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

461 Pages·2002·12.89 MB·English

by  Egon Stanewsky

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Dr. Egon Stanewsky Prof. John Fulker
DLR Institute of Aerodynamics QinetiQ Ltd.
and Flow Technology Centre of Aerospace Technology
Bunsenstr.10 Bedford MK41 6AE
u.K.
D -37073 G6ttingen
Germany
Dr. Paolo de Matteis
Prof. Jean Delery CIRA Experimental
ONERA FundamenallExperimental Aerodynamics Laboratories
Aerodynamics Department Via Maiorise
8, rue des Vertugadins 1-81043 Capua (CE)
F -92190 Meudon Italy
France
Library of Congress Cataloging-in-Publication Data applied for
Die Deutsche Bibliothek -Cip-Einheitsaufnahme
Drag reduction by shock and boundary layer control: results of the project EUROSHOCK II I
Egon Stanewsky ... (ed.). -Springer-Verlag Berlin Heidelberg 2002
(Notes on numerical fluid mechanics and multidisciplinary design (NNFM) ; 80)
(Engineering online library)
ISSN 0179-9614
ISBN 978-3-642-07762-3 ISBN 978-3-540-45856-2 (eBook)
DOI 10.1007/978-3-540-45856-2
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Originally published by Springer-Verlag Berlin Heidelberg New York in 2002
Softcover reprint ofthe hardcover lst edition 2002
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NNFM Editor Addresses
Prof. Dr. Ernst Heinrich Hirschel Prof. Dr. Maurizio Pandolfi
(General editor) Politecnico di Torino
Herzog-Heinrich-Weg 6 Dipartimento di Ingegneria Aeronautica
D-85604 Zorneding e Spaziale
Germany Corso Duca degli Abruzzi, 24
E-mail: [email protected] 1-10129 Torino
Italy
Prof. Dr. Kozo Fujii E-mail: [email protected]
Space Transportation Research Division
The Institute of Space Prof. Dr. Jaques Periaux
and Astronautical Science Dassault Aviation
3-1-1, Yoshinodai, Sagamihara, 78, Quai Marcel Dassault
Kanagawa, 229-8510 F-92552 St. Cloud Cedex
Japan France
E-mail: [email protected] E-mail: [email protected]
Dr. Werner Haase Prof. Dr. Arthur Rizzi
Hohenkirchener Str. 19d Department of Aeronautics
D-85662 Hohenbrunn
KTH Royal Institute of Technology
Germany Teknikringen 8
E-mail: [email protected] S-10044 Stockholm
Sweden
Prof. Dr. Bram van Leer
E-mail: [email protected]
Department of Aerospace Engineering
The University of Michigan Dr. Bernard Roux
Ann Arbor, MI 48109-2140 IRPHE-IMT
USA
Technopole de Chateau-Gombert
E-mail: [email protected]
F-13451 Marseille Cedex 20
France
Prof. Dr. Michael A. Leschziner
E-mail: [email protected]
Department of Engineering
Queen Mary & Westfield College (QMW)
University of London
Mile End Road
London E14NS
U.K.
E-mail: [email protected]
Preface
The survival of the Aeronautical Industries of Europe in the highly competitive
World Aviation Market is strongly dependent on such factors as time-to-market of
a new or derivative aircraft and on its manufacturing costs but also on the
achievement of a competitive technological advantage by which an increased
market share can be gained. Recognizing this, cooperative research is
continuously encouraged and co-financed by the European Union in order to
strengthen the scientific and technological base of the Aeronautical Industries thus
providing - among others - the technological edge needed for survival.
Corresponding targets of research within Area 3, Technologies for Transport
Means, and here in particular Area 3A, Aeronautics Technologies, of the
Industrial and Materials Technologies Program ( Brite -EuRam III, 1994 - 1998)
have been identified to be aircraft efficiency, cost effectiveness and environmental
impact. Concerning aircraft efficiency - relevant to the present research - a
reduction in aircraft drag of 10%, a reduction in aircraft fuel consumption of 30%,
and a reduction in airframe, engine and system weight of 20% are envisaged.
Meeting these objectives has, of course, also a strong positive impact on the
environment.
In order to further technology, it is prudent to concentrate on the feasibility
demonstration of a limited number of technologies of high economic and
industrial impact. Examples of such technologies are, for instance, with regard to
aircraft efficiency, the application of laminar flow and drag reduction
technologies, technologies related to advanced large primary structures, and
propulsion technologies. A general prerequisite for technology development is, of
course, also the continuous improvement of the theoretical/numerical and
experimental tools and, particularly in the case of aeronautical fluid dynamics,
which is of interest here, the understanding of complex viscous compressible flow
