quasi-steady correlation between certification loads and CFD (Computational Fluid Dynamics) results. In parallel, carbon fiber-reinforced polymer (CFRP) laminates were experimentally evaluated under tensile, open-hole tensile, and flexural loading. The results indicate that, within the two investigated laminate configurations, the [0°/90°] CFRP laminate provides the more suitable strength and stiffness for primary wing structures, while off-axis laminates are better suited for secondary regions. The proposed workflow links flight-envelope definition, aerodynamic analysis, and material selection, providing a basis for preliminary structural design. Full article

This study presents a comparative computational fluid dynamics (CFD) investigation of the aerodynamic performance of four simplified crossover/sports utility vehicle (SUV)-type vehicle body configurations. The models were developed with systematic geometric variations, including front face inclination, roof spoiler length, roof spoiler slotting, and rear underbody diffuser integration. Steady-state Reynolds-averaged Navier–Stokes (RANS) simulations using the k–ω SST turbulence model were conducted in ANSYS Fluent to evaluate key aerodynamic parameters, including the drag coefficient, drag force, pressure distribution, velocity field, and modeled turbulence kinetic energy. The results indicate that the baseline configuration exhibits the highest drag due to early flow separation and poor rear pressure recovery. Progressive geometric modifications led to improved aerodynamic performance, with the configuration incorporating a slotted roof spoiler and rear diffuser achieving the lowest drag coefficient, corresponding to an approximate 13% reduction compared to the baseline model. The findings demonstrate that coordinated front- and rear-end design modifications play a critical role in reducing wake intensity and enhancing aerodynamic efficiency. This study provides insight into effective drag reduction strategies for crossover-type vehicles and highlights the importance of integrated aerodynamic design approaches. Full article

Aerodynamic drag is a key factor influencing performance in high-speed winter sports, and even small reductions in drag may contribute to meaningful improvements in race time. This study investigated the effects of seam position and seam-folding direction on the aerodynamic characteristics of skiwear fabrics using wind tunnel experiments with two simplified models: a cylinder model and a wing-shaped model. In the cylinder model, the seam position directly facing the airflow was defined as 0° and shifted in 30° increments, whereas in the wing-shaped model, the seam was moved rearward from the foremost point in 5 cm increments. The inward-folded portion of the seam was arranged either toward the airflow or opposite to it. Wind tunnel tests were conducted at wind speeds ranging from 40 to 120 km/h, and drag coefficients were calculated from measured drag forces. The results show that aerodynamic drag varied with seam position in both models. In the cylinder model, the lowest drag coefficient was observed at 30° from the front, whereas in the wing-shaped model, the lowest drag was obtained at the foremost seam position (0 cm). At 100 km/h, shifting the seam position from 0 cm to 5 cm increased the drag coefficient by approximately 54.5% in seam type A and 50.0% in seam type B. These findings suggest that seam position may be a potentially relevant aerodynamic design variable in skiwear research, whereas seam-folding direction appeared to be of secondary importance under the present test conditions. However, the present conclusions are restricted to simplified experimental geometries and should not be directly generalized to specific body regions or full-garment systems. Full article

This study presents a computational investigation of an ingenious Twain co-flow jet (CFJ) airfoil system featuring independently controlled micro-compressors for active flow control. Unlike conventional single-point or synchronously controlled CFJ configurations, the proposed system enables independent tuning of jet momentum coefficients at multiple locations along the airfoil surface. Reynolds-averaged Navier–Stokes (RANS) simulations are employed to analyze the impact of this independent control strategy on boundary layer behavior, lift enhancement, stall delay, and aerodynamic efficiency. The objective of this work is to establish a quantitative relationship between jet momentum distribution and aerodynamic performance, while also evaluating the associated energy consumption characteristics of the system. This technology works incredibly well at low speeds, significantly increasing stall angles and lift coefficients; at higher speeds, it uses less energy and improves the lift-to-drag ratio. Twain configuration offers more accurate control over pressure gradients, enabling adaptive performance during all flight phases. In this work, a Twain-compressor-integrated CFJ system is presented, in which jet momentum coefficients (Cμ = 0.05 and 0.1) are dynamically controlled by two independently controlled micro-compressors across various flight conditions (11.34 m/s, 138 m/s, 208 m/s). By optimizing injection at the leading edge and mid-chord—paired with synchronized suction at strategic withdrawal points—the system achieves precise boundary layer control with near-zero net mass flux. Modulating Cμ improves aerodynamic efficiency while limiting the total propulsion energy expenditure, allowing a smooth transition from high-lift takeoff to low-drag cruise, according to computational fluid dynamics (CFD) analysis. Due to these developments, Twain-compressor CFJ systems are now a scalable option for aircraft that need to be extremely aerodynamically versatile without sacrificing efficiency. Full article

