Aerodynamic Optimization for Cruise and High-Lift Configurations

Brézillon, Joël; Dwight, Richard P.; Widhalm, Markus

doi:10.1007/978-3-642-04093-1_18

Cited by 14 publications

(17 citation statements)

References 12 publications

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“…Similar optimisations were performed with other optimisation strategies ranking from a differential evolution to gradient free approach [34]. All optimisations end up with very similar flap and slat positions after more than 1 week of computations.…”

Section: Fuselage Shape Optimisationmentioning

confidence: 95%

Applications of a discrete viscous adjoint method for aerodynamic shape optimisation of 3D configurations

Brézillon

Dwight

2011

CEAS Aeronaut J

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Within the next few years, numerical shape optimisation based on high-fidelity methods is likely to play a strategic role in future aircraft design. In this context, suitable tools have to be developed for solving aerodynamic shape optimisation problems, and the adjoint approach-which allows fast and accurate evaluations of the gradients with respect to the design parameters-is proved to be very efficient to eliminate the shock on aircraft wing in transonic flow. However, few applications were presented so far considering other design problems involving 3D viscous flows. This paper describes how the adjoint approach can also help the designer to efficiently reduce the flow separation onset at wing-fuselage intersection and to optimise the slat and flap positions of a 3D high-lift configuration. On all these cases, the optimisations were successfully performed within a limited number of flow evaluations, emphasising the benefit of the adjoint approach in aircraft shape design.

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Section: Fuselage Shape Optimisationmentioning

confidence: 95%

Applications of a discrete viscous adjoint method for aerodynamic shape optimisation of 3D configurations

Brézillon

Dwight

2011

CEAS Aeronaut J

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“…As summarized by Brezillon, et al [8], the aerodynamics around a wing in high-lift configuration is one of the most complex flows occurring around the airplane. Except for typical boundary layer regions near the walls the multi-element wing also of great importance are the re-circulation areas in the cut-outs, mixing of the boundary layers and the wakes of proceeding elements and secondary flow located to the gap between the wing and slotted flap [8].…”

Section: Methods Of Solutionmentioning

confidence: 99%

“…Except for typical boundary layer regions near the walls the multi-element wing also of great importance are the re-circulation areas in the cut-outs, mixing of the boundary layers and the wakes of proceeding elements and secondary flow located to the gap between the wing and slotted flap [8]. Moreover, since the ultra-light aircraft wing operates in different range of angles of attack α, the flow separation is most likely to occur in the wing and flap upper section.…”

Section: Methods Of Solutionmentioning

confidence: 99%

“…In order to capture all of these critical flow features, a grid of high quality is required [8]. For this study, to be able to appreciate the influence of slotted gap size on the aerodynamic characteristics of the wing, thick boundary layer had to be used in numerical model.…”

Section: Methods Of Solutionmentioning

confidence: 99%

“…In the last years of the successful application of 2D CFD (computational fluid dynamics), Navier-Stokes code is playing a strategic role in the prediction of the aerodynamic performance of the wing [8]. But the computation of the flow over a multi-element wing in lift configuration and optimization of the gap size remains, however, one of the most difficult problems encountered in CFD.…”

Section: mentioning

confidence: 99%

See 2 more Smart Citations

Study the Influence of a Gap between the Wing and Slotted Flap over the Aerodynamic Characteristics of Ultra-Light Aircraft Wing Airfoil

Velkova¹,

Todorov²,

Durand³

2015

JMEA

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Abstract:The purpose of the study is to assess what the influence of the distance of the gap is between the wing and slotted flap on the aerodynamic characteristics of ultra-light aircraft wing when the flap is retracted. It has been elected numerical approach to the study and it is been realized through applied numerical model of the wing airfoil NACA 2412 for three different lengths of slotted gap size, whose length is expressed as percentages of the airfoil chord. The code ANSYS FLUENT has been applied, as it has been determined RANS (Reynolds-averaged Navier-Stokes) equations and DES (detached-eddy simulation) turbulent model has been used.

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