SFB 880: fundamentals of high lift for future commercial aircraft

Radespiel, Rolf; Heinze, Wolfgang

doi:10.1007/s13272-014-0103-6

Cited by 59 publications

(33 citation statements)

References 13 publications

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“…(1) and (5) the definition is independent of whether superficial or intrinsic averaging is applied. To derive volume averaged perturbation equations, the Navier-Stokes equations in conservative notation are volume averaged assuming the application of a spatial differentiable filter G(|x − x |).…”

Section: Iia Volume Averagingmentioning

confidence: 99%

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Prediction of Porous Trailing Edge Noise Reduction via Acoustic Perturbation Equations and Volume Averaging

Faßmann

Rautmann

Ewert

et al. 2015

21st AIAA/CEAS Aeroacoustics Conference

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Edge noise is generated if turbulence interacts with solid edges. Reduction of trailing edge noise of airfoils can be achieved by replacing the solid material at the trailing edge by inlays of porous permeable material. The acoustic benefit of approximately 6 dB of such treatment is known from experiments. Enroute to numerically optimized porous properties, this paper presents a first principle based Computational Aeroacoustics (CAA) method for predicting the acoustic effect of a porous NACA0012 trailing edge. In a hybrid two-step CFD/CAA procedure the turbulence statistics from a solution of the Volume Averaged Navier-Stokes (VANS) equations is used as a basis for the prediction of turbulent-boundarylayer trailing-edge noise (TBL-TEN). For the acoustic part of the calculation, the Acoustic Perturbation Equations (APE) are solved in the flow field. Inside the porous regions, a different set of governing equations, referred to as Linear Perturbation Equations (LPE) will be solved. The LPE represent a modified form of the Linearized Euler Equations (LEE) with the APE vorticity source term shifted to the right-hand side. The new set of equations is derived by volume averaging the Navier-Stokes equations and decomposing the flow variables into a time-averaged mean part and a fluctuating part and isolating the vorticity source term to the right-hand side of the momentum equation. The LPE are verified by an analytical solution. The simulation results of a NACA0012 airfoil geometry with and without porous trailing edge treatment are compared to wind tunnel measurements. The noise reduction effect of such a trailing edge treatment is successfully demonstrated.

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Section: Iia Volume Averagingmentioning

confidence: 99%

“…1 In this context, additional sound generation must be avoided. In 1979, Hayden investigated several edge concepts for overblown flaps.…”

Section: Introductionmentioning

confidence: 99%

Prediction of Porous Trailing Edge Noise Reduction via Acoustic Perturbation Equations and Volume Averaging

Faßmann

Rautmann

Ewert

et al. 2015

21st AIAA/CEAS Aeroacoustics Conference

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“…Within the Sonderforschungsbereich SFB 880, a detailed preliminary design of such an airplane, named the reference configuration, was recently performed [5]. An overview of this envisaged airplane is given in Fig.…”

Section: A Bnf Research Configurationmentioning

confidence: 99%

Aerodynamic Effects of Propeller Slipstream on a Wing with Circulation Control

Beck

Radespiel

Lenfers

et al. 2015

Journal of Aircraft

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The German Bürgernahes Flugzeug (Citizen-Oriented Airplane) research program advances technologies for high-lift systems using circulation control Coandă-type flaps. The interaction of these high-lift systems with a propeller engine is the subject of the present work. A large and complex wind-tunnel model equipped with an active high-lift system and a powered propeller was designed, manufactured and instrumented. The wind-tunnel data show the potentials of the active high-lift system in three-dimensional wing applications. The results characterize and quantify the interactions between a propeller and a high-lift wing by using systematic variations of blowing momentum and propeller thrust. The results represent a unique database for future efforts to improve the efficiency of active lift and for validation of numerical simulation methods.

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“…Crucial for the acceptance of those future technologies is that improvement of ground immissions does not come with higher sound level in the cabin [1]. Crucial for the acceptance of those future technologies is that improvement of ground immissions does not come with higher sound level in the cabin [1].…”

Section: Introductionmentioning

confidence: 99%

Cabin noise prediction using wave‐resolving aircraft models

Langer

Blech

2019

Proc Appl Math and Mech

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Within the Coordinated Research Center (CRC) 880, future civil aircraft with short take-off and landing capabilities are investigated. A main motivation are efficient point-to-point connections within Europe. Environmental friendliness is a key factor in the development of such aircraft systems in order to ensure the acceptance of new technologies. Therefore, the sound immission at the ground and in the passenger cabin is a major focus in the project. In this paper, wave-resolving models of complex aircraft fuselage structures and solution strategies of these large systems in frequency domain are presented.On the basis of preliminary aircraft design data available in the project, a mechanical model of all fluid and structural parts is developed. The model comprises the back partition starting from the wing-box and assumes a linear behavior in deflection, strain and material. The thickness distribution on the outer surface, the stiffeners, the floor, the bulk heads and the inner panels are considered concerning the structural domain. The insulation is modeled by an equivalent fluid approach. The cabin fluid, the structural domain, and the insulation are fully coupled. All domains are discretized automatically applying coincident nodes at the coupling interfaces. Frequency-dependent pressure fluctuations distributed on the outer surface as a result of Computational Aeroacoustic (CAA) simulations of jet noise are applied to the model. A realistic consideration of such characteristic noise footprints is only possible due to the wave-resolving approach. The direct result of the aircraft model is the cabin's pressure field in frequency domain.The finite element discretization leads to a system of equations with 1-3 mio degrees of freedom to be solved in frequency domain. As one solver run is easily realized, many solutions in the frame of uncertainty analyses or sensitivity studies require a highly efficient solution process. Different strategies applying direct solvers, iterative solvers or its combination are discussed within this contribution as well.

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SFB 880: fundamentals of high lift for future commercial aircraft

Cited by 59 publications

References 13 publications

Prediction of Porous Trailing Edge Noise Reduction via Acoustic Perturbation Equations and Volume Averaging

Prediction of Porous Trailing Edge Noise Reduction via Acoustic Perturbation Equations and Volume Averaging

Aerodynamic Effects of Propeller Slipstream on a Wing with Circulation Control

Cabin noise prediction using wave‐resolving aircraft models

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