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This paper aims to describe a proposal for an innovative method of normal shock wave–turbulent boundary layer interaction (SBLI) and shock-induced separation control.

The concept is based on the introduction of a tangentially moving wall upstream of the shock wave and in the interaction region. The SBLI control mechanism may be implemented as a closed belt floating on an air cushion, sliding over two cylinders and forming the outer skin of the suction side of the airfoil. The presented exploratory numerical study is conducted with SPARC solver (steady 2D RANS). The effect of the moving wall is presented for the NACA 0012 airfoil operating in transonic conditions.

To assess the accuracy of obtained solutions, validation of the computational model is demonstrated against the experimental data of Harris, Ladson & Hill and Mineck & Hartwich (NASA Langley). The comparison is conducted not only for the reference (impermeable) but also for the perforated (permeable) surface NACA 0012 airfoils. Subsequent numerical analysis of SBLI control by moving wall confirms that for the selected velocity ratios, the method is able to improve the shock-upstream boundary layer and counteract flow separation, significantly increasing the airfoil aerodynamic performance.

The moving wall concept as a means of normal shock wave–turbulent boundary layer interaction and shock-induced separation control has been investigated in detail for the first time. The study quantified the necessary operational requirements of such a system and practicable aerodynamic efficiency gains and simultaneously revealed the considerable potential of this promising idea, stimulating a new direction for future investigations regarding SBLI control.

The purpose of this study is an assessment of the existing roughness models to simulate the flow in the narrow gap between corotating and rough disks. A specific configuration of the flow through the gap, which forms a minichannel with variable cross sections and rotating walls, makes it a complex problem and, therefore, worth discussing in more detail.

Two roughness models were examined, the first one was based on the wall function modification by application of the shift in the dimensionless velocity profile, and the second one was based on the correction of turbulence parameters at the wall, proposed by Aupoix. Due to the lack of data to validate that specific case, the approach to deal with was selected after a systematic study of reported test cases. It started with a zero-pressure-gradient boundary layer in the flow over a flat plate, continued with flow through minichannels with stationary walls, and finally, focused on the flow between corotating discs, pertaining each time to smooth and rough surfaces.

The limitations of the roughness models were highlighted, which make the models not reliable in the application to minichannel flows. It concerns turbulence models, near-wall discretization and roughness approaches. Aupoix’s method to account for roughness was selected, and the influence of minichannel height, mass flow rate, fluid properties and roughness height on the velocity profile between corotating discs in both smooth and rough cases was discussed.

The originality of this study is the evaluation and validation of different methods to account for the roughness in rotating mini channels, where the protrusions can cover a substantial part of the channel. Flow behavior and performance of different turbulence models were analyzed as well.

The purpose of this study is to define and investigate the governance requirements of supply chain finance (SCF).

A qualitative analysis of 849 news articles published in UK newspapers (2000–2022) using the Gioia method.

SCF governance relies on developing capacities for reflexive scrutiny at two stages: (1) prior to entering into an SCF relationship and (2) during its operation. Based on the notion of SCF as a complex adaptive system, we theorise SCF governance requirements as a dual-layered semipermeable boundary. The semipermeability of the two layers allows for a dynamic exchange between the SCF system and its environment. The first layer is the capacity to selectively enable or control the entry and access of certain actors and practices into the SCF system. The second layer is a capacity for ongoing scrutiny of the SCF operation and its development. Further, we identify five aspects of governance to be enabled, i.e. enhancing adaptability, building confidence, improving efficiency, advancing technology and promoting transparency; and four aspects to be controlled, i.e. preventing abuse of power, curbing fraud risk, constraining operational risk and restricting risky extensions to SCF practices.

Our dynamic framework can guide supply chain (SC) members in making decisions about whether to participate, or continue to operate, in an SCF relationship. Moreover, the findings have implications for policymakers and authorities who oversee entry/access and the involvement of SCF providers, particularly, fintech firms.

The study contributes to both the SC and governance literature by providing a systematic analysis of what SCF governance has to accomplish. Our novel contribution lies in its analysis of SCF governance based on a complex adaptive system approach, which expands the existing literature where SCF is described in rather static terms. More specifically, it suggests a need for a dynamic duality of SCF governance through the semipermeable boundary that selectively enables and controls certain SCF actors and practices.

The purpose of this study is to propose a precise and standardized strategy for numerically simulating vehicle aerodynamics.

