Search Results (102)

Superhydrophobic coatings possess distinct wettability characteristics and hold significant potential in metal corrosion protection and underwater drag reduction. However, their practical application is often hindered by poor durability arising from the fragility of their micro/nanostructured surface roughness. In this study, a durable superhydrophobic coating featuring a hierarchical, hydrangea-like micro/nanostructure was successfully fabricated on an aluminum alloy substrate via a simple one-step cold-spraying technique. The coating consisted of hydrangea-shaped SiO₂ nanoparticles modified with 1H,1H,2H,2H-perfluorodecyltrimethoxysilane (PFDT) to produce multiscale roughness, while epoxy resin (EP) served as the binding matrix to enhance mechanical integrity. The hydrangea-like SiO₂ nanostructures were characterized by solid cores and wrinkled, petal-like outgrowths. This unique morphology not only increased the surface roughness but also provided more active sites for air entrapment, thereby enhancing the coating’s overall performance. The h-SiO₂@PFDT-EP composite coating exhibited excellent superhydrophobicity, with a WCA of 170.1° ± 0.8° and a SA of 2.7° ± 0.5°. Durability was evaluated through sandpaper abrasion, tape peeling, acid and alkali immersion, artificial weathering, and salt spray tests. The results demonstrated that the coating retained stable superhydrophobic performance under various environmental stresses. Compared with bare 6061 aluminum and EP coatings, its corrosion current density was reduced by four and three orders of magnitude, respectively. Furthermore, the coating achieved a maximum drag-reduction rate of 31.01% within a velocity range of 1.31–7.86 m/s. The coating also displayed excellent self-cleaning properties. Owing to its outstanding durability, corrosion resistance, and drag-reducing capability, this one-step fabricated superhydrophobic coating showed great promise for applications in marine engineering and defense. Full article

To establish a theoretical foundation for assessing the dynamic performance of high-speed train catenary systems in wind-prone regions, this study develops a coupled pantograph–catenary model using ANSYS(2022R1) APDL. The dynamic responses of conventional high-speed pantographs traversing both mainline and transition sections are analyzed under varying operational conditions. The key findings reveal that an elevated rated tension in the contact wire and messenger wire reduces the pantograph lift in wind areas with no crosswind compared to non-wind areas, with an average lift reduction of 8.52% and diminished standard deviation, indicating enhanced system stability. Under a 20 m/s crosswind, both tested pantograph designs maintain contact force and dynamic lift within permissible thresholds, while significant catenary undulations predominantly occur at mid-span locations. Active control strategies preserve the static lift force but induce pantograph flattening under compression, reducing aerodynamic drag and resulting in smaller contact force fluctuations relative to normal-speed sections. In contrast, passive control increases static lift, thereby causing greater fluctuations in contact force compared to baseline conditions. The superior performance of active control is attributed to its avoidance of static lift amplification, which dominates the dynamic response in passive systems. Full article

This paper employs direct numerical simulation (DNS) to investigate the influence of blowing and suction control on the compressible fully developed turbulent flow within an infinitely long channel. The spanwise blowing strips are positioned at uniform intervals along the bottom wall of the channel, while the suction strips are symmetrically placed on the top wall. The basic flow (uncontrolled case) and the controlled cases involving global control and interval control are compared at $Ma=0.8$ and 1.5. Although the wall mass flow rate remains constant across all controlled cases, the applied blowing/suction intensity and spanwise strip areas exhibit significant variations. The numerical results indicate that augmenting the blowing/suction intensity will alter the velocity gradient of the viscous sublayer in the controlled region. Nonetheless, a reduction in the area of the controlled region diminishes the impact of blowing/suction on drag reduction on the entire wall. The spatially averaged velocity profiles on the wall for cases with identical wall mass flow rates are nearly indistinguishable, suggesting that the wall mass flow rate is the primary factor influencing the spatially averaged drag reduction rate on the entire wall, rather than the blowing/suction intensity or the injected energy. This is because the wall mass flow rate influences the average peak position of the Reynolds stress, which, in turn, affects the skin friction drag. An increase in the wall mass flow rate correlates with a heightened drag reduction rate on the blowing side, while simultaneously leading to a rising drag increase rate on the suction side. Full article

