Combustion-Powered Actuation for Dynamic-Stall Suppression: High-Mach Simulations and Low-Mach Experiments

Matalanis, Claude; Min, Byung-Young; Bowles, Patrick; Jee, Solkeun; Wake, Brian; Crittenden, Thomas; Woo, George T. K.; Glezer, Ari

doi:10.2514/1.j053641

Cited by 27 publications

(16 citation statements)

References 31 publications

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“…43 Initial steps to investigate the feasibility of Active Flow Control (AFC) as a future advanced rotor technology are underway in partnership with United Technology Research Center, Sikorsky Aircraft and the Georgia Institute of Technology through a NASA Research Announcement. 44 Combustion powered actuation will be installed in an oscillating airfoil model and tested through a range of Mach numbers (0.2 to 0.5) and reduced frequencies to determine the effectiveness of the AFC approach on dynamic stall. This effort is currently scheduled to be tested in early 2015 in the Icing Research Tunnel at NASA Glenn Research Center.…”

Section: Active Rotor Conceptsmentioning

confidence: 99%

NASA Technology for Next Generation Vertical Lift Vehicles

Gorton

2015

56th AIAA/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

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The next generation of vertical lift vehicles will push the state-of-the-art in many technology areas to meet high-speed and high-efficiency performance requirements while enabling affordable and environmentally friendly operations. This paper describes the NASA Rotary Wing research results, on-going research and future technology directions that demonstrate the viability of advanced technology at the component, sub-system and system level. Technologies that particularly pertain to structural dynamics challenges in the disciplines of propulsion, aeromechanics, impact loading of composites, and design optimization are emphasized. NomenclatureAFC = active flow control ARES = aeroelastic rotor experimental system ATR = active twist rotor CFD = computational fluid dynamics CSD = computational structural dynamics CTR = civil tiltrotor dB = decibels DOC/ASM direct operating cost/ available seat mile IBC = individual blade control kts = knots LRTA = large rotor test apparatus NAS = National Airspace System NDARC = NASA Design and Analysis of Rotorcraft NFAC = National Full-Scale Aerodynamics Complex nm = nautical miles OCG = offset compound gear RPM = revolutions per minute Re = Reynolds number RVLT = Revolutionary Vertical Lift Technology RW = Rotary Wing SMART = Smart Materials Actuated Rotor Technology SRW = Subsonic Rotary Wing

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Section: Active Rotor Conceptsmentioning

confidence: 99%

NASA Technology for Next Generation Vertical Lift Vehicles

Gorton

2015

56th AIAA/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

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“…Stall suppression with an active flow control technique is of interest in this study. Various active flow control techniques using fluidic actuators have been studied to mitigate flow separation [15][16][17][18][19][20][21][22][23][24][25][26][27][28][29]. Among numerous methods, steady-blowing jet would be the simplest fluidic actuation, ejecting a jet flow continuously into the surrounding.…”

Section: Introductionmentioning

confidence: 99%

“…Based on previous studies with steady-blowing jet [16,19,20,30] and oscillatory jets [31], an upstream jet location near the leading edge x/c 0.1 outperforms downstream locations. Flow control studies with pulsed jets [21][22][23] also indicate that positions near the leading edge 0.05 ≤ x jet /c ≤ 0.15 are able to mitigate the flow separation further when compared to a slightly downstream location of x/c = 0.2.…”

Section: Introductionmentioning

confidence: 99%

“…A large jet momentum up to c µ ≈ 0.05 can improve the performance of a lifting body, increasing both the lift coefficient c l and the rate dc l /dc µ . Thus many studies of jet blowing (steady or unsteady) for flow control have been conducted with the jet momentum in the order of the magnitude of c µ = O(0.01) [16][17][18][19][21][22][23]. A concise review of the blowing parameter can be found in [34,35].…”

Section: Introductionmentioning

confidence: 99%

“…Those two angles are θ jet = 22 • and 80 • in this study. The shallow angle θ jet = 22 • is suggested for a practical limit for the fabrication of a jet actuator in Matalanis et al [21,22].…”

Section: Introductionmentioning

confidence: 99%

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Numerical Investigation of Jet Angle Effect on Airfoil Stall Control

et al. 2019

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Numerical study on flow separation control is conducted for a stalled airfoil with steady-blowing jet. Stall conditions relevant to a rotorcraft are of interest here. Both static and dynamic stalls are simulated with solving compressible Reynolds-averaged Navier-Stokes equations. It is expected that a jet flow, if it is applied properly, provides additional momentum in the boundary layer which is susceptible to flow separation at high angles of attack. The jet angle can influence on the augmentation of the flow momentum in the boundary layer which helps to delay or suppress the stall. Two distinct jet angles are selected to investigate the impact of the jet angle on the control authority. A tangential jet with a shallow jet angle to the surface is able to provide the additional momentum to the flow, whereas a chord-normal jet with a large jet angle simply averts the external flow. The tangential jet reduces the shape factor of the boundary layer, lowering the susceptibility to the flow separation and delaying both the static and dynamic stalls.

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Reduction of dynamic stall using a back-flow flap

Gardner¹,

Opitz²,

Wolf³

et al. 2017

CEAS Aeronaut J

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A back-flow flap attached to the suction side of an airfoil is investigated in both passively and actively actuated modes for the control of dynamic stall. This method of dynamic stall control has low power requirements and no parasitic drag when not actuated. Experiments in a low-speed wind tunnel at 50 m/s were used to characterize the reduction in dynamic stall hysteresis using pressure measurements on the midline airfoil section. It was found that the pitching moment peak is reduced by an average of 25% for all deep stall test cases for active actuation of the flap, while for passive actuation the pitching moment peak is reduced by 19%. In each case the maximum lift remained the same, while the peak drag increased by an average of 2.5% for the active flap, and by 0.9% for the passive flap. With the flap closed at low angles of attack, the reference values of the airfoil are retained. KeywordsHelicopter blade Á Wind tunnel Á Flow control Á Dynamic stall Á Back-flow flap Á Experiment List of symbols a; a max Angle of attack; maximum ( ) c Airfoil model chord (m) C D ; C D max Drag coefficient; peak C L ; C L max Lift coefficient; peak C M ; C M min Pitching moment coefficient; peak C P Pressure coefficient f Frequency of pitching (Hz) M Mach number k Reduced frequency: k ¼ pfc=v 1 Re Reynolds number based on c t Time (s) T Period (s) u, v Velocity: in x direction, in z direction (m/s) v 1Freestream velocity (m/s) x, zCoordinates: chord, upward (m)This paper is based on a presentation at the AHS 72nd Annual Forum,

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Combustion-Powered Actuation for Dynamic-Stall Suppression: High-Mach Simulations and Low-Mach Experiments

Cited by 27 publications

References 31 publications

NASA Technology for Next Generation Vertical Lift Vehicles

NASA Technology for Next Generation Vertical Lift Vehicles

Numerical Investigation of Jet Angle Effect on Airfoil Stall Control

Reduction of dynamic stall using a back-flow flap

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