Error sources in computational fluid dynamics were analyzed. Additionally, controllable experiential and discretization errors, which significantly influence the calculated results, are expounded upon. Considering the airflow mechanism around a vehicle, the computational efficiency and accuracy of each solution strategy were compared and analyzed through numerous computational cases. Finally, the most suitable numerical strategy, including the turbulence model, simplified vehicle model, calculation domain, boundary conditions, grids and discretization scheme, was identified. Two simplified vehicle models were introduced, and relevant wind tunnel tests were performed to validate the selected strategy.

Errors in vehicle computational aerodynamics mainly stem from the unreasonable simplification of the vehicle model, calculation domain, definite solution conditions, grid strategy and discretization schemes. Using the proposed standardized numerical strategy, the simulated steady and transient aerodynamic characteristics agreed well with the experimental results.

Building upon the modified Low-Reynolds Number k-e model and Scale Adaptive Simulation model, to the best of the authors’ knowledge, a precise and standardized numerical simulation strategy for vehicle aerodynamics is proposed for the first time, which can be integrated into vehicle research and design.

The purpose of this paper is to investigate the impact of near-wall treatment approaches, which are crucial parameters in predicting the flow characteristics of open channels, and the influence of different vegetation covers in different layers.

Ansys Fluent, a computational fluid dynamics software, was used to calculate the flow and turbulence characteristics using a three-dimensional, turbulent (k-e realizable), incompressible and steady-flow assumption, along with various near-wall treatment approaches (standard, scalable, non-equilibrium and enhanced) in the vegetated channel. The numerical study was validated concerning an experimental study conducted in the existing literature.

The numerical model successfully predicted experimental results with relative error rates below 10%. It was determined that nonequilibrium wall functions exhibited the highest predictive success in experiment Run 1, standard wall functions in experiment Run 2 and enhanced wall treatments in experiment Run 3. This study has found that plant growth significantly alters open channel flow. In the contact zones, the velocities and the eddy viscosity are low, while in the free zones they are high. On the other hand, the turbulence kinetic energy and turbulence eddy dissipation are maximum at the solid–liquid interface, while they are minimum at free zones.

This is the first study, to the best of the author’s knowledge, concerning the performance of different near-wall treatment approaches on the prediction of vegetation-covered open channel flow characteristics. And this study provides valuable insights to improve the hydraulic performance of open-channel systems.

The aerodynamic differences between the head car (HC) and tail car (TC) of a high-speed maglev train are significant, resulting in control difficulties and safety challenges in operation. The arch structure has a significant effect on the improvement of the aerodynamic lift of the HC and TC of the maglev train. Therefore, this study aims to investigate the effect of a streamlined arch structure on the aerodynamic performance of a 600 km/h maglev train.

Three typical streamlined arch structures for maglev trains are selected, i.e. single-arch, double-arch and triple-arch maglev trains. The vortex structure, pressure of train surface, boundary layer, slipstream and aerodynamic forces of the maglev trains with different arch structures are compared by adopting improved delayed detached eddy simulation numerical calculation method. The effects of the arch structures on the aerodynamic performance of the maglev train are analyzed.

The dynamic topological structure of the wake flow shows that a change in arch structure can reduce the vortex size in the wake region; the vortex size with double-arch and triple-arch maglev trains is reduced by 15.9% and 23%, respectively, compared with a single-arch maglev train. The peak slipstream decreases with an increase in arch structures; double-arch and triple-arch maglev trains reduce it by 8.89% and 16.67%, respectively, compared with a single-arch maglev train. The aerodynamic force indicates that arch structures improve the lift imbalance between the HC and TC of a maglev train; double-arch and triple-arch maglev trains improve it by 22.4% and 36.8%, respectively, compared to a single-arch maglev train.

This study compares the effects of a streamlined arch structure on a maglev train and its surrounding flow field. The results of the study provide data support for the design and safe operation of high-speed maglev trains.

This work aims to concentrate on the mixed convection of the stagnation point flow of ternary hybrid nanofluids towards vertical Riga plate. Aluminum trioxide (Al₂O₃), silicon dioxide (SiO₂) and titanium dioxide (TiO₂) are regarded as nanoparticles, with water serving as the base fluid. The mathematical model incorporates momentum boundary layer and energy equations. The Grinberg term for the viscous dissipation and the wall parallel Lorentz force coming from the Riga plate are taken into consideration in the context of the energy equation.

Through the use of appropriate nonsimilar transformations, the governing system is transformed into nonlinear nondimensional partial differential equations (PDEs). The numerical method bvp4c (built-in package for MATLAB) is used in this study to simulate governing equations using the local non-similarity (LNS) approach up to the second truncation level.

