Drag Reduction by Shock and Boundary Layer Control: Results by Egon Stanewsky, J. Delery, John Fulker, Paolo de Matteis

By Egon Stanewsky, J. Delery, John Fulker, Paolo de Matteis

This quantity features a thorough description of the EU-supported undertaking EUROSHOCK II excited by the research of energetic surprise and boundary layer regulate to enhance plane functionality. mentioned are simple experiments, supplemented by means of Navier-Stokes computations, to enhance and validate actual versions suitable to manage and the extension, validation and alertness of varied computational how you can airfoil and wing flows with keep an eye on. in addition defined are experiments on airfoils and wings conducted to evaluate the aerodynamic merits of keep watch over and to supply information for validation reasons. ultimately, keep watch over purposes to genuine airplane and the corresponding set up consequences and undertaking merits are addressed. This quantity is a sequel to Vol. fifty six on passive surprise control.

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Drag Reduction by Shock and Boundary Layer Control: Results of the Project EUROSHOCK II. Supported by the European Union 1996–1999

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Additional resources for Drag Reduction by Shock and Boundary Layer Control: Results of the Project EUROSHOCK II. Supported by the European Union 1996–1999

Sample text

We have hence considered local flow developments as affected by shock and boundary layer control which, of course, strongly shape the global developments associated with airfoil and wing flow. The control mechanisms studied were: 36 • • • • Active control by means of a perforated plate / cavity arrangement with partsuction including the "zero-suction" passive control case. Hybrid control, consisting of a passive cavity in the shock region and suction, either through a cavity covered by a perforated plate or a slot, downstream.

2xl0-4, the no-control level downstream of the active cavity; increasing suction to C'Q = 30xl0·4 seems to almost eliminate the boundary layer downstream of the interaction, Figure 22b, confirming the trend observed in the University of Karlsruhe experiments. One aspect of control, important to turbulence modeling, concerns the turbulence behavior in interactions with control. Staying with hybrid control, it is indicated in Figure 23, where the local maxima of the turbulent kinetic energy k (see Chapter 11 for definition) within and downstream of the interaction region are plotted, that the turbulence level in the interaction region drops below the one for the reference case, while downstream it is higher than or equal to the nocontrol level when moderate to high suction rates are applied; turbulence only 26 reduces below the no-control level when using extreme mass-flow removal, a behavior similar to the one of the boundary layer thickness parameters.

Ic . 0 OJIO x(mm) a. Displacement thickness, low C'Q 120 140 160 180 200 220 240 260 X(mm) b. 1, respectively. In the passive cavity the experimental pressure was prescribed, while at the downstream active slot the p v - value at each grid point within the slot region, derived at by dividing the measured suction mass-flow rate by the number of grid points, was prescribed. Since the [k- 8] Chien transport equation turbulence model showed difficulties in correctly reproducing the viscous flow in the long constant channel section preceding the test area proper, which lead to "viscous" choking of the channel flow in the sonic throat even in the smooth-wall no-control case, the computations with control were only carried out with the Baldwin-Lomax turbulence model.

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