Aiming at the problem that conventional friction reducers used in fracturing cannot simultaneously possess properties such as temperature resistance, salt resistance, shear resistance, rapid dissolution, and low damage. Under the design concept of “medium-low molecular weight, salt-resistant functional monomer, supramolecular physical crosslinking aggregation, and enhanced chain mechanical strength”, acrylamide, sulfonic acid salt-resistant monomer 2-acrylamide-2-methylpropanesulfonic acid, hydrophobic association monomer, and rigid skeleton functional monomer acryloyl morpholine were introduced into the friction reducer molecular chain by free radical polymerization, and combined with the compound suspension technology to develop a new type of multi-functional viscous friction reducer suspension (SAMD), the comprehensive performance of SAMD was investigated. The results indicated that the critical micelle concentration of SAMD was 0.33 wt%, SAMD could be dissolved in 80,000 mg/L brine within 3.0 min, and the viscosity loss of 0.5 wt% SAMD solution was 24.1% after 10 min of dissolution in 80,000 mg/L brine compared with that in deionized water, the drag reduction rate of 0.1 wt% SAMD solution could exceed 70% at 120 °C and still maintained good drag reduction performance in brine with a salinity of 100,000 mg/L. After three cycles of 170 s⁻¹ and 1022 s⁻¹ variable shear, the SAMD solution restored viscosity quickly and exhibited good shear resistance. The Tan δ (a parameter characterizing the viscoelasticity of the system) of 1.0 wt% SAMD solution was 0.52, which showed a good sand-carrying capacity, and the proppant settling velocity in it could be as low as 0.147 mm/s at 120 °C, achieving the function of high drag reduction at low concentrations and strong sand transportation at high concentrations. The viscosity of 1.4 wt% SAMD was 95.5 mPa s after shearing for 120 min at 140 °C and at 170 s⁻¹. After breaking a gel, the SAMD solution system had a core permeability harm rate of less than 15%, while the SAMD solution also possessed the performance of enhancing oil recovery. Compared with common friction reducers, SAMD simultaneously possessed the properties of temperature resistance, salt resistance, shear resistance, rapid dissolution, low damage, and enhanced oil recovery. Therefore, the use of this multi-effect friction reducer is suitable for the development of unconventional oil reservoirs with a temperature lower than 140 °C and a salinity of less than 100,000 mg/L. Full article

In response to the special requirements for shale gas reservoir stimulation, a novel environmentally responsive fracturing fluid thickener was designed and developed in this paper. N,N-dimethylhexadecylallylammonium chloride (C16DMAAC), N-vinylpyrrolidone (NVP), 2-acrylamido-2-methylpropanesulfonic acid (AMPS), and Acrylamide (AM) were used as functional monomers, and the synthesis of the target product was achieved successfully through free radical polymerization in an aqueous solution. The findings indicated that in the optimized situation, where the total monomer mass fraction was 25%, the ratio of AM:AMPS:C16DMAAC:NVP was 15:10:3:2, the initiator mass fraction was 0.3%, the pH was 6.5, and the temperature was 60 °C, the thickener achieved a number-average molecular weight of 1.13 × 10⁶. Furthermore, its remarkable thermal stability was manifested, as it only experienced a 15% mass loss in the temperature interval spanning from 40 °C to 260 °C. Performance evaluation results indicated that, at 120 °C, the viscosity of the thickener under study increased by over 49% compared to the control group. Simultaneously, in a 0.4 wt% CaCl₂ environment, it retained a high viscosity of 54.75 mPa·s. This value was 46.61 mPa·s greater than that of the control group. Furthermore, under the conditions of a temperature of 170 °C, the fracturing fluid viscosity remained above 68 mPa·s. Regarding the flow performance, within the flow rate range from 110 to 150 L/min, it showed a remarkable drag reduction effect, achieving a maximum drag reduction rate of 70%. At 150 °C, the fracturing fluid exhibited superior proppant-carrying efficacy, with a settlement rate that was 26.1% lower than that of the control group. The viscosity and residue content of the gel-broken fracturing fluid exceeded the requirements of industry standards. In particular, the residue content of this fracturing fluid was 21% lower than that of the control group. The research results provide an environmentally responsive fracturing fluid thickener with excellent performance for shale gas reservoir stimulation. Full article

