Multi-Objective Shape Optimization Study for a Subsonic Submerged Inlet

Taskinoglu, Ezgi S.; Knight, Doyle

doi:10.2514/1.5809

Cited by 18 publications

(9 citation statements)

References 16 publications

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“…As a result, varieties of flow control technologies have been applied to improve the aerodynamic performance. For example, delta-wing vortex generators (9) and bump-shaped vortex generators (10) are applied on the upstream fuselage surface; side-edge vortex bleed (11) is used at the entrance; and fin-type protrusions (12,13) are applied on the internal surfaces. Nevertheless, we still have an incomplete understanding of the effect that the forebody boundary layer has on the aerodynamic performance of a submerged inlet.…”

Section: Introductionmentioning

confidence: 99%

Effects of forebody boundary layer on the performance of a submerged inlet

et al. 2021

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The use of a submerged inlet is advantageous in modern aircrafts because of its low drag resistance, small radar cross section and ease of maintenance. Although it is well known that the forebody boundary layer deteriorates the aerodynamic performance of a submerged inlet, the level of impact has not yet been fully quantified. To quantify the forebody boundary-layer effect, a submerged diverter was designed to remove a portion of the low-energy boundary flow. The flow pattern and aerodynamic performance of a submerged inlet, with and without the diverter, were investigated by wind-tunnel experimentation and numerical simulations. The effects of mass flow, free stream speed, angle-of-attack and sideslip angle on the aerodynamic characteristics of the inlet with and without the submerged diverter were studied, over an operating envelope of M 0 = 0.3 ∼ 0.6, $\alpha$ = –6 $^{\circ}$ ∼ 8 $^{\circ}$ and $\beta$ = 0 $^{\circ}$ ∼ 4 $^{\circ}$ . The results indicate that both the total pressure loss and the circumferential distortion can be significantly reduced with the removal of the forebody boundary-layer low-energy flow. Meanwhile, the main mechanisms for losses in the submerged inlet were also analysed.

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Section: Introductionmentioning

confidence: 99%

Effects of forebody boundary layer on the performance of a submerged inlet

et al. 2021

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“…This work aims to reduce flow distortion through optimisation of the intake shape by means of computational fluid dynamics (CFD) simulations and a multi-objective optimisation algorithm. Previous CFD shape optimisation of circular S-Duct suggested the possibility to obtain substantial reduction of flow distortion by localised deformation of the baseline geometry like bumps (Zhang et al, 2000) and fin protrusions (Taskinoglu and Knight, 2004) or modification of the radius distribution along the axis (Bae et al, 2012). This research is focussed on S-Duct with rectangular cross-section, more representative of a distributed propulsion application.…”

Section: Introductionmentioning

confidence: 99%

Computational design of S-Duct intakes for distributed propulsion

Furlan

Chiereghin

Kipouros

et al. 2014

Aircraft Eng & Aerospace Tech

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Purpose – The purpose of this paper is to identify efficient methods and tools for the design of distributed propulsion architectures.\ud Design/methodology/approach – Multi-objective computational aerodynamic design optimisation of an S-Duct shape.\ud Findings – Both duct pressure loss and flow distortion through such a duct can be reduced by wall-curvature changes.\ud Research limitations/implications – Initial simplified study requires higher fidelity computational fluid dynamics & design sensitivity follow-up.\ud Practical implications – Shape optimisation of an S-Duct intake can improve intake efficiency and reduce the risk of engine-intake compatibility\ud problems.\ud Social implications – Potential to advance lower emissions impact from distributed propulsion aircraft.\ud Originality/value – Both the duct loss and flow distortion can be simultaneously reduced by significant amounts

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“…On the one hand, the strong vortices can induce a vertical velocity component that deflects more main flow into the duct. On the other hand, these vortices increase the mixing loss and cause apparent swirling flow at the exit plane [2]. Meanwhile, due to the entire embedment into the air vehicle body, the fuselage boundary layer both upstream and at the side of the duct entrance is ingested into the inlet extensively, which also increases the total pressure loss and flow distortion.…”

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confidence: 97%

“…Then, with the combined experimental and computational methods, three entrance parameters of the submerged inlet, namely the side edge angle, the ramp angle, and the characteristic parameter of aft lip, were observed to have significant effects on inlet performance [20]. In addition, the optimization tools were also introduced into the design of the submerged inlet [21][22][23][24]. Using both single-objective and multiobjective methods, an optimized inlet has been obtained with a relatively higher quality of airflow at the compressor face.…”

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confidence: 99%

Computational Study of a High-Performance Submerged Inlet with Bleeding Vortex

Dai-shu

Tan

Sun

et al. 2012

Journal of Aircraft

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Previous investigations on the submerged inlets show that the counter-rotating vortex pair originated from the side edge is helpful to inhale the external flow into the duct but increases the mixing loss of the inlet. To improve the performance of this type of inlet, a flow-control method based on a bleeding vortex is brought forward in this paper that is expected to use the positive effect of the vortex pair and to reduce the accompanied disadvantages.Computational results indicate that the control method is effective, with the total pressure recovery coefficient increased by 2.8% and the distortion index decreased by 51.0% at the design condition as compared with the baseline case. Furthermore, the impacts of slot location are also obtained, which underline the fact that it should be chosen carefully according to the transmitting path of the vortex pair. In addition, the drag analysis for the submerged inlet with flow control shows that it is promising for practical use with no extra drag penalty.of the inlet entrance impulse flux I in;y = y component of the inlet entrance impulse flux I out1 = inlet exit impulse flux I out1;x = x component of the inlet exit impulse flux I out1;y = y component of the inlet exit impulse flux I out2 = slot exit impulse flux I out2;x = x component of the slot exit impulse flux I out2;y = y component of the slot exit impulse flux L = distance between the slot and the aft lip M e = Mach number at the exit M 0 = freestream Mach number p = static pressure p b = back pressure p 0 = freestream static pressure P e = mass-averaged total pressure at the engine face P 0 = freestream total pressure P min 60 = minimum area-averaged total pressure over any 60 deg pie around the centroid of the engine face q avg = the area-averaged dynamic pressure over the entire engine face area v 0 = freestream velocity = angle of attack = boundary layer thickness at the entrance of the inlet 0 = freestream density = total pressure recovery coefficient Subscripts Avg = average value e = exit 0 = freestream Superscript = total or stagnation condition

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Multi-Objective Shape Optimization Study for a Subsonic Submerged Inlet

Cited by 18 publications

References 16 publications

Effects of forebody boundary layer on the performance of a submerged inlet

Effects of forebody boundary layer on the performance of a submerged inlet

Computational design of S-Duct intakes for distributed propulsion

Computational Study of a High-Performance Submerged Inlet with Bleeding Vortex

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