Numerous graphs and numerical tables expound on the physical properties of the nanofluid temperature and velocity profiles. The local Nusselt correlations and the drag coefficient for pertinent parameters have been computed in tabular form. Additionally, the temperature profile drops while the velocity profile increases when the mixed convection parameter is included to oppose the flow.

The fundamental goal of this work is to comprehend how ternary nanofluids move towards a vertical Riga plate in a mixed convective domain with stagnation point flow.

This study aims to assess the robustness and accuracy of the face-centred finite volume (FCFV) method for the simulation of compressible laminar flows in different regimes, using numerical benchmarks.

The work presents a detailed comparison with reference solutions published in the literature –when available– and numerical results computed using a commercial cell-centred finite volume software.

The FCFV scheme provides first-order accurate approximations of the viscous stress tensor and the heat flux, insensitively to cell distortion or stretching. The strategy demonstrates its efficiency in inviscid and viscous flows, for a wide range of Mach numbers, also in the incompressible limit. In purely inviscid flows, non-oscillatory approximations are obtained in the presence of shock waves. In the incompressible limit, accurate solutions are computed without pressure correction algorithms. The method shows its superior performance for viscous high Mach number flows, achieving physically admissible solutions without carbuncle effect and predictions of quantities of interest with errors below 5%.

The FCFV method accurately evaluates, for a wide range of compressible laminar flows, quantities of engineering interest, such as drag, lift and heat transfer coefficients, on unstructured meshes featuring distorted and highly stretched cells, with an aspect ratio up to ten thousand. The method is suitable to simulate industrial flows on complex geometries, relaxing the requirements on mesh quality introduced by existing finite volume solvers and alleviating the need for time-consuming manual procedures for mesh generation to be performed by specialised technicians.

The purpose of this study is to explore the effects of aerospike and hemispherical aerodisks on flow characteristics and drag reduction in supersonic flow over a blunt body. Specifically, the study aims to analyze the impact of varying the length of the cylindrical rod in the aerospike (ranging from 0.5 to 2.0 times the diameter of the blunt body) and the diameter of the hemispherical disk (ranging from 0.25 to 0.75 times the blunt body diameter). CFD simulations were conducted at a supersonic Mach number of 2 and a Reynolds number of 2.79 × 10⁶.

ICEM CFD and ANSYS CFX solver were used to generate the three-dimensional flow along with its structures. The flow structure and drag coefficient were computed using Reynolds-averaged Navier–Stokes equation model. The drag reduction mechanism was also explained using the idea of dividing streamline and density contour. The performance of the aero spike length and the effect of aero disk size on the drag are investigated.

The separating shock is located in front of the blunt body, forming an effective conical shape that reduces the pressure drag acting on the blunt body. It was observed that extending the length of the spike beyond a specific critical point did not impact the flow field characteristics and had no further influence on the enhanced performance. The optimal combination of disk and spike length was determined, resulting in a substantial reduction in drag through the introduction of the aerospike and disk.

To predict the accurate results of drag and to reduce the simulation time, a hexa grid with finer mesh structure was adopted in the simulation.

The blunt nose structures are primarily employed in the design of rockets, missiles, and re-entry capsules to withstand higher aerodynamic loads and aerodynamic heating.

For the optimized size of the aero spike, aero disk is also optimized to use the benefits of both.

The purpose of this paper is to study the aerodynamic characteristics of Ahmed body in longitudinal and lateral platoons under crosswind by computational fluid dynamics simulation. It helps to improve the aerodynamic characteristics of vehicles by providing theoretical basis and engineering direction for the development and progress of intelligent transportation.

A two-car platoon model is used to compare with the experiment to prove the accuracy of the simulation method. The simplified Ahmed body model and the Reynolds Averaged N-S equation method are used to study the aerodynamic characteristics of vehicles at different distances under cross-winds.

When the longitudinal distance x/L = 0.25, the drag coefficients of the middle and trailing cars at β = 30° are improved by about 272% and 160% compared with β = 10°. The side force coefficients of the middle and trailing cars are increased by 50% and 62%. When the lateral distance y/W = 0.25, the side force coefficients of left and middle cars at β = 30° are reduced by 38% and 37.5% compared with β = 10°. However, the side force coefficient of the right car are increased by about 84.3%.

Most of the researches focus on the overtaking process, and there are few researches on the neat lateral platoon. The innovation of this paper is that in addition to studying the aerodynamic characteristics of longitudinal driving, the aerodynamic characteristics of neat lateral driving are also studied, and crosswind conditions are added. The authors hope to contribute to the development of intelligent transportation.