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In the present study, the evolutionary multi-objective optimization is employed to design the optimum amplitude and wavelength of sinusoidal leading-edge tubercles for the NACA0012 (National Advisory Committee for Aeronautics) airfoil to improve its aerodynamic performance at Reynolds number of 5.0 × 104 than that of the NACA0012 smooth leading-edge or baseline airfoil. Here, the optimum tubercle is found to have an amplitude of 11.71% and a wavelength of 25% of the baseline airfoil chord, respectively. Through a combination of in-house water tunnel experiments and numerical simulations, it is additionally established that the optimized tubercle airfoil exhibits superior lift and reduced drag characteristics compared to the baseline airfoil, particularly in the post-stall high angle of attack regime. Furthermore, it is noticed that the optimized tubercle design enhances the gap between large separation regions or stall cells along the tubercle airfoil span during the post-stall regime. Consequently, a more pronounced attached flow regime is developed between the consecutive stall cells, contributing to the tubercle airfoil's improved aerodynamic characteristics compared to the baseline airfoil. Our investigations also revealed that the formation and arrangement of the stall cells on the tubercle airfoil span are associated with a biased wake mechanism similar to the one observed in the wake of side-by-side arranged circular cylinders. [ABSTRACT FROM AUTHOR]

Rotary-wing vehicles, in particular smaller, lighter unmanned and urban air vehicles in urban and shipboard settings, will operate in low-speed flight conditions that are dominated by strong transient aerodynamics. Understanding the physics of these transient aerodynamics, specifically large amplitude transverse gusts and the resulting vehicle response, is crucial to the successful development and certification of safe air vehicles that operate in these environments. A high-fidelity computational study, including validation with experiments, explores sharp-edged or step transverse gusts where the gust velocity induces nonlinear behavior caused by flow separation. The behavior of the maximum lift and leading edge vortex behavior with the gust ratio is presented. Gust responses are observed to depart from Küssner's theory when the leading edge vortex first forms as a distinct feature and breaks away from the wing, resulting in flow nonlinearities. Traditional linear indicial admittance techniques are shown to no longer be valid to predict gust responses when the gust velocity approaches the vehicle flight speed. [ABSTRACT FROM AUTHOR]

Recently, significant advances have marked the scientific knowledge of the formation flight of migratory birds. Both experimental and theoretical research have played a central role in understanding the aerodynamic mechanisms associated with this behavior, laying the groundwork for future investigations into the benefits of group formation. These studies have specifically demonstrated the energy savings achieved by birds adopting this practice. Technological evolution, in turn, has opened new perspectives, allowing an in-depth experimental understanding of the flight behaviors of birds in formation, ranging from their energy saving to sophisticated aerodynamic strategies. Studies converge towards an increasing recognition of the complexity and variability of the mechanisms governing formation flight in different avian species. Recent progress in computer modeling has generated impressive visual representations of V-formation flight, prompting several hypotheses about its functions and mechanisms. However, the challenge persists in the ability to test these hypotheses. In conclusion, a multidisciplinary approach involving biologists, engineers, mathematicians, computer scientists, and physicists is essential to unravel the mysteries of the aerodynamics of V-formation flight in migratory birds. This literature review aims to compile studies addressing aerodynamic questions related to the formation flight of migratory birds, exploring various aspects from aerodynamic modeling to energy saving and formation optimization.

Eight balls were manufactured with a 3D printer to resemble various types of 32-panel soccer balls. One ball was completely smooth, whereas the other seven possessed various dimple patterns on their surface panels. Seam width and seam depth were also varied. Wind-tunnel experiments were performed to extract aerodynamic coefficients, and also to determine the critical Reynolds number for each manufactured ball. A new surface roughness parameter is introduced, and a fitting formula is presented, which allows for the prediction of the critical Reynolds number if the new parameter is known.

(1) Background: Previous studies have compared research into ski jumping in different motor processes, but there is a lack of comparative analysis of the biomechanical research methods used to investigate different ski jumping sports. (2) Content: Our study compared the advantages and disadvantages of six research methods and proposes future research directions. Motion video collection and analysis show that controlling angular momentum and achieving stable flight attitude in the take-off process are the most critical factors in ski jumping performance. Most research on force platforms focuses on dynamic performance at the time of take-off, but there are few training sites with an embedded force platform, and so, more empirical research is required. Wearable inertial measurement units, including gyroscopes and accelerometers, can be used to determine a series of forces, calculate the joint angle, and speculate the position of the centroid during motion. Surface EMG studies are primarily used to compare the activity characteristics of the lower limb muscles in the actual field of the jump, the exercise simulation, and the lack of complete training process data. Wind tunnel measurement can satisfy fluid mechanics simulation experiments and provide theoretical support for optimizing special ski jumping technology. Based on the theory of computational fluid dynamics, the optimal drag reduction posture data of ski jumpers can be derived using computer simulations. (3) Conclusions: Due to the wide range of ski jumping sports, the present research focused on the kinematics and dynamics of different movement stages, lacking the study of the complete exercise training process. The range of wearable inertial measurement and sensor equipment can cover the whole process of ski jumping, including kinematics and dynamics data, and is a feasible and reliable test method for monitoring ski jump training in natural environments. The simultaneous testing of surface electromyography, kinematics, and dynamics requires further exploration. (4) Future direction of development: Under computational fluid dynamics, wearable inertial measurement units and global navigation satellite systems (GNSSs), intelligent wind tunnel experimental training areas will become essential tools for ski jumping research.

