Transonic shock buffeting poses a significant threat to aircraft safety and performance. This paper presents a novel approach utilizing a zero-net-mass-flux (ZNMF) jet method, implemented through trailing edge blowing/suction on the NASA SC(2)-0714 airfoil, to tackle the critical issue of transonic shock buffeting control. The fundamental characteristics of transonic shock buffeting were obtained through wind tunnel experiments. Numerical simulations, validated against experimental data, were carried out to investigate the control effects by the unsteady Reynolds-averaged Navier-Stokes equations based on the Reynolds stress model. Key parameters including jet intervention timing, angle of attack, free stream Mach number, and the jet strength, were analyzed to optimize the suppression of transonic shock buffeting. Results show that the ZNMF jet can completely suppress the airfoil transonic shock buffeting, independent of the specific jet intervention timing. This suppression is maintained across a range of angles of attack and free stream Mach numbers, yielding significant improvement in aerodynamic characteristics. Specifically, the standard deviation of the pitching moment coefficient is reduced by more than an order of magnitude, and the lift-drag ratio is increased by more than 10% on average. Furthermore, the study identifies a critical threshold for the jet strength in suppressing the transonic shock buffeting. Sub-critical jet strengths result in reduced shock wave oscillation, while application of jet strengths above this threshold completely suppresses shock wave oscillation, offering valuable insights for pratical implementation in aircraft design and operation.

The aerodynamic lift cooperative high-speed train is an innovative concept by arranging tandem lift wings on the train body, such that it can improve the aerodynamic lift of the train, achieve the overall energy saving of the train operation and reduce the train's life cycle cost. Under the constraint of high-speed rail, the layout of tandem lifting wings is significantly affected by the wall interference and wing-wing interactions. In this study, numerical simulations are conducted to understand these two effects, and an optimal six-wing layout is proposed. The results show that as the wall-normal height of the lift wing increases, the wall effect on the wing gradually weakens. When the wall-normal height is greater than twice the chord length of the wing, the wall effect on the lift wing disappears. The wing spacing and wall-normal height difference of the double-wing layout can have great impacts on the aerodynamic performance of the wings. As the wing spacing and wall-normal height difference increase, the influence of the front wing on the lift coefficient of the rear wing gradually decreases. For the six-wing layout, the largest lift is generated when the wings are located at the same wall-normal height. Under this configuration, the averaged lift coefficient is 1.1184, the averaged drag coefficient is 0.21, and the total lift accounts for 26.66% of the weight of a single train carriage.