Final Report EML 4536Finite Element Method for Design December 04, 2013

Flow Over A Non-Symmetric Airfoil

Niraj Thakker Department of Mechanical Engineering Florida A&M / Florida State University 2525 Pottsdamer St. Tallahassee, FL 32310
ABSTRACT This project is based off of my senior design project, which involves an RC- plane. The objective for this report is to show using part of the preliminary report that, finite element models using Comsol are similar to theoretical models. This is established by studying laminar flow over an infinitely long cylinder. The purpose of this report is to analyze low speed, compressible, viscous flow over a non-symmetric cambered airfoil. The airfoil is assumed to be infinitely long. For a finite airfoil, downwash and wing vortices create complex velocities profile which are hard to simulate. The airfoil characteristics are computed using different flow angle of attacks. These characteristics are studied using pressure distribution and velocity distribution along the airfoil. Three major characteristics used to design an airfoil are discussed.

INTRODUCTION Flow analysis on an airfoil is the most important part in analyzing lift for a given airfoil. This flow can be used to determine pressure gradient around an airfoil. It can be utilized to change the geometry of the airfoil to get suitable coefficient of lift and angles of attack. This report will discuss the physical system for the preliminary report and will also discuss the physical system for the final report. It will discuss the theoretical model and finite element model of the preliminary report and establish that the finite element model closely resembles theoretical model. It will discuss the finite element model of the final system, which is flow over an airfoil and will discuss the results obtained from finite element using Comsol.

PHYSICAL SYSTEM Preliminary Physical System The final physical system consist of an airfoil placed in a wind tunnel. For the preliminary report, this physical system is approximated by using an infinitely long cylinder.

Figure 1: Physical System. Cylinder

The wind tunnel is assumed to be infinitely wide. This assumption will help us neglect viscosity effects of the wall on the fluid near the cylinder, hence we can assume uniform flow over the cylinder. The properties of fluid, which is chosen to be air have been tabulated below. We also assume inviscid and incompressible flow over the cylinder. Hence the density of air remains constant throughout the flow. In order to assume laminar flow, it is necessary that Re<0.3. =

(1)

Where Re = Reynolds number = Dynamic viscosity, V = Velocity, D = Diameter of the cylinder and = density of air. From equation 1, we can get the free stream velocity of air.
Table 1: Properties of air and cylinder

Properties Density of Air Velocity of air Dynamic Viscosity of Air Diameter of the cylinder Final Physical System

Values 1.183 5.03

1.98 0.1

The final physical system consist of an airfoil placed in a wind tunnel. The properties of air and airfoil and tabulated in table 2. The flow is no longer assumed to be incompressible or inviscid. The airfoil unlike the cylinder is not symmetric. Its a cambered airfoil, which is known

for its high coefficient of lift at low angle of attacks. The physical system for such an airfoil, placed in a wind tunnel is shown in figure 2. The airfoil is assumed to be infinitely long, and hence we can assume the geometry to be 2-D. Hence complex velocity changes due to tip vortices and downwash can be neglected.

Figure 2: Physical System. Cambered Airfoil

Table 2: Properties of air and wing

Properties Density of Air Velocity of air Dynamic Viscosity of Air Span Chord Material

Values 1.18
3

40.00 1.98

0.1524 m 0.1016 m Plastic

The wind tunnel is again assumed to be infinitely wide. The airfoil is tested at different angles of attack. This is done by changing the angle of the incoming flow and the airfoil is kept constant. THEORETICAL SOLUTION FOR PRELIMENARY SYSTEM For theoretical solution, we are looking for velocity distribution around the cylinder. The velocity equation for a flow around a cylinder is given by = 2 Where is velocity around the cylinder. Using the above equations and plotting velocity vs. angle we get Figure 3. (2)

VELOCITY DISTRIBUTION AROUND CYLINDER

15 10 5

Velocity

0 0 -5 -10 -15 50 100 150 200 250 300 350 400

Theta(Degrees)
Figure 3 : Velocity vs. Angle

From the above graph we see that theoretically, velocity is zero when the fluid first comes in contact with the cylinder. This point is called the stagnation point. As the fluid moves around the cylinder, it reaches a maximum at 90 which is twice the uniform flow velocity. As long as the flow is attached to the cylinder, a second stagnation point is created at 270. The figure below shows streams lines of flow over a cylinder for different Reynolds numbers. Assumed Reynolds Number was 0.3 and hence theoretically the flow looks like case (a).