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Experimental wind engineering is crucial for global structural design. This paper addresses limitations in aerodynamic testing, particularly in wall-bounded and small-scale scenarios. Open-jet testing, introduced as an advanced tool, overcomes turbulence modelling constraints, providing a more accurate representation of real-world conditions. The LSU WISE open-jet facility produces complete turbulence at a large scale, eliminating the need for corrections accompanied by partial turbulence simulation. This discovery holds significant implications in wind engineering and unsteady aerodynamics. Integrating photovoltaic panels with gable-roofed buildings may not require additional structural reinforcement, with a reduction in wind uplift forces by 45–63%. Building-integrated photovoltaics (BIPV) offer design flexibility and aesthetic appeal despite potential higher upfront costs. Strategic interventions, such as design optimization and cost-effective installation methods, can enhance the economic viability of BIPV systems. Contrary to long-held beliefs, the findings challenge the notion that wind loads on structures with sharp corners are insensitive to Reynolds number. Open-jet testing produces higher peak pressures, providing real-world justification for actual damage in high-rise buildings. These results validate the author’s hypothesis regarding the underestimation of peak loads (in small-scale testing) leading to cladding failure in high-rise buildings. They emphasize the superiority of large-scale open-jet testing, underscoring its critical role in designing resilient structures. The LSU WISE open-jet facility’s unique capabilities hold immense promise for revolutionizing wind engineering, addressing grand challenges, and creating more resilient and sustainable infrastructure. Its applications span critical infrastructure, promising significant economic, societal, and educational impacts in STEM fields.

As the aviation industry seeks sustainable propulsion solutions, innovative technologies have emerged, among which rim-driven fan (RDF) systems hold notable promise. This comprehensive review paper deeply investigates RDF technology, uncovering its principles, benefits, and transformative potential for aviation propulsion. Amid escalating concerns about greenhouse gas emissions, the aviation sector’s shift towards electric propulsion has gained impetus. RDF technology has emerged as a beacon of optimism, heralding the prospect of energy-efficient and eco-conscious air travel. Navigating the slower development pace of RDF technology for aerospace applications, this paper draws insights from analogous marine technologies and relevant literature. Merging these realms, this paper meticulously examines RDF systems, spotlighting their unique attributes, with particular emphasis on the rim-driven configuration and its fundamental design principles. This review delves into the progressive strides accomplished in RDF’s evolution, encompassing the spectrum from evolving electric motor variants to intricate design considerations, strategic noise and vibration management, innovative control methodologies, advancements in bearing technology, and the strategic integration of finite element analysis (FEA) and computational fluid dynamics (CFD) for comprehensive performance optimization. In the context of aviation’s electrification journey, the exploration of RDF technology marks a pivotal inflection point. This paper concludes by succinctly encapsulating pivotal insights, accentuating RDF technology’s central role in reshaping aviation’s propulsion paradigm. As the aviation sector charts a course towards sustainable progress, the lessons gleaned from RDF technology are poised to chart the trajectory of aviation’s environmental transformation.

The jellyfish-like flying machine is a new development direction of the future bionic flapping-wing aircraft besides the insect-mimic and bird-mimic micro air vehicles (MAVs). To better understand the underlying fluid mechanisms of the jellyfish-like flyer, we numerically simulated the aerodynamic forces of the three-dimensional flapping wings under different control parameters. The effects of flapping amplitude, vortex wake, up-flight speed, and wing–wing interaction on aerodynamic performance were investigated. The results show that, at hovering, the mean lift rises rapidly at first and then tends to be stable with the increase in flapping amplitude. The vortex wake can improve the lift at large flapping amplitudes, while it reduces the lift at very small flapping amplitudes. With the increase in up-flight speed, the lift decreases. However, the sources of lift reduction are different for different flapping amplitudes. When the two wings flap together and the distance between the wings is small enough, the wing–wing interaction can improve the lift by about 15% compared with that of a single wing, but much higher power is required, resulting in lower efficiency. The results of this study provide new insights into the flight mechanism of the jellyfish-like aircraft and have important guiding significance for the design and optimization of the jellyfish-like flying machine.

Over the last decade, many flight tests of the conventional/canard/flying-wing layout UAVs (unmanned aerial vehicle) have proven that the trailing-edge circulation control (CC) is an effective method to generate a significant rolling moment for the rolling control. However, the Coanda jet's three-dimensional effects, especially the Coanda jet direction, on the design of UCAVs (unmanned combat air vehicle) have not been revealed and discussed clearly yet. In order to solve this problem, the effects of the Coanda jet direction on the swept wing's aerodynamics and flow physics are investigated in detail in this paper. An in-house CFD(computational fluid dynamics) solver HyperFLOW with the Spalart–Allmaras for Rotation and Curvature turbulence model and the velocity inlet boundary has been validated by 2-D and 3-D CC cases and is used in this work. The research reveals that compared with the Coanda jet in the freestream direction (FJ jet), the Coanda jet perpendicular to the trailing edge (PJ jet) has a more significant impact on the aerodynamic loads and flow structures for swept wings, including increasing lift, drag, and nose-down moment, enhancing the wingtip vortex and weakening the thickness vortex. In contrast, the FJ jet performs better in improving the lift-to-drag ratio of swept wings. On a typical UCAV, the generalizability of the conclusion about the Coanda jet direction effects on the aerodynamic characteristics is verified. The current research gets an insight into the three-dimensional effects of the trailing-edge CC and provides solid support for implementing the CC technology into practical aircraft concepts. [ABSTRACT FROM AUTHOR]

