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The aerodynamic interaction of vehicles in platoon formation generates complex unsteady flow phenomena that strongly influence drag performance. This study investigates the unsteady aerodynamic drag and associated flow structures of two simplified Ahmed body models (30° slant angle) traveling in platoon using transient Computational Fluid Dynamics (CFD). Unsteady Reynolds-Averaged Navier–Stokes (URANS) and Improved Delayed Detached Eddy Simulation (IDDES) are employed to analyze the effect of longitudinal spacing ratios, d/L=0.1–2.0. Following a mesh independence study, a grid with 13.3 million cells is adopted to resolve the flow field and quantify drag unsteadiness for both the lead and trailing vehicles across spacing configurations. Validation is performed by comparing the predicted drag coefficients with experimental measurements. Results show that the lead vehicle experiences a substantial drag reduction, with the coefficient decreasing to 0.16 at close spacing, before rising to 0.40 (URANS) and 0.37 (IDDES) at d/L=2. In contrast, the trailing vehicle exhibits only minor drag variation across d/L=0.5–2, ranging between 0.35 and 0.37. Additional analyses include pressure coefficient distributions, instantaneous velocity fields, and vortex structures identified through Q-criterion visualizations. Comparisons indicate that IDDES captures finer flow structures and better reflects   the unsteadiness of drag than URANS. Overall, the results suggest that the lead vehicle benefits most from platooning, achieving up to 60% drag reduction at small spacings, whereas the trailing vehicle gains comparatively little.

Recent developments in electric vehicle (EV) technology present substantial potential for reducing carbon emissions and advancing sustainable transportation systems. In this context, the integration of four-wheel independent drive (4WID) and four-wheel independent steering (4WIS) configurations has gained attention due to their ability to enhance vehicle manoeuvrability, control, and spatial efficiency. This study proposes a novel design and conducts a comprehensive kinematic analysis of a 4WID-4WIS suspension module. The analysis, which includes a detailed chassis model and simulations involving 120 mm wheel travel, assesses the effects on key kinematic parameters, including roll center height, toe angle variation, and camber gain. Additionally, variations in hardpoint positions were analyzed to determine their influence on suspension behavior. The findings demonstrate that the optimized suspension geometry effectively minimizes undesirable kinematic responses while enabling a 90o steering capability. These outcomes offer valuable insights for developing agile, stable, and compact EV platforms, contributing to realizing space-efficient urban mobility solutions and sustainable city infrastructures.

A vehicle is more stable when the geometric center, center of gravity, and stagnation point are in line. However, the inflow direction and velocity magnitude of the operational environment of road vehicles are varying. This study aims to investigate the aerodynamic behavior of a water-drop-shaped vehicle under side wind conditions. Some essential aerodynamic performances of the vehicle are numerically and graphically analyzed at 0 deg, 10 deg, and 20 deg of side wind directions. The value of the coefficient of drag, drag force, coefficient of lift, and lift force exponentially increases as the yaw angle elevates. The lower part on the area of the front-wheel compartment becomes the critical location indicated by the results on pressure coefficient, friction coefficient, and total wall shear stress distribution along the vehicle surface. Increasing the side wind angle triggers more significant vortex regions generated around the wheel compartment and on the leeward side of the vehicle.

Hydrokinetic pico hydro systems reflect an expectant route for exploiting renewable energy from lowly water flows. The Savonius water turbine, known for its self-starting power and modest construction which is particularly equal for such several applications in agricultural sectors for example irrigation pump, smart farming system, and post-harvest processing reduce operational costs and carbon emissions. This simulation study serves a Computational Fluid Dynamics (CFD) analysis on a four-bladed Savonius water turbine by utilizing Ansys Fluent 2024 RI Software. A three- dimensional turbine model was developed and divided into more than 2.7 million small parts to ensure accurate simulation results. Five types of inlet velocities—0.5 m/s, 0.75 m/s, 1.0 m/s, 1.25 m/s, and 1.5 m/s—were tested to see how they affect the flow shape, flow course, and turbulence level. The results show that the higher the inlet speed, the greater the speed change, the more complex the flow shape, and the higher the turbulence level, especially in the central area of the turbine. When the speed is low, the flow remains calm with a small flow separation, while high speed causes the flow to become unstable and a larger flow mixing occurs.

This research presents a comprehensive numerical simulation of air flow and iron powder injection in a Metal Cyclonic Combustor (MC²) using ANSYS Fluent 2024 R1. The main objective is to analyze the flow pattern and particle dynamics in a two-phase system subjected to swirling conditions. The geometry of MC² is designed with two tangential air inlets and a central iron powder injector, aiming to enhance efficient mixing and stable combustion. Air is introduced at a velocity of 2.5 m/s and preheated to 1073 K, while iron particles with a diameter of 10 microns are injected at a mass flow rate of 0.76 g/s. To accurately capture the turbulent air flow, the k-ω SST turbulence model is used, while the Discrete Phase Model (DPM) is used to track the motion of iron particles in the flow field. The simulation results reveal the formation of strong swirling eddies that effectively distribute iron particles throughout the combustor, enhancing the possibility of uniform combustion. The maximum velocity recorded reaches approximately 61,970 m/s, predominantly concentrated near the inlet and upper regions of the chamber, which indicates a high-speed entry and the influence of turbulent mixing in these zones. The time range is around 0 to 0.06345 seconds, but most of the relatively short particle times range between 0 and 0.03 seconds. Therefore, the interaction between swirling air and particle dispersion is found to be critical in achieving efficient energy release from the metal fuel.

Student formula competition requires modification of the intake manifold hole by 20 mm. The internal combustion engine used has a capacity of 600 cc and an intake hole of 45 mm. The intake hole reduction affects the performance of the internal combustion engine. The ratio of the amount of air that is too small causes a decrease in engine performance. Ignition remapping is needed and fuel injection on the internal combustion engine. In the remapping process, the ratio of air and fuel is adjusted to the needs. The standard ECU on an internal combustion engine cannot be remapped. So the standard ECU on internal combustion engines is replaced using Motec M400. The parameters on the engine are only added to the camshaft sensor to determine the ignition timing and injection. Other sensors such as throttle position sensor, manifold absolute pressure, intake air temperature sensor, and engine temperature are used to determine ignition mapping parameters, fuel injection, and compensation for cranking, idle, and acceleration requirements. Tests obtained ignition remapping and fuel injection on internal combustion engines using ECU.