Figure 4: Flow over an airfoil for different Reynolds Number

FINITE ELEMENT MODEL FOR PRELIMENARY SYSTEM The model used in comsol was a stationary model which was computed using weak form and various boundary conditions. The geometry included a rectangle with a hole of 0.04m radius. The rectangle represented the wind-tunnel, whereas the hole represented the cylinder. The governing equation for flow inside the wind tunnel was given by Laplaces equation 2 = 0 Where u = velocity potential Velocity potential is related to velocity in the x and y direction as =

(3)

(4) (5) conditions used are

= The boundary shown below in the

Flux boundary condition: = 0m/s

figure

Flux boundary condition:

= 5.03 m/s

Zero Flux

Dirichlet Boundary condition:

= 0

Flux boundary condition: = 0m/s

The input weak form was given by test(ux)*ux + test(uy)*uy (6) The figure below shows velocity distribution using color gradient along the wind tunnel. You can see from figure below that maximum velocity occurs at the top and bottom on the cylinder and there are two stagnation points, one at the beginning and another at the end point of the cylinder. You can also see the velocity deflection in that figure. The velocity is uniform away from the surface and near the cylinder it is attached to the cylinder and changes direction along the surface. The velocity has two components near the cylinder. To compute the magnitude of velocity over the cylinder, use equation 7.
2 2 = +

(7)

Figure 5: Flow over a cylinder Model and Graph

The graph shown in figure 5 represents the velocity flow over the top surface of the cylinder. The graph also shows two stagnation points at the ends and a maximum velocity at the center of the arc length. COMPARING THEORETICAL MODEL AND FINITE ELEMENT MODEL FOR PRELIMENARY SYSTEM The results from theoretical model and comsol model are very similar. From theoretical solution, we see that maximum velocity occurs at 90 and 270, which is the top and bottom part of the cylinder. We also have two stagnation points at the 0 and 180. This theory is matched by the comsol model where you see the same trend of change in velocity. However the maximum velocity, computed theoretically was 10.06 m/s and for comsol was 11.04 m/s. Hence the comsol model does not completely match the theoretical model. The theoretical model is more accurate than the comsol model. From the preliminary model we establish that values and flow trends from comsol are very similar to the theoretical values and trends. Therefore for the final model, there will be no theoretical calculations or graphs. The results and flow trends will be based on the finite element model computed using comsol. The governing weak form and the boundary conditions will be different from the ones used in the preliminary model.

FINAL FINITE ELEMENT MODEL The comsol model is a stationary model, which uses an in-built physical system called turbulent flow, k-(spf). The geometry includes a rectangular box which an airfoil of span 0.1524m. The rectangle represents wind tunnel inside which an airfoil is placed. The fluid inside the wind tunnel is assumed to be air at 293.15K. The governing equation for a turbulent, compressible, viscous flow is given by equations 8, 9, 10 and 11. ( ) = * +( + )( + () ) ( + ( ) = 0 ( ) = *( +
2 2

)( )

++

(8) (9)

) + +

(10)
2

( ) = *( +
Where, viscosity, energy,

) + +

(11) = dynamic = stress kinetic

= density of air, u = velocity, l = turbulence intensity, p = pressure, = turbulence viscosity, k = turbulence kinetic energy, F = force, = turbulence dissipation rate and and
2

are constants. The boundary conditions for

the model are shown below

Flux Boundary Condition, Velocity ( ) = 40 m/s Flux boundary condition: = 0m/s

Air

Pressure = 0 Pa No Viscous Stress

Zero Flux

The model is a 2-dimensional model, with velocities and pressures in the x and y direction. The velocity through the inlet is a uniform velocity in the x direction. The airfoil has

Turbulence intensity = 0.05

Flux boundary condition: 7 = 0m/s

zero flux and it acts as a block in the velocity flow. Using this model, various characteristics of the airfoil are computed RESULTS AND DISCUSSION The main characteristic of a cambered airfoil is that it is not symmetric. Hence it is able to produce lift at 0 of angle of attack. For results and discussion, the airfoil is simulated at different angles of attack and its lift and drag coefficient as well as the pressure distribution around the airfoil is studied. Coefficient of Lift vs. angle of attack is plotted in figure 6. Coefficient of lift is given by equation 12. The equation used in Comsol is given by equation 13.
2 () 0.5

(12)

(13)

Where, reacf(v) is force in the vertical direction.