The study of the aerodynamics of a flight vehicle under Martian air conditions is experimentally difficult due to its characteristics such as low air density and temperature, making the vehicle operate at an ultra-low Reynolds number, which in turn introduces a complex flow field. In this paper, to find a proper computational fluid dynamics (CFD) method with which to better understand the aerodynamics of rotor-type aircraft under Martian air conditions, the aerodynamic performance of a rotor with rectangular blades under ultra-low density Martian air conditions is studied. A simulation scheme using a large eddy simulation solver and sliding meshing technology is established, and the method is verified based on experimental results from a Mars Air Simulator (MAS). In addition, the influence of the test bench and chamber is investigated through flow field analysis. The results show that the established method can predict lift in a very accurate manner, but that the torque prediction is not so promising. The study also determines that the fixture and the chamber wall of an MAS has little influence on the prediction of aerodynamic performance due to the quickly decreasing of flow speed and dissipation of vortexes. The test bench has about 5% influence on lift prediction, possibly due to the ground effect of the bench. In addition, simulation under actual Martian air conditions shows that the results agree well with the MAS experiment’s results, indicating that the temperature difference has little influence on the lift performance, and therefore that the MAS is a good tool for the lift prediction of Martian helicopters.

Limited by manufacturing technology, in moving-base gravity gradiometry, accelerometer mounting errors and mismatch cause a rotating accelerometer gravity gradiometer (RAGG) to be susceptible to its own motion. In this study, we comprehensively consider accelerometer mounting errors, accelerometer linear scale factors imbalances, accelerometer second-order error coefficients, RAGG internal movement, and construct three RAGG models—namely, a numerical model, an 54 parameters analytical model, and a 25 parameters simplified analytical model. Moreover, by setting the gravitational gradient excitation of RAGG to zero, the RAGG motion error model is derived. The analytical model and motion error model are used to interpret the error propagation mechanism and develop RAGG technical solutions, such as motion error compensation, fault diagnosis, etc. The numerical model is used to facilitate the verification of the RAGG analytical model and RAGG technical solutions. We performed multifrequency gravitational gradient simulation experiment and dynamic sweep frequency experiments to verify the three RAGG models, and evaluate the dynamic noise floor of the analytical models. In dynamic experiments, standard deviation of RAGG vertical specific force grows from 10 to 40 mg (1 g = 9.8 m/s2); that of the lateral specific force grows from 5 to 20 mg; the noise density of the analytical model remains stable within 2.5 E/✓ Hz, and that of the simplified analytical model is in the range of 2.64–41.27 E/✓Hz. [ABSTRACT FROM AUTHOR]

The aerodynamics of airfoils can be seen in a wide range of applications. To obtain the aerodynamic loads, geometrically-scaled airfoil sections are tested in wind tunnels. However, due to the limited space of the wind tunnel, the mismatch of Reynolds numbers may lead to different aerodynamic loads. Previous works showed that decreased lifts and increased drag coefficients are associated with lower Reynolds numbers, which are accompanied by the changes in ambient flow, such as increased sizes of the separation bubbles and wake vortices. Although insightful, few direct connections between loads, pressures, and ambient flow were presented, leaving a critical knowledge gap for aerodynamic modifications to improve the aerodynamic performances at low Reynolds numbers. To bridge this gap, this work utilizes numerical simulations and wind tunnel experiments to study the aerodynamics of a thin airfoil (NACA64) and a thick airfoil (DU40), at two chord Reynolds numbers, i.e., 4000 and 60,000. The two-dimensional (2D) vortex particle method (VPM) with varying-sized particles is used to simulate the unsteady flow and compared to the steady-state simulations by XFOIL. As the Reynolds number increases, it reveals that the higher lift coefficients are associated with the increased upstream suction and positive pressures on the upper and lower surfaces of the airfoils, respectively. These changes are explained by the increased and decreased normalized wind speeds on the upper and lower surfaces of the airfoils, respectively. Stronger pressure recoveries observed downstream of the reattachment points are the main cause of drag reductions at higher Reynolds numbers. The smaller and more irregular vortices in the roll-up shear layers and wakes observed at the higher Reynolds number are similar to the previous experimental findings, which are shown in this work to make the force fluctuations more irregular at higher frequencies. Possibly due to missing 3D effects, the results obtained from the 2D VPM are observed to ‘overestimate’ the effects of increasing the Reynolds number at ReC = 60,000. Furthermore, both VPM and XFOIL are found to work best in explaining the physics at low angles of attacks, i.e., −10°≤α≤10°, which are similar to the previous numerical works utilizing 2D methods.

Road signs are prone to extreme winds that cause significant damage. Overhead sign structures can disrupt traffic and cause harm to the traveling public if a failure occurs under extreme wind conditions. In this paper, we employ Computational Fluid Dynamics (CFD) in a comparative study to understand the aerodynamics of standard, porous, and curved signs. The study shows the viability of porous and curved overhead boards for lessening aerodynamic loads, which can mini-mize damage and enhance safety on roadways. Porous overhead signs can decrease the drag forces; however, the size of the openings is a vital parameter in reducing wind loads. Small and uniform perforations lead to higher drag forces, compared to larger ones, under the same porosity ratio. Introducing porosity to a solid panel moves the vorticity region further downstream, reducing the magnitude of pressures on the leeward side and decreasing the drag force. However, curved panels further enhanced the force reduction.

