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Airfoils are mostly used in wind turbines, aircraft wings, compressor blades, turbine
blades, engine rotors etc.
FLOW SEPARATION
Any solid object immersed in a flowing fluid (or vice versa) experiences boundary
layer separation, where the viscous force dominates in the layer.
This in turn results in an effect called adverse pressure gradient where velocity
falls.
Thus the fluid gets detached from the surface and form as vortices or eddies.
This often results in increase of pressure drag in airfoil.
FLOW CONTROL
Process of delaying the flow separation in the
airfoil.
Controlling such layer laid way to alter
transition delay, lift improvement, separation,
separation postponed, drag reduction,
turbulence augmentation, skin friction
reduction.
Three types of flow control are
Active flow control:- It involves addition
of auxiliary power to the flow
Passive flow control:- It does not involve
addition of power to flow
Hybrid flow control:- It involves mixture
of both active and passive.
PROBLEM FORMULATION
To solve thee problem of flow separation we use passive flow control
technique, in which we install a micro cylinder prior to the leading edge of
airfoil exposed to the flow.
The geometric parameters of the cylinder is fixed as below.
Original model
Modified model
VELOCITY CONTOUR
Original model
Modified model
COEFFICIENT OF LIFT
Original Model Modified Model
1.6 1.6
NACA 4415 Baseline Airfoil Model CYL0155
1.4 1.4
) L
) L
1.2 1.2
1 1
ift(C
ift(C
oefficientofL
oefficientofL
0.8
0.8
C
0.6
0.6
0.4
0 5 10 15 20 25 0.4
Angle of Attack () 0 5 10 15 20 25
Angle of Attack ()
COEFFICIENT OF DRAG
Original Model Modified Model
0.35
NACA 4415 Baseline Airfoil Model CYL0155
0.3 0.3
) D
) D
0.25 0.25
0.2 0.2
rag(C
rag(C
0.15
fD
0.15
oefficientofD
efficiento
0.1
0.1
o
C
C
0.05
0.05
0
0 0 5 10 15 20 25
0 5 10 15 20 25
Angle of Attack () Angle of Attack ()
COEFFICIENT OF PRESSURE
Original model at α=20°
COEFFICIENT OF PRESSURE
Modified model at α=20°
DETERMINATION OF OPTIMAL CONDITION
To determine the optimal condition of the micro cylinder we vary the diameter of
the micro cylinder to 0.5%C and 1.5%C, and simulated the same for various angle
of attack.
the 0.5%C model does not have enough strength to suppress the flow separation.
And the 1.5%c model is producing over energy that disturb the flow of the fluid
COEFFICIENT OF LIFT
MODEL WITH 0.5%C DIA
MODEL WITH 1.5%C DIA
COEFFICIENT OF DRAG
MODEL WITH 0.5%C DIA MODEL WITH 1.5%C DIA
PROPOSAL OF MODEL
Original model
β =0°
β =45°
β =90°
Velocity contour for various condition of flat plate
α=20°(stall angle for cylinder model is considered)
β =0°
β =45°
β=90°
C o e ffic ie n t o f D r a g (C D )
0.1 0.4
0.05 0.2
0
0 5 10 15 20
0
0 5 10 15 20
Angle of attack(α)
Angle of attack(α)
MODIFIED MODEL CALCULATIONS(FLAT PLATE)
0.3 1.4
Coefficient of Drag (CD)
0.35
Coefficient of Drag (CD)
0.3
0.25
0.05
0
0 5 10 15 20 25
Angle of attack(α)
CL COMPARISON
1.6
1.4
Coefficient of Lift (CL)
1.2
1
0.8
Baseline model
0.6 CYL0155
0.4 FP2155
0.2
0
0 5 10 15 20 25
Angle of attack(α)
CONCLUSION
The simulation results have proven that installing a micro cylinder ahead of
leading edge will increase the lift and also delay the flow separation.
That is the boundary layer separation effect is much more delayed by this
modified model
This may be varied when considering a finite wing since the tip vortices
effect is included.
Flat plate results are much less effective than cylinder because the flow loss
some of its energy in the flow separation occurs in the flat plate itself.
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