Many self-assembly approaches of colloidal monolayers have flourished but with some shortages, such as complexity, time-consumption, parameter sensitivity, and high-cost. This paper presents a facile, rapid, well-controlled, and low-cost method to prepare monolayers by directly adding silica particle suspensions containing water and ethanol to different liquids. A detailed analysis of the self-assembly process was conducted. The particles dove into water firstly, then moved up under the effect of the buoyancy and the tension gradient. The tension gradient induced the Marangoni convection and the relative motion between the water and the particles. At last, the particles were adsorbed at the air-water interface to minimize the free energy. The quality of the monolayers depended on the addition of sodium dodecyl sulfonate or ethanol in the water subphase. An interfacial polymerization of ethyl 2-cyanoacrylate was used to determine the contact angles of the particles at different subphase surfaces. The value of the detachment energy was positively associated with the contact angle and the surface tension. When the detachment energy decreased to a certain value, some particles detached from the surface, leading to the formation of a quasi-double layer. We also observed that the content of ethanol in suspensions influenced the arrangement of particles.

Inspired by pigeon feathers, the drag-reducing contribution of spanwise grooves was studied. Surface topography of the wing feather was scanned by an instrument of white light interference. Three types of grooves of triangle, rectangle, and trapezoid were adopted based on the unsymmetric microstructures found on the feather surface. Numerical simulations were conducted to analyze drag-reducing mechanisms. According to the simulation results, the rectangular groove reduced the wall shear stress more efficiently but with greater additional pressure drag, while the triangular groove was the opposite. For the trapezoidal groove similar to the feather structure, drag reduction was the best out of the three. Wind tunnel experiments for the trapezoidal groove were performed by using a cylindrical model and large-area plate. Drag reduction was confirmed from the cylindrical model at a series of velocities from 15 m/s to 90 m/s (about 16% at velocity of 30 m/s and about 8.5% at velocity of 60 m/s). Drag reduction was also obtained from the plate model at a velocity range of 30 m/s to 75 m/s (about 19% at the velocity of 60 m/s), which worked for a wide range of velocity and was more meaningful for the application.

The aerodynamic drag for speed skating helmets with surface structures was investigated in this work by using numerical and experimental methods. Computational fluid dynamic (CFD) research was performed to analyze the detail of the flow field around the helmets. The simplified helmet models, with riblet and bump surface structures, were analyzed using the CFD simulations. The pressure distribution and velocity field around the helmets were obtained through the CFD analysis. The CFD results showed that the boundary layer separation position was obviously delayed, and the pressure changed to a higher value at the back area for structured helmets. Therefore, the aerodynamic drag for the structured helmet was lower than that of the original model. According to the CFD results, three types of helmets, with the of riblet and bump surface structure printed on the helmets by using flexible film, were tested in a wind tunnel. A full-scaled skater mannequin of half a body was used in the experiment to simulate the actual skating process. Compared with the original helmet, a drag reduction rate of 7% was achieved for the helmet with the bump at the middle region in the wind tunnel experiment, at the average speed in competitions for skaters.

Vehicles travelling underwater experience drag and the frictional drag costs 60% of the total energy consumption. Using trapped air serving as a lubricant is a promising way to reduce drag. The trapped air plays a significant role in drag reduction, and most failures in drag reduction are related to instability, escape, and dissolution of the trapped air. In this work, discrete grooves are employed to trap air and reduce drag. Through the analysis of the trapped air stability, the groove length and width are believed to be the main factors that influence the air escape and instability, and thus they are limited in this work to avoid these problems. The air dissolution is inevitable. The effective way to mitigate the air dissolution is to deepen the groove depth. The groove depth in this work varies from 0.5 mm to 4 mm. The numerical simulation is employed to analyze the flow field, reveal the drag reduction mechanism, and optimize the groove length. The experimental measurements are conducted to verify our design. The result confirms our design that the discrete grooves successfully avoid air escape and instability, mitigate air dissolution, and reduce drag. This work is meaningful for underwater vehicles to travel with low energy consumption and high speed.

The underwater nonwetted state on a superhydrophobic surface is hardly maintained in flowing water because the entrapped gas dissolves into the water or is carried off by flow. Therefore, a source gas is necessary to maintain a superhydrophobic state for its applications under realistic conditions. As detailed in this paper, based on the gas entrapped on a hydrophobic structured surface, the gas regeneration was experimentally achieved to replenish the losses of gas carried off by the flowing and reduced through dissolution. Furthermore, the mechanism of mass transfer at the liquid-gas interface was investigated by simulation. The results indicated that water molecules at a liquid-gas interface should escape to entrapped gas when water content didn’t reach saturation. This phenomenon could be due to the evaporation at the liquid-gas interface. With the increasing water content in the entrapped gas, the evaporation rate at the liquid-gas interface descended gradually. Under the action of flowing, the substances containing high concentrations of water molecule was washed away at the liquid-gas interface. Therefore, the low concentration of the water molecule at the liquid-gas interface was created. As a result, the equilibrium of water and gas at the liquid-gad interface was broken, and the evaporation continued to replenish the lost gas. Overall, the presented results in this study could be considered a promising candidate for replenishing the lost gas in hydrophobic structured surfaces by mass transfer at the liquid-gas interface.

Smart surfaces with controllable friction have generated considerable attention lately. However, most composites prepared with traditional fillers cannot achieve “real-time” friction conversion. Herein, a new smart surface was designed to achieve different friction coefficients (0.65 and 0.12). Different coefficients of friction were reversibly and precisely controlled via heating. Via friction and heating, 1H,1H,2H,2H-perfluorohexyl hexadecane (PHHD), a kind of phase-change material—paraffin wax—was released from the microcapsules, and a stable and complete film was formed. It changed the interface from “solid-solid” to “solid-liquid” in a dry friction state. The composite contains microcapsules that prevent phase separation between PHHD and matrix, which enables the composite to have a long service time and switchable friction performance. In addition, this composite can maintain its extraordinary ability even in harsh environments like UV irradiation. By demonstrating switchable friction based on changes in the interactions between contact interfaces, this work provides a new principle for designing smart tribological composites.