Due to the fact that legal and market requirements are becoming stricter, fan noise reduction, in addition to energy efficiency, represent a challenge for fan product designers. Most experimental studies are associated with trial-and-error approaches. Therefore, numerical methods are mostly preferable. However, the quantitative prediction of the noise emitted by radial fans via numerical simulations remains challenging. The Lattice Boltzmann method (LBM) is a relatively new approach that promises a direct calculation of the aerodynamics coupled with the aeroacoustics. This article presents an LBM simulation of a centrifugal fan using the commercial Lattice Boltzmann Code SIMULIA PowerFLOW of Dassault Systèmes. The simulation model includes both the fan impeller and the spiral housing. In accordance with the experimental setup, the fan was mounted in a test bench to analyze four different operating points. The results of the LBM simulation were validated by experimental measurements. Flow information in terms of pressure rise and efficiency of the centrifugal fan as a function of the flow rate are in a good agreement. Considering the acoustic spectra and the blade passing frequency, the simulation was able to precisely predict the noise of the centrifugal fan. The simulation results are also used to visualize the flow and acoustic field inside of the fan to detect noise-generating flow features. By evaluating the filtered pressure fluctuation in the fluid volume and on the wall, four main noise sources of the centrifugal fan can be identified.

Due to the rise in awareness of global warming, many attempts to increase efficiency in the automotive industry are becoming prevalent. Design optimization can be used to increase the efficiency of electric vehicles by reducing aerodynamic drag and lift. The main focus of this paper is to analyse and optimise the aerodynamic characteristics of an electric vehicle to improve efficiency of using computational fluid dynamics modelling. Multiple part modifications were used to improve the drag and lift of the electric hatchback, testing various designs and dimensions. The numerical model of the study was validated using previous experimental results obtained from the literature. Simulation results are analysed in detail, including velocity magnitude, drag coefficient, drag force and lift coefficient. The modifications achieved in this research succeeded in reducing drag and were validated through some appropriate sources. The final model has been assembled with all modifications and is represented in this research. The results show that the base model attained an aerodynamic drag coefficient of 0.464, while the final design achieved a reasonably better overall performance by recording a 10% reduction in the drag coefficient. Moreover, within individual comparison with the final model, the second model with front spitter had an insignificant improvement, limited to 1.17%, compared with 11.18% when the rear diffuser was involved separately. In addition, the lift coefficient was significantly reduced to 73%, providing better stabilities and accounting for the safety measurements, especially at high velocity. The prediction of the airflow improvement was visualised, including the pathline contours consistent with the solutions. These research results provide a considerable transformation in the transportation field and help reduce fuel expenses and global emissions.

Under strong winds, the effect of sudden windbreak transition (WT) on high-speed trains is severe, leading to a deterioration of train aerodynamics and sudden yawing motion of the car body. To address these problems, based on a high-speed train and the specific geometric conditions derived from Xinjiang railway, first, the impact of a WT on the train and reasons for sudden changes in aerodynamic forces were determined by flow structural analysis. Furthermore, based on a multibody system dynamic model, the dynamic responses to WT were analysed. The results show that the impacts of WT were the strongest on the head car. WT had a strong effect on the train due to the unreasonable structural shape and the insufficient height of the windbreak in the transition region. This led to a strong push effect on the train; subsequently, the train’s dynamic characteristics deteriorated.

As high-pressure-turbines operate at extreme temperature conditions, base bleed can be applied at the trailing edge of the airfoils, enhancing the thermal protection along the trailing edge surface, but also disrupting the trailing edge flow and altering the overall aerodynamic pressure losses. The current work explores the potential use of base bleed as a flow control tool to modulate the flow between turbine blade rows. Through the numerical analysis of a symmetric airfoil immersed in a subsonic flow, the effects that trailing edge ejection has on the base region properties and the downstream flow are evaluated. In particular, previous research constrained to steady blowing is now extended to consider an unsteady pulsating base bleed injection. Three injection frequencies are investigated, covering a wide range of base bleed intensities. The results presented herein demonstrate that pulsating bleed flow is more efficient than its steady counterpart in terms of reducing pressure losses and controlling the primary frequency of the downstream oscillations for the same mass flow injection.

Tour de France, Giro d’Italia and Vuelta a España in Spain are the three grand tours of professional road cycling. Three weeks long with daily stages, these three races all use three jerseys to distinguish the leader, the best sprinter and the best climber. We first discuss the physics of road cycling and show that these three jerseys are associated with three different dynamical regimes. We then propose a phase diagram for road cycling which enables us to discuss the different physiological characteristics observed in the peloton. We finally establish the phase diagram for the Tour de France 2017 and show that the final three jerseys do belong to the expected three optimal regions of the phase diagram. [ABSTRACT FROM AUTHOR]

The accurate prediction of aerodynamic properties is an essential requirement for the design of applications that involve fluid flows, especially in the aerospace industry. The aerodynamic characteristics of fluid flows around a wing or an airfoil are usually forecasted using the numerical solution of the Reynolds-averaged Navier–Stokes equation. However, very heavy computational expenses and lengthy progression intervals are associated with this method. Advancements in computational power and efficiency throughout the present era have considerably reduced these costs; however, for many practical applications, performing numerical simulations is still a very computationally expensive and time-consuming task. The application of machine learning techniques has seen a sharp rise in various fields over recent years, including fluid dynamics, and they have proved their worth. In the present study, a famous machine learning model that is known as the back-propagation neural network was implemented for the prediction of the aerodynamic coefficients of airfoils. The most important aerodynamic properties of the coefficient of lift and the coefficient of drag were predicted by providing the model with the name, flow Reynolds number, Mach number and the angle of attack of the airfoils with respect to the incoming flows as input parameters. The dataset for the current study was obtained by performing CFD simulations using the RANS-based Spalart–Allmaras turbulence model on four different NACA series airfoils under varying aerodynamic conditions. The data that were obtained from the CFD simulations were divided into two subsets: 70% were used as training data and the remaining 30% were used as validation and testing data. The BPNN showed promising results for the prediction of the aerodynamic coefficients of airfoils under different conditions. An RMSE value of 3.57 × 10−7 was achieved for the best performance validation case with 28 epochs when there were 10 neurons in the hidden layer. The regression plot also depicted a close to perfect fit between the predicted and actual values for the regression curves.