phenomena such as turbulence, transition, shock boundary layer interaction and
separation.
The fundamental research program described here is related to drag reduction and
separation control; it is based on the following consideration: the development of
the boundary layer and the interaction of the wing-upper-surface shock wave with
the boundary layer essentially establish the flight performance of transonic
transport aircraft at cruise as well as at high-speed off-design conditions.
Consequently, employing shock and boundary layer control can be assumed to
have a large potential for improving flight performance in terms of cruise drag,
hence speed and/or fuel consumption, and with respect to the drag-rise and buffet
boundaries. Control can also be utilized to design simpler-geometry wings,
allowing to reduce weight and increase pay load, without the penalty of reduced
aerodynamic performance. Based on the experience gained during the
EUROSHOCK I project, where it was found that passive shock control by a
VII
perforated-surface/cavity arrangement generally leads to an increase or, at best, to
marginal reductions in drag, the specific objective of the research performed here
was to study the various aspects of active shock and boundary layer control, to
develop and improve the computational and experimental tools needed to
incorporate control concepts into the design of advanced transonic wings and to
determine the aerodynamic merits of control up to flight Reynolds numbers, but
also to assess the penalties associated with incorporating potential control
methods into existing and new wing designs.
The work was carried out by five research organizations, viz., Deutsches Zentrum
fUr Luft- und Raumfahrt e.V. (DLR), Centro Italiano Ricerche Aerospaziali
S.C.p.A. (ClRA), Instituto Nacional de Tecnica Aerospacial (INTA), Office
National d'Etudes et de Recherches Aerospatiales (ONERA) and Defense
Evaluation Research Agency (DERA), three universities, viz., the Universities of
Cambridge and Karlsruhe and the Universita'di Napoli "Federico II", and four
industrial partners, viz., Alenia Aeronautica, EADS-Airbus (Airbus-D), BAE
SYSTEMS-Airbus (Airbus-UK Ltd.), and Dassault Aviation.
The present book is, similarly to the EUROSHOCK I book, structured as follows:
Firstly, the scientific and economical reasons leading to this investigation and the
approach taken are outlined. This is followed by a comprehensive and critical
account of the research and the results obtained - without going into excessive
detail. Finally, the individual contributions of the partners are presented in the
form of papers giving appropriate details of the fundamental, numerical and
experimental research performed.
The editors would like to thank all partners for their contribution to the success of
EUROSHOCK II and for the effort they put into the preparation of the present
book. The work was performed in a very harmonious way which is reflected in
the high quality of the results. On behalf of the entire team, we would also like to
thank the European Commission for its support. Finally, thanks are due to E.H.
Hirschel, the general editor of the Notes on Numerical Fluid Mechanics and to the
Springer Verlag for making this publication possible.
September 2001
Egon Stanewsky Gottingen
Jean Delery Paris
Paolo de Matteis Capua
John Fulker Bedford
VIII
Table of Contents
A Synopsis of the Project EUROSHOCK II,
E. Stanewsky, DLR, J. D6lery, ONERA, J. Fulker, DERA,
P. de Matteis, CIRA, ......................................................................... 1
1 Introduction ... ............................ .......... ..................... ................. ........ 3
2 The EUROSHOCK II Project ........................................................... 9
3 Modeling of Active Control Phenomena
(Task 1) ............................................................................................ 12
3.1 The test arrangements ..................................................................... 13
3.1.1 Two-dimensional channel-flow experiments ..................................... 13
3.1.2 Three-dimensional channel-flow Experiments .................................. 15
3.2 Numerical codes employed ................................................................ 16
3.3 Analysis of results .................................. ........................................... 17
3.3.1 The new control law of Karlsruhe University .... ........................ ........ 17
3.3.2 Active control by perforated-plate/cavity in 3D flow........................ 18
3.3.3 Hybrid control by passive/active cavity in 2