Superhydrophobic surfaces are critical in the marine industry because ships and underwater vehicles are constantly exposed to hydrodynamic friction and biofouling during operation, which can negatively affect their efficiency and increase operating costs. To address these challenges, this study proposes a straightforward method for fabricating stable superhydrophobic surfaces. By modifying nano-copper oxide on a microstructure substrate, a coating exhibiting exceptional hydrophobicity, designated as 100-SHB, was successfully developed. The 100-SHB has a water contact angle of about 163.0° and a sliding angle of about 2.0°, which is highly repulsive to water droplet impact. Furthermore, 100-SHB maintained its superhydrophobic properties under rigorous testing, including water puncture resistance, sandpaper abrasion, and ultrasonic damage tests. The incorporation of a lithography-based network structure further enhanced the mechanical stability of the surface, highlighting its robustness. In ship model experiments, the surface demonstrated a remarkable drag reduction rate of 64.2%. This environmentally friendly, simple, and scalable fabrication method represents a significant advancement toward practical implementation in the marine industry and holds promise for expanding applications in non-wetting-related fields. Full article

This study explores the application of the Least Squares Method to analyze and model the kinematic parameters in monofin swimming, focusing on stroke rate, stroke length, and the amplitudes of joint displacements at the hip, knee, and ankle. The primary aim is to evaluate whether this method provides an objective and diagnostic tool for assessing monofin swimming techniques. Three elite monofin swimmers were evaluated under a progressive fatigue test. Results indicated that the stroke rate increases velocity by 0.95, 0.23, and 0.96 units (for the estimated models respectively). Optimized stroke length (0.01–0.12 units) also significantly correlates with velocity improvements. Joint amplitude reductions, particularly at the hip and ankle, enhanced propulsion by minimizing drag. This study highlights the Least Squares Method as a diagnostic tool for optimizing swimming techniques, with potential applications in performance training. Full article

Stringent sustainability goals are set for the next generation of aircraft. A promising novel airframe concept is the ultra-high aspect ratio Strut-Braced Wing (SBW) aircraft. Hydrogen-based concepts are active contenders for sustainable propulsion. The study compares a medium-range Liquid Hydrogen (LH2) to a kerosene-based SBW aircraft designed with the same top-level requirements. For both concepts, overall design, operating costs, and emissions are evaluated using the tool SUAVE. Furthermore, aerostructural optimizations are performed for the wing mass of SBW aircraft with and without wing-based fuel tanks. Results show that the main difference in the design point definition results from a higher zero-lift drag due to an extended fuselage housing the LH2 tanks, with a small reduction in the required wing loading. Structural mass increases of the LH2 aircraft due to additional tanks and fuselage structure are mostly offset by fuel mass savings. While the fuel mass accounts for nearly 25% of the kerosene design’s Maximum Take-Off Mass (MTOM), this reduces to 10% for the LH2 design. The LH2 aircraft has 16% higher operating costs with emission levels reduced to 57–82% of the kerosene aircraft, depending on the LH2 production method. For static loads, the absence of fuel acting as bending moment relief in the wing results in an increase in wing structural mass. However, the inclusion of roll rate requirements causes large wing mass increases for both concepts, significantly outweighing dry wing penalties. Full article

The reduction of drag for both aircraft and underwater equipment has the potential to reduce their overall energy consumption. Consequently, research into the drag-reducing performance of metal surfaces has significant practical applications. However, there has been more research on the machining of grooves on flat surfaces and inside tubes and less research on the structure of drag-reducing grooves on the outside of circular rods. This paper presents a study in which laser etching technology is employed to machine a range of secondary fractal topologies and V-groove composite structures on the surface of equal-diameter stainless-steel bodies of revolution. The influence of different parameters on the surface properties of stainless-steel materials is analysed through the use of auxiliary positioning tools, adjustments to laser processing parameters and scanning path schemes, as well as the characterisation of the surface morphology of the processed stainless steel using super-depth microscopy, scanning electron microscopy, and other techniques. Subsequently, an underwater drag-reduction tester is employed to assess the drag-reduction efficacy of the optimised secondary fractal composite structure on the surface of the stainless-steel equal-diameter body of revolution. Subsequently, particle image velocity (PIV) tracking technology is employed to assess the surface flow field velocity and overall velocity average of the secondary fractal composite structure. The findings indicate that the secondary fractal composite structure exhibited a drag-reduction effect on the surface of the stainless-steel body of revolution only when the primary main groove had a width of 0.1 mm. Furthermore, an increase in the Reynolds number Re within the range of 4000 to 7000 resulted in a notable enhancement in the drag-reduction efficacy of the secondary fractal composite structure on the surface of the stainless-steel body of revolution. At Re values of 5000, 6000, and 7000, the corresponding drag-reduction rates were observed to be 5.15%, 5.28%, and 5.40%, respectively. Full article