The combined ceiling and ground effect on the aerodynamics of a hovering flapping wing is investigated using numerical simulations. In the simulations, the wing was located between the ceiling and the ground. Simulations were carried out for different wall clearances at two Reynolds numbers (Re = 10 and 100). Special efforts were paid to whether there exists aerodynamic coupling between the ceiling effect and the ground effect. At Re = 10, the combined ceiling and ground effect increases the aerodynamic forces monotonically through two effects, namely the narrow-channel effect and the downwash-reducing effect. Additionally, there exists a coupling effect of the ceiling and the ground for the combined case at Re = 10, where the force enhancement of the combined effect is much more significant than the sum of the ceiling-only effect and the ground-only effect. At Re = 100, the combined effect of ceiling and ground causes three non-monotonic force regimes (force enhancement, reduction and recovery) with increasing wall clearance. The narrow-channel effect at Re = 100 leads to a monotonic force trend, while the downwash-reducing effect results in a non-monotonic force trend. The two effects eventually lead to the three force regimes at Re = 100. Unlike the Re = 10 case, the coupling effect at Re = 100 is small.

In order to investigate the effect of a baseline control system (BCS) on dynamic and fatigue characteristics of modern wind turbines, the simulation results of a 5-MW wind turbine subjected to wind loading without and with considering BCS (No. 1 and No. 2, respectively) were compared. The displacement and moment of tower and blades were compared, and the rainflow counting algorithm was used to analyze the fatigue load expressed in damage equivalent load (DEL). The results indicate that the mean and maximum values of structural dynamic responses in No. 2 have a great reduction with wind speed exceeding the rated speed comparing to No. 1; the 3P (3-times the frequency of rotor speed) of the wind turbine rotor speed will be close to the tower fore-aft (FA) natural frequency with the wind velocity around the cut-in speed in No. 2, which caused larger dynamic responses, number of load cycles, and DELs for the tower compared with No. 1; when wind velocity exceeds the rated wind speed, the BCS caused higher fluctuation of loads, increasing the related DELs. It is concluded that when analyzing the dynamic responses and designing wind turbine tower and blades, taking the BCS into account during analysis is significant.

Conducting physical attendance exams during pandemics is a challenge facing many educational institutes and universities. Our study’s main objective is to numerically simulate the expected transmission of the harmful exhaled droplets of aerosols from an infected instructor to students in an exam room ventilated by a number of spiral diffusers. Several critical parameters, including the droplet size, the ventilation rate, and status of the entrance door were considered in the analysis. Two dimensionless indices, i.e., the specific normalized average concentration (SNAC) and the exceedance in exposure ratio (EER), were introduced to examine the effect of the said parameters on student exposure to the harmful droplets. The study revealed that the 5 μm droplets were less hazardous as they resulted in an 87% reduction in exposure when compared with the small 1 μm size droplets. We also found that when the ventilation rate ratio (VRR) increased above unity, an upward entrainment process, due to the swirl diffuser, of the aerosol droplets took place, and consequently the risk of student exposure was reduced. The results also demonstrated that increasing VRR from zero to 1 and then to 2 decreased the exceedance in the student exposure from 3.5 to 2.15 and then to less than zero, respectively. The study also showed that keeping the lecture room’s main door open is recommended as this reduced the risk of exposure by 26% in the case of a VRR equal to 2.

Nowadays, with the escalating tensions in maritime dispute and the development of marine economy, there has been renewed interest in seaplanes for their special capacity of taking off and landing on water. Prediction of take-off performance, involving aerodynamic analysis and hydrodynamic analysis, is a main challenge in seaplane design, while the prediction methods have been little improved since the 1960s. This paper aims to investigate the attitude and resistance characteristics of a seaplane at different speeds during the take-off by numerically modeling the air-water flow field using RANS equations with VOF method. The trim and heave motion of seaplane in response to aerodynamic forces, hydrodynamic forces, hydrostatic forces, and propeller thrust was realized by solving rigid body dynamics equations and adopting dynamic overset mesh technique. The variations in heave, trim angle, and resistance characteristics during the takeoff were investigated, and their inherent relationships with the aerodynamic, hydrodynamic, and hydrostatic performance were revealed. Particular investigation on the hydrodynamic resistance indicates that the stagnation line located at the convex bow would contribute a considerable increase of pressure resistance at the first hump, and the trim angel of a seaplane should be operated in an optimum trim range, typical between 4–6 deg, to minimize the hydrodynamic resistance at the second hump. Additionally, the dynamic motion convergence study proves that the utilization of damping terms was an effective way to accelerate the convergence of the dynamic motion ending with a quasi-static state.

Currently, the actuator disk theory (ADT) and the rotating annular stream-tube theory (RAST), both of which predicate on the axial momentum and generalized momentum theories, among others, are commonly used in investigating the aerodynamic characteristics of horizontal axis wind turbines (HAWTs). These theories, which are based on a rotor with an infinite number of blades, typically do not properly capture the flow physics of wind blowing past the rotors of HAWTs. A vortex ring theory (VRT) that analyzes HAWTs based solely on the characteristics of fluids flowing past obstructions is proposed. The VRT is not predicated on the assertion that the induced velocity in the wake is twice the induced velocity at the rotor. On the contrary, it splits the axial induction factor in the wake into two components, namely, the induction or interference factor due to the solidity of the rotor and the induction factor due to the wake of the rotor aw; aw and its azimuthal counterpart are determined using the Biot–Savart law. The pressure differences across the rotor segments of a HAWT are derived from the Bernoulli equation for all the three theories. Blade segment/local areas based on the blade sectional geometry of the rotor are used in the case of the VRT to estimate the local forces. All the calculations in this study are based on the design parameters of the 5 MW National Renewable Energy Laboratory’s reference offshore wind turbine. Pressure differences are plotted as functions of local radii using the calculated axial and azimuthal induction factors for each theory. The local power coefficient is plotted as a function of the local tip-speed ratio, while the local thrust coefficient is plotted as a function of the local radii for all the three theories. There is piece-wise agreement between the VRT, the ADT, the RAST and numerical and experimental data available in the literature.