Cofficient of Lift vs. Angle of Attack

Coefficient of Lift
4 3 2 1 0 -20 -15 -10 -5 -1 -2 0 5 10 15 20 25 30

Angle of Attack

Figure 6: Coefficient of Lift vs. Angle of Attack

The airfoil produces zero lift at about -4. The airfoil reaches a maximum at 16 and then starts reducing until it reaches 20 and then increases again. The point at which coefficient of lift starts reducing with increasing angle of attack is called stall point, which is around 16. The angle is called critical angle. It can also be observed from the graph that coefficient of lift is linearly related to the angle of attack up to critical angle. This linear relation is called lift slope. One of the goals while designing an airfoil is to increase lift slope. An analysis of pressure distribution around the airfoil, shows how lift is related to position of maximum pressure point and the pressure difference along the top and bottom surfaces of the airfoil.

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Figure 7: Pressure Distribution at 10 angle of attack Figure 8: Pressure Distribution at -10 angle of attack

Figure 7 represents positive coefficient of lift whereas figure 8 represents negative coefficient of lift. From figure 7, we can see the point of maximum pressure is located below the leading edge of the airfoil, whereas for figure 8 it is located above the leading edge of the airfoil. Average pressure difference between the bottom surface and top surface is positive in figure 7, whereas for figure 8 the pressure on the top surface is greater making this difference negative. Hence we conclude that if average pressure is greater on the bottom than at the top, we produce lift. The greater the pressure difference, higher is the lift. Stall occurs when separated flow on top surface increases in size and hinders with the airfoils ability to create lift.

Figure 9: Streamlines at 17 angle of attack

Figure 10: Streamlines at 10 angle of attack

Figure 9 shows flow separation. Figure 9 and 10 both produce lift, however figure 9 is at a larger angle of attack. This angle of attack is greater than the critical angle and therefore results in greater amount of flow separation compared to figure 10. This flow separation causes stall and reduction of coefficient of lift. High critical angle is another main objective while designing an airfoil. Having minimum drag for an airfoil is important, since drag increases the amount of power required for an airplane to keep flight or even to take off. Hence study of coefficient of drag at various angle of attacks is required. Coefficient of drag is given by equation 14 and in Comsol is given by equation 15.

(14)

0.5 ( )

(15)

Coefficient of Drag vs. Angle of Attack

1 0.9 0.8

Coefficient of Drag

0.7 0.6 0.5 0.4 0.3 0.2 0.1 0

-20

-15

-10

-5

10

15

20

25

30

Angle of Attack
Figure 11: Coefficient of Drag vs. Angle of Attack

Drag increases with increase in angle of attack. Unlike coefficient of lift, drag does not reach maximum and then reduce with increasing angle of attack. For this airfoil we see that, drag at 0 angle of attack is almost close to zero. For this airfoil, the coefficient of lift however is positive. Hence such an airfoil can be used for commercial airplanes that stay at about 0 angle of attack for most part of the flight. At this angle the plane will use minimum power to maintain flight. The airfoil characteristics can further be improved by adding leading edge slats and trailing edge flaps. Trailing edge flaps will increase the lift slope and leading edge slats increase critical angle by delaying flow separation In conclusion the three main characteristics that need to be considered while designing an airfoil, include increasing lift slope, increase critical angle and reducing coefficient of drag. Using similar finite element model, different airfoils can be tested and an optimum airfoil can be choosen. REFERENCES 1. Reddy, J.N. 2006. An Introduction to the Finite Element Model. McGraw Hill, pp. 410504. 2. Anderson Jr, John D. 2010. Fundamentals of Aerodynamics, McGraw Hill, Pp. 189-290.

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