Automotive

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 incorporates a thorough description of the EU-supported undertaking EUROSHOCK II thinking about the research of energetic surprise and boundary layer keep an eye on to enhance plane functionality. mentioned are easy experiments, supplemented via Navier-Stokes computations, to enhance and validate actual types correct to manage and the extension, validation and alertness of varied computational ways to airfoil and wing flows with regulate. in addition defined are experiments on airfoils and wings performed to evaluate the aerodynamic merits of regulate and to supply information for validation reasons. ultimately, keep an eye on functions to genuine airplane and the corresponding deploy consequences and venture advantages are addressed. This quantity is a sequel to Vol. fifty six on passive surprise control.

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

Example text

Finally, ways must be found to incorporate potential control methods into existing and/or new wing designs and benefits and penalties that can be expected from an incorporation of control into aircraft must be assessed. 2 Detailed Flow Investigations Task 4 Assessment of Controll Control Application Aspects Task 1: Modeling of Active Control Phenomena Task 2: Prediction of Transonic Airfoil I Wing Flow with Control Task 3: Wind Tunnel Experiments on Airfoils and Sheared Wings with Control Task 4: Control Application Aspects Figure 8 General task flow chart and interrelation between tasks 11 3 Modeling of Active Control Phenomena (Task 1) The objective of the work performed here was to further the understanding and modeling of the physical phenomena involved in transonic shock boundary layer interactions under active control conditions.

10. The transition to subsonic flow occurs through the weak normal shock located near the downstream end of the active cavity. The boundary layer downstream of the interaction is considerably thickened compared to the reference case but reduced again by the subsequent suction to nearly no-control conditions. A better indication of the effect of hybrid control on the boundary layer development is, of course, provided by the distribution of characteristic boundary layer integral parameters - here represented by the displacement thickness within and downstream of the interaction/control region, Figure 22.

One observes that, while passive control causes an obviously separated flow downstream of the control region, 22 suction through the downstream active cavity eventually reestablishes the fully attached boundary layer profile present at the no-control conditions. This implies that a considerable reduction in wave drag can be achieved without increasing viscous drag; pump-drag must, of course, still be taken into account. 30,8· taken upstream of the interaction region M. §. 2] 23 The results obtained are essentially similar to the active-single-cavity results described in the preceding chapter and the question arises as to the more effective control arrangement, for instance, for drag reduction.

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