In cycling, air resistance corresponds to 90% of the resistance on the bicycle and cyclist and 70% of this is applied to the body of the cyclist. Despite research on postures that could reduce air resistance, few studies have been conducted on full-body cycling suits. As the aerodynamics of the surface shape of clothing fabric are still unclear, the airflow around cyclists and air resistance were examined using a computational fluid dynamics (CFD) method and wind tunnel experiment. Specifically, in this study, we focused on how different surface shapes of cycling suit fabrics affect air resistance. CFD results indicate that air resistance during a race was high at the head, arms and legs of the cyclist. In the wind tunnel experiment, a cylinder model resembling the arms was used to compare the aerodynamic forces of various fabrics and the results showed that air resistance changed according to the fabric surface shape. Moreover, by changing the fabric shape of the arms of the cycling suits, reduction of air resistance by up to 8% is achievable. These results suggest that offering the most appropriate suit type to each cyclist, considering race conditions, can contribute to further improvement in their performance.

In this work, we develop and calibrate a model to represent the trajectory of a badminton shuttlecock and use it to investigate the influence of serve height in view of a new serve rule instated by the Badminton World Federation. The new rule means that all players must launch the shuttlecock below a height of 1.15 m, as opposed to the old rule whereby the required launch height was under the rib cage of the server. The model is based on a forward dynamics model of ballistic trajectory with drag, and it is calibrated with experimental data. The experiments also served to determine the actual influence of the new rule on the shuttlecock launch position. The model is used in a Monte Carlo simulation to determine the statistical influence of the new serve rules on the player’s ability to perform good serves; i.e., serves with little opportunity for the receiver to attack. We conclude that, for the female player in question, serving below a height of 1.15 m makes it marginally more difficult to perform excellent serves. We also conclude that there might be alternative launch positions that would be less likely to produce the best serves but could be exploited as a tactical option.

This paper presents a thorough review on the system identification techniques applied to flapping wing micro air vehicles (FWMAVs). The main advantage of this work is to provide a solid background and domain knowledge of system identification for further investigations in the field of FWMAVs. In the system identification context, the flapping wing systems are first categorized into tailed and tailless MAVs. The most recent developments related to such systems are reported. The system identification techniques used for FWMAVs can be classified into time-response based identification, frequency-response based identification, and the computational fluid-dynamics based computation. In the system identification scenario, least mean square estimation is used for a beetle mimicking system recognition. In the end, this review work is concluded and some recommendations for the researchers working in this area are presented.

Engineers, architects, planners and designers must carefully consider the effects of wind in their work. Due to their slender and flexible nature, long-span bridges can often experience vibrations due to the wind, and so the careful analysis of wind effects is paramount. Traditionally, wind tunnel tests have been the preferred method of conducting bridge wind analysis. In recent times, owing to improved computational power, computational fluid dynamics simulations are coming to the fore as viable means of analysing wind effects on bridges. The focus of this paper is on long-span cable-supported bridges. Wind issues in long-span cable-supported bridges can include flutter, vortex-induced vibrations and rain–wind-induced vibrations. This paper presents a state-of-the-art review of research on the use of wind tunnel tests and computational fluid dynamics modelling of these wind issues on long-span bridges.

Use of gas-liquid equilibrators to measure trace gases such as CO2, methane, and radon in water bodies is widespread. Such measurements are critical for understanding a variety of water quality issues such as acidification due to elevated CO2 or other processes related ecosystem metabolism and function. However, because gas-liquid equilibrators rely on generating sufficient surface area for gas exchange between liquid and gas phases, most traditional equilibrators pass water through small orifices or interstitial spaces that rapidly clog in highly productive or turbid waters, conditions that are common in estuaries, coastal bays, and riverine systems. Likewise, in cold temperatures, such equilibrators are subject to freezing. Both situations lead to failure and limit utility, especially for long term, continuous environmental monitoring. Here we describe and test a gas-liquid equilibrator that relies on a continuous falling film of water over a spherical surface to drive gas exchange. Our results demonstrate that this design is accurate in its ability to equilibrate fully to aqueous CO2 concentrations, is functional across a wide range of gas concentrations, and has a response time that is comparable with other equilibrator designs. Because this equilibrator uses free flowing, falling water to produce a surface for gas exchange, our field trials have shown it to be very resistant to clogging and freezing, and therefore well suited to long term deployment in highly productive waters like estuaries where CO2 concentrations fluctuate hourly, daily, and seasonally. When generated across a spherical surface, the falling film is not adversely affected by tilting off vertical, conditions that are common on a ship, small vessel, or buoy. [ABSTRACT FROM AUTHOR]

