Active Flow Control on an Industry-Relevant Civil Aircraft Half Model

Bauer, Matthias; Peltzer, Inken; Nitsche, Wolfgang; Gölling, Burkhard

doi:10.1007/978-3-642-11735-0_7

Cited by 19 publications

References 9 publications

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“…The pulsed blowing flow control method for flow separation suppression/reduction was proven by experimental studies to be a very successful approach, Petz and Nitsche 8 , Haucke and Nitsche 9 , and Bauer et al 10 . Parallel to these wind tunnel investigations computational studies have tackled codes' validation, Ciobaca et al 11 , and optimization of flow control parameters that are typically not varied during complex tunnel testing, e.g.…”

Section: Equationmentioning

confidence: 98%

Active Flow Control for an Outer Wing Model of a Take-off Transport Aircraft Configuration - A Numerical Study

Ciobaca

Wild

2014

32nd AIAA Applied Aerodynamics Conference

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This contribution discusses the implementation of fluidic actuators that produce a pulsed outlet flow on a three dimensional model of the outer wing of a long-range transport aircraft at take-off, by high-fidelity numerical simulations. The leading-edge high-lift unprotected wing extension, including a wingtip device, designed for high performance at cruise flight, is subject to local flow separation at high angles of attack and low speed flight conditions. Active flow control (AFC) applied at the outer wing can prevent the formation of large turbulent flow separation and increase the aircraft lift to drag ratio (L/D), decrease the drag (D), and increase the angle of attack (AoA) for maximum lift (C Lmax ). The performed unsteady Reynolds-averaged Navier-Stokes (URANS) simulations prove the flow changes by the local AFC application and include a variation of the actuator's geometrical setup. The results suggest a successful implementation on a transport aircraft and with an acceptable blowing momentum coefficient. Nomenclature α = angle of attack α jet = blowing angle A = wing reference area A/C = aircraft AFC = active flow control AoA = angle of attack c = reference model chord CFL = Courant-Friedrichs-Lewy number C L = lift coefficient C Lmax = maximu m lift coefficient C D = drag coefficient C my = pitching moment coefficient C µ = blowing momentum coefficient D = drag force DC = actuation duty cycle f = actuation frequency F + = reduced actuation frequency γ = climb gradient λ 2 = second negative eigenvalue of the symmetric gradient tensor of the velocity field l = actuator-slit's length l i = distance between two slits of one actuator-pair l o = distance between two slits of two neighbour's actuator-pairs L = lift force LE = leading edge L/D = lift to drag ratio = actuation mass flow 2 M = Mach number OEI = one engine inoperative Re = Reynolds number T/W = thrust to weight ratio TE = trailing edge URANS = unsteady Reynolds-averaged Navier-Stokes U ∞ = inflow velocity U jet = actuation peak velocity r * = non-dimensional rotation parameter w = actuator-slit's width ω x = x-vorticity

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Section: Equationmentioning

confidence: 98%

Active Flow Control for an Outer Wing Model of a Take-off Transport Aircraft Configuration - A Numerical Study

Ciobaca

Wild

2014

32nd AIAA Applied Aerodynamics Conference

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“…This provokes flow separation above the flap, which can be more than compensated for by AFC. More details concerning the experimental setup can be found in [20].…”

Section: A Wind-tunnel Half-modelmentioning

confidence: 99%

Flight and Wind-Tunnel Tests of Closed-Loop Active Flow Control

King

Heinz

Bauer

et al. 2013

Journal of Aircraft

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Closed-loop active flow control is applied in wind-tunnel tests to an industry-relevant civil aircraft half-model designed by Airbus and in full-scale free-flight experiments with a Stemme S10 glider. The focus of this contribution is on closed-loop control. Moreover, it is shown that our approach can be used for very different setups. For this, the modeling of the dynamic responses of the two systems and the synthesis of robust controllers are compared. For the highly three-dimensional wind-tunnel model, differential pressures are used as surrogate control variables as a correlation with the lift can be described by a lookup table. Two control inputs, pulsed blowing, and two output variables are exploited. In the glider study, with a profile that experiences a mostly two-dimensional flow, an approximate pressure gradient is used instead as a single output to avoid the necessity of such a lookup table. Active flow control is done again, exploiting pulsed blowing. For the controller synthesis, both in the single-input singleoutput and in the multivariable cases, the same approach is used, showing its versatility. In both setups, the closedloop controllers succeed in adjusting the control inputs such that changing reference signals are followed, and the influence of disturbances are attenuated. For the civil aircraft model, completely new landing scenarios can be proposed using the closed-loop controller. Nomenclatureactuation frequency, Hz F L = lift force, N Gjω = frequency response K = Controller _ m = mass flow, kg∕s p = pressure, Pa q = dynamic pressure, Pa Re c = Reynolds number with respect to c S = sensitivity T = complementary sensitivity u = control input, V u, u jet = amplitude of control input, V u ∞ = freestream velocity, m∕s x = nondimensional coordinate y 1 = model parameter, V∕m y 2 = model parameter, V W = weight δ F = flap angle, deg φ = phase, deg ω = angular frequency, rad∕s Subscripts i = model number ref = reference

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“…In this subchapter some experimental observations are noted for the actuator performance. The results are taken with permission from Bauer et al 15 and Haucke et al 10 . The reader is advised that further valuable remarks may be found in these references.…”

Section: Observations Of the System Outputsmentioning

confidence: 99%

“…taken with permission from Bauer et al15 . Normalized static pressure measured in one actuator chamber and corresponding electrical control signal from a function generator.…”

mentioning

confidence: 99%

Active Flow Separation Control on a High-Lift Wing-Body Configuration Part 2: The Pulsed Blowing Application

Ciobaca

Kühn

Rudnik

et al. 2011

29th AIAA Applied Aerodynamics Conference

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This contribution discusses the implementation of active flow separation control for a 3D high-lift wing-body configuration under atmospheric low-speed wind tunnel conditions. The slot-actuators are applied on the suction side of the trailing edge flap to prevent local flow separation. It is the consequent progression of the work presented in Part 1 of this paper. The active flow control (AFC) method of choice is now the pulsed blowing. The experimental results indicate that this AFC technique is feasible for such applications with a global performance enhancement. Here, the wind tunnel findings are briefly discussed while the emphasis is given on the numerical investigations. The verification of the URANS approach points out that the global enhancement through AFC may easily be overestimated by insufficient numerical convergence. Thus, high computational requirements are needed for a consistent numerical evaluation. The computational results highlight the ability of pulsed blowing at moderate blowing momentum coefficients to suppress the flow separation on the trailing edge flap and support the global aerodynamic enhancement. The numerical results show an acceptable agreement with the experimental results for this AFC application.

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Active Flow Control on an Industry-Relevant Civil Aircraft Half Model

Cited by 19 publications

References 9 publications

Active Flow Control for an Outer Wing Model of a Take-off Transport Aircraft Configuration - A Numerical Study

Active Flow Control for an Outer Wing Model of a Take-off Transport Aircraft Configuration - A Numerical Study

Flight and Wind-Tunnel Tests of Closed-Loop Active Flow Control

Active Flow Separation Control on a High-Lift Wing-Body Configuration Part 2: The Pulsed Blowing Application

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