With the aiming of solving problems with the existing ordinary excavator buckets used in the process of operations (such as heavy digging resistance, ease of adhesion, and others), seven types of bionic buckets and a prototype bucket were designed, based on the contractile-state curve of the earthworm head and the contour curve of the pangolin claw toe. The digging processes of the buckets were simulated using the discrete element method. The results show that, compared with the prototype buckets, all seven types of bionic buckets have significant drag reduction effects at the same digging depth, and the drag reduction effects increase with the decrease of digging speed. Among them, the composite bionic bucket-3 has the highest drag reduction rate, of 14.469% when the digging speed is 2 rad/s. At the same digging speed, different buckets disturb the soil particles to different degrees, and the bionic buckets disturb the soil more significantly compared with the prototype buckets. By conducting contact force field analysis for the buckets, it was shown that the bionic corrugated structure brings the bucket surface into incomplete contact with the soil particles, where the contact is on small areas or even on points, so that the relative velocity between the soil and the shovel body increases under the same driving force, which reduces the excavation resistance. This study provides a theoretical and design basis. Full article

To enhance the service life of shipping equipment and minimize surface wear, this study employs biomimetic principles, integrating fitted structures with jet dynamics to model three configurations: non-smooth structures, single jet structures, and non-smooth jet-coupled structures. We utilized the SST k-ω turbulence model for numerical simulations to investigate the drag reduction characteristics of these structural models. By varying the jet angle and speed, we analyzed the changes in viscous resistance, pressure differential resistance, and drag reduction rates at the wall surface. Furthermore, the mechanisms of compressive stress, velocity fields, vortex structures, and shear stress on drag-reducing surfaces were elucidated, revealing how these factors contribute to drag reduction in non-smooth jet-coupled structures. The results indicate that the non-smooth jet-coupled structure exhibits superior drag reduction performance at a main flow field velocity of 20 m/s. As the jet velocity increases, the viscous drag on the surface of the non-smooth jet-coupled structure decreases, while the pressure differential drag increases. Conversely, variations in the jet angle have a minimal effect on viscous drag but lead to a reduction in pressure differential drag. Specifically, when the jet velocity is set at 1 m/s, and the jet angle is 60°, the drag reduction achieved by the non-smooth jet-coupled structure peaks at 7.48%. Additionally, the non-smooth jet-coupled structure features a larger area characterized by low shear stress, along with an increased boundary layer thickness at the bottom; this configuration effectively reduces surface velocity and consequent viscous drag. Full article

Underwater vehicles typically rely on batteries or other energy sources for operation, where drag reduction can significantly lower energy consumption and extend operational endurance. Inspired by the skin structure of loaches, a flexible structure with scales and mucus pores was designed. First, numerical simulations were conducted. To accurately demonstrate the interaction between the flexible flow field and the fluid flow field and to capture the movement boundaries of the plates, a bidirectional fluid–structure interaction simulation method was used. The numerical results indicate that the flexible structure has a positive effect on drag reduction. In channel experiments, the drag reduction effects of flexible and non-flexible structures were compared. Both showed optimal drag reduction at a water flow speed of 2 m/s and mucus flow speed of 0.1 m/s. The maximum drag reduction rate for the flexible structure was 28.5%, compared to 22.8% for the non-flexible structure. This difference is attributed to the flexible structure altering the flow pattern of the near-wall boundary layer, reducing the velocity gradient of the boundary layer, and increasing its thickness. The findings of this study can provide guidance for future research on flexible surface drag reduction technologies. Full article