In coaxial twin-rotor helicopters, the minimum blade tip distance may approach danger thresholds during rotor intersection under high-speed rotation and complex aerodynamic conditions, posing collision risks. This study proposes a multi-sensor fusion approach for measuring the blade collision warning parameter $d$, which maps the collision risk into a single evaluation metric and provides stable real-time outputs of phase, spatial position, and inter-blade distance under high-speed operational conditions. A collaborative measurement scheme integrating encoder-based phase detection, tip-tracking camera positioning, and millimeter-wave radar distance measurement was developed. A dynamic rotor motion simulation experimental platform with single-side rotation and rigid blades was constructed to validate the measurement performance under varying rotor speeds and blade tip distances. Experimental results indicate that measurement errors remain within ±1.87 mm, repeatability errors are below 0.67 mm, and the coefficient of variation is under 0.2%, confirming the accuracy and stability of the proposed method under dynamic conditions. Additional multi-speed experiments show that, over the tested rotational-speed range, the error of $d$ remains within (−5.86 mm, 6.57 mm), although the fluctuation of the results increases moderately at higher speeds as the blade intersection duration becomes shorter. The proposed approach provides a laboratory-validated technical basis for blade collision risk assessment and future warning implementation in coaxial twin-rotor helicopters. Full article

In the present-day mining conditions, the ensuring of effective ventilation is the key factor in mine safety and energy efficiency. Calculating the aerodynamic drag of mine workings is the basis for designing and optimizing ventilation systems. Aerodynamic drag is determined by the aerodynamic drag coefficient, whose values in classical theory do not always correspond to actual mining conditions. This study examines the effect of the working cross-sectional area, the air flow velocity (taking into account leaks through the mined space), the support density, and the presence of reinforcement elements on the aerodynamic drag coefficient. Using statistical analysis, multivariate relationships were obtained for calculating the aerodynamic drag coefficient. The practical significance of the results consists of improving the accuracy of ventilation parameter calculations, optimizing the air flow and ventilation modes, and reducing risks in controlling aero-gas conditions in mining areas. Full article

The aerodynamic characteristics of wingsails on unmanned surface vessels (USVs) play a crucial role in enhancing propulsion performance. Two-dimensional wingsail airfoils of owl wings, merganser wings, seagull wings, and teal wings were obtained through biomimetic design. Then a numerical investigation was conducted on the four biomimetic airfoils using the SST k-ω turbulence model to evaluate their aerodynamic performance. The results demonstrate that the bionic merganser airfoil exhibits the most superior lift performance, achieving a maximum lift coefficient of 3.21 across angles of attack ranging from 0° to 60° among the four biomimetic wingsails, and the bionic seagull airfoil is second, while the bionic teal airfoil shows the weakest lift characteristics. As the angle of attack increases, flow separation emerges at the trailing edge of the biomimetic airfoils, leading to the formation of separation vortices. For example, the backflow zone on the suction surface of the biomimetic merganser wingsail, caused by unsteady flow, persists at an angle of attack of 16 degrees. The vortex structure at the trailing edge of the biomimetic merganser wingsail periodically generates, develops, detaches, and dissipates, which affects the backflow of the suction surface of the wingsail and interferes with its lift coefficient. The study provides an excellent reference for selecting high-performance USV wingsails. Full article