The mammalian olfactory bulb (OB) plays an essential role in odor processing during the perception of smell. Optical imaging of the OB has proven to be a key tool in elucidating the spatial odor mapping and temporal dynamics that underlie higher-order odor processing. Much is known about the activation of olfactory sensory neuron (OSN) glomerular responses in the dorsal olfactory bulb (dOB) during odor presentation. However, the dorsal bulb provides access to only approximately 25% of all glomeruli, and little is known about how the lateral bulb functions during this critical process. Here, we report, for the first time, simultaneous measurements of OSN glomerular activity from both the dOB and the lateral olfactory bulb (lOB), thus describing odor-specific spatial mapping and the temporal dynamics of olfactory input to both the dorsal and lateral bulb. Odor responses in the lateral bulb tended to be most prominent in the dorso-lateral (D-L) region. Lateral glomeruli became active in a dorso-ventral (D-V) sequence upon odor inhalation, unlike the anterio-posterior (A-P) activity wave typical of the dorsal glomeruli. Across the entire D-L bulb, the spatial organization of these dynamics can be explained neither by the purely mechanosensitive dynamics (to breathing clean air) nor by the response amplitudes across glomeruli. Instead, these dynamics can be explained by a combination of zonal receptor distributions, associated OB projections, and air flow paths across the epithelium upon inhalation. Remarkably, we also found that a subset of OSN glomeruli in the lOB was highly sensitive to extranasal air pressure changes, a response type that has not been reported in dorsal glomeruli. [ABSTRACT FROM AUTHOR]

In this study, the spatial distribution of the transient pressure and the slipstream caused by a 1/10 scaled metro train passing through a tunnel was studied with moving model test. We hereby investigate the mechanism underlying the mitigation of the transient pressure on both the train surface and tunnel wall, as well as that of the slipstream in the tunnel. Experimental results showed that the airshaft at different locations in a tunnel had different pressure relief effects. The most significant pressure amplitude decreased by 36.0% with the airshaft locating in the middle of the tunnel. Meanwhile, the slipstream speed was also relieved from 0.45 to 0.36 after an airshaft. We also assessed and analyzed the impact of train speed on the transient pressures and slipstream. It was found that the increase of the train speed would increase the transient pressure and slipstream speed, but it did not effect their spatial distribution. [ABSTRACT FROM AUTHOR]

Here we present novel method development and instruction in the construction and use of Field Portable Gas Analyzers study of belowground aerobic respiration dynamics of deep soil systems. Our Field-Portable Gas Analysis (FPGA) platform has been developed at the Calhoun Critical Zone Observatory (CCZO) for the measurement and monitoring of soil O2 and CO2 in a variety of ecosystems around the world. The FPGA platform presented here is cost-effective, lightweight, compact, and reliable for monitoring dynamic soil gasses in-situ in the field. The FPGA platform integrates off-the-shelf components for non-dispersive infrared (NDIR) CO2 measurement and electro-chemical O2 measurement via flow-through soil gas analyses. More than 2000 soil gas measurements have been made to date using these devices over 4 years of observations. Measurement accuracy of FPGAs is consistently high as validated via conventional bench-top gas chromatography. Further, time series representations of paired CO2 and O2 measurement under hardwood forests at the CCZO demonstrate the ability to observe and track seasonal and climatic patterns belowground with this FPGA platform. Lastly, the ability to analyze the apparent respiratory quotient, the ratio of apparent CO2 accumulation divided by apparent O2 consumption relative to the aboveground atmosphere, indicates a high degree of nuanced analyses are made possible with tools like FPGAs. In sum, the accuracy and reliability of the FPGA platform for soil gas monitoring allows for low-cost temporally extensive and spatially expansive field studies of deep soil respiration. [ABSTRACT FROM AUTHOR]

Bats, with highly articulated wings, are some of the most agile flyers in nature. A novel three-dimensional geometric decomposition framework is developed to reduce the complex kinematics of a bat wing into physical movements used to describe flapping flight: namely flapping, stroke plane deviation and pitching, together with cambering and flexion. The decomposition is combined with aerodynamic simulations to investigate the cumulative effect of each motion on force production, and their primary contribution to the unsteady vortex dynamics. For the nearly straight and level flight of Hipposideros pratti, results show that the flapping motion by itself induced a moderate drag and lift. Stroke plane deviation increased lift, and nullified the drag. With the inclusion of the pitching motion into the kinematics, lift production further increased by a factor of more than 2.5, and exhibited a positive net thrust by virtue of the favorable wing orientation during the upstroke. The primary contribution of cambering, which included a maximum chord line displacement of ≈40% standard mean chord, was the stabilization of the leading edge vortex during the downstroke. This increased mean lift by about 35% at the expense of net thrust. Flexion was perhaps the most complex motion with maximum displacements of 75% standard mean chord. This was instrumental in reducing the negative lift during the upstroke by preventing the formation of strong leading edge vortices. The aerodynamic effective angle of attack emerged as a heuristic parameter to describe lift and net thrust production across movements. [ABSTRACT FROM AUTHOR]

An Inverse Heat Transfer Problem is solved for a sounding rocket module given its geometry and measured temperature profile. The solution is obtained via moving window optimization, a technique for solving inverse dynamics. An analysis is performed to modify the method to avoid oscillatory behavior of the resulting heat flux profile. The method parameters are tuned in relation to characteristic phases of the flight. Results are presented and correlated with measured flight data. Conclusions are drawn for better experiments for measuring heat flux on a sounding rocket skin. [ABSTRACT FROM AUTHOR]

Flapping flight is the most energetically demanding form of sustained forwards locomotion that vertebrates perform. Flock dynamics therefore have significant implications for energy expenditure. Despite this, no studies have quantified the biomechanical consequences of flying in a cluster flock or pair relative to flying solo. Here, we compared the flight characteristics of homing pigeons (Columba livia) flying solo and in pairs released from a site 7 km from home, using high-precision 5 Hz global positioning system (GPS) and 200 Hz tri-axial accelerometer bio-loggers. As expected, paired individuals benefitted from improved homing route accuracy, which reduced flight distance by 7% and time by 9%. However, realising these navigational gains involved substantial changes in flight kinematics and energetics. Both individuals in a pair increased their wingbeat frequency by 18% by decreasing the duration of their upstroke. This sharp increase in wingbeat frequency caused just a 3% increase in airspeed but reduced the oscillatory displacement of the body by 22%, which we hypothesise relates to an increased requirement for visual stability and manoeuvrability when flying in a flock or pair. The combination of the increase in airspeed and a higher wingbeat frequency would result in a minimum 2.2% increase in the total aerodynamic power requirements if the wingbeats were fully optimised. Overall, the enhanced navigational performance will offset any additional energetic costs as long as the metabolic power requirements are not increased above 9%. Our results demonstrate that the increases in wingbeat frequency when flying together have previously been underestimated by an order of magnitude and force reinterpretation of their mechanistic origin. We show that, for pigeons flying in pairs, two heads are better than one but keeping a steady head necessitates energetically costly kinematics. [ABSTRACT FROM AUTHOR]

Background and objective: The idiopathic interstitial pneumonias (IIPs) are diffuse parenchymal lung disorders that are associated with substantial morbidity and mortality. Early diagnosis and disease stratification of IIP patients are important because these are related with the treatment and prognosis. Idiopathic pulmonary fibrosis (IPF) and nonspecific interstitial pneumonia (NSIP) are two major distinctive pathologic patterns of pulmonary fibrosis. We researched the application of the fluid-structure interaction (FSI) to the respiratory system and compared the pulmonary acinus mechanics and functions in healthy and IIP models. Methods: The human pulmonary alveolus is idealized by a three-dimensional honeycomb-like geometry, and a fluid-structure interaction analysis is performed to study the normal and diseased breathing mechanics. The computational domain consists of two generations of alveolar ducts within the pulmonary acinus, with alveolar geometries approximated as closely packed 14-sided polygons. Findings: In a normal breathing cycle, the flow rate of the healthy model is significantly larger than that of the NSIP and IPF models. Similar trends are observed for the volume change and the maximum pressure drop. The flow rate and the volume change of the NSIP are almost the same as those of IPF. The maximum pressure drop of NSIP is 5.5% larger than that of IPF. There is a 47% decrease in the pulmonary acinus compliance for the NSIP and IPF compared with that of the healthy model. The acinus resistances of NSIP and IPF are higher than those of the healthy lung by 6.4~11.2%. In particular, the pulmonary acinus resistance of the NSIP lung is higher than that of the IPF lung by 4.5%. Conclusions: Our study demonstrates the differences of air flow and lung function in the pulmonary acinus between the healthy and the IIP models. These changes in the lung are important considerations for early diagnosis and disease stratification in patients. Patient-based geometry can to be included in the computational models in future studies. [ABSTRACT FROM AUTHOR]

Spontaneous combustion of coal is one of the major hazards threatening production safety during longwall mining. Mining-induced voids, which provide passages for air leakage, are the key factor triggering spontaneous combustion of coal in longwall goafs. In this study, a comprehensive method, which combined pressure balance, grouting injection, and filling fissures, was proposed to prevent spontaneous combustion of coal in longwall goafs with complex air leakage. Field engineering practice was carried out in Sitai Coal Mine in China. The results demonstrated that with the application of the proposed method, in the working face, the concentration of CO was decreased from 31ppm to 0 and the air leakage quantity was decreased from 261 to below 80 m3min-1. The gas samples analysis from the gob areas also indicated that concentrations of O2 and CO were successively decreased, indicating that the risk of spontaneous combustion of coal in goafs was eliminated. The above mentioned analysis indicates that, the method proposed in this study is useful and efficient. Successful application of this technology could provide reference for the treatment of other coal mines. [ABSTRACT FROM AUTHOR]

Background: Velopharyngeal structure augmentation methods are used as alternatives to velopharyngeal plasty. Anatomic sites of implantation/injection vary widely due to a lack of standardized criteria. Here, we experimentally investigated optimal sites of velopharyngeal structure augmentation via saline injection in dogs as they naturally exhibit velopharyngeal insufficiency (VPI). Methods: Velopharyngeal structure augmentation was performed on 10 beagles (age range: 20–24 months; weight range: 9–12 kg). Saline containing 1/80,000 epinephrine was injected intraorally in 1-mL increments into the nasal mucosa of the soft palate (n = 4), posterior pharyngeal wall (n = 3), or bilateral pharyngeal walls (n = 3) of each dog. Nasal air leakage was measured under rebreathing until velopharyngeal closure was achieved; the measurement was performed using flow meter sensors on both nasal apertures, and the oral cavity was filled with alginate impression material to prevent oral air leakage. Results: Pre-injection, the dogs exhibited an average of 0.455 L/s air leakage from the nasal cavity. The dogs with saline injected into the nasal mucosa of the soft palate achieved steady augmentation, and nasal air leakage disappeared under rebreathing following 6-mL saline injection. Conversely, nasal air leakage remained in the dogs with saline injected in the posterior pharyngeal wall or bilateral pharyngeal walls. Conclusions: During VPI treatment in dogs, augmentation was most effective at the nasal mucosa of the soft palate. Improvement in nasal air leakage was highly dependent on the saline injection volume. Although velopharyngeal structures vary between dogs and humans, velopharyngeal closure style is similar. Thus, our results may aid in the treatment of VPI patients. [ABSTRACT FROM AUTHOR]