The efficient and stable application of periodic forcing for drag-reduction can help underwater vehicles operate at high speed for long durations and improve their energy-utilization efficiency. This study considers flow control around a body-of-revolution model subjected to periodic blowing or suction through annular slots. The focus is on the boundary-layer structure, properties, and drag of the control fluid under a wide range of body variables (size, free-flow velocity, slot area, and blowing/suction velocity) and control parameters (normalized periodic-forcing amplitude and relative slot sizes). Body variables differ in their effects on the drag-reduction rate, with the surface pressure pushing the model vehicle when S and v are higher than S₀ and v₀. In particular, the lowest pressure drag was −26.4 N with v increasing, and the maximum drag-reduction rate of total drag exceeded 135%. At a fixed Reynolds number, increasing the values of the control parameters leads to larger-scale unstable vortex rings downstream from the slots; the surface-velocity gradient is reduced, effectively lowering the drag. A simple model relating the periodic fluctuation of pressure drag to the body variables is developed through quantitative analysis and used to determine navigational stability. Full article

The multiple additional sampling point method has become popular for use in Efficient Global Optimization (EGO) to obtain aerodynamically shaped designs in recent years. It is a challenging task to study the influence of adding multi-sampling points, especially when multi-objective and multi-fidelity requirements are applied in the EGO process, because its factors have not been revealed yet in the research. In this study, the addition of two (multi-) sampling points (2-MAs) and four (multi-) sampling points (4-MAs) in each iteration are used to study the proposed techniques and compare them against results obtained from a single additional sampling point (1-SA); this is the approach that is conventionally used for updating the hybrid surrogate model. The multi-fidelity multi-objective method is included in EGO. The performance of the system, the computational convergence rate, and the model accuracy of the hybrid surrogate are the main elements for comparison. Each technique is verified by mathematical test functions and is applied to the airfoil design. Class Shape Function Transformation is used to create the airfoil shapes. The design objectives are to minimize drag and to maximize lift at designated conditions for a Reynolds number of one million. Computational Fluid Dynamics is used for ensuring high fidelity, whereas the panel method is employed when ensuring low fidelity. The Kriging method and the Radial Basis Function were utilized to construct high-fidelity and low-fidelity functions, respectively. The Genetic Algorithm was employed to maximize the Expected Hypervolume Improvement. Similar results were observed from the proposed techniques with a slight reduction in drag and a significant rise in lift compared to the initial design. Among the different techniques, the 4-MAs were found to converge at the greatest rate, with the best accuracy. Moreover, all multiple additional sampling point techniques are shown to improve the model accuracy of the hybrid surrogate and increase the diversity of the data compared to the single additional point technique. Hence, the addition of four sampling points can enhance the overall performance of multi-fidelity, multi-objective EGO and can be utilized in highly sophisticated aerodynamic design problems. Full article

To reduce the resistance of high-speed displacement ships with Froude numbers (Fr) between 0.4 and 0.5, this paper proposes the installation of hydrofoils at the bow and stern of the ship. Firstly, starting from the bow wave, this paper proposes the installation of a flat plate appendage at the free surface of the ship’s bow to suppress the height of the bow wave and thus reduce the hull resistance. Taking the DTMB 5415 ship model as the research object, CFD calculation results show that installing a flat plate appendage at the free surface of the ship’s bow can effectively suppress the height of the bow wave, and the total resistance reduction ratio can reach 6.49% when Fr = 0.45. Then, the flat plate appendage was improved to a hydrofoil appendage, further reducing the hull resistance. As a result, the total resistance reduction rate can reach 9.15% at Fr = 0.45. Following this, hydrofoil appendages were installed simultaneously at the bow and stern. The drag reduction effect and mechanism were studied, and the results show that the hydrofoils at the bow and stern have a good drag reduction effect. Suppressing the bow and stern waves and improving the flow field are the main reasons for the drag reduction. Finally, the drag reduction effect of the hydrofoil appendages was verified through experiments, demonstrating its excellent drag reduction effect when Fr = 0.4–0.5 and a maximum total resistance reduction ratio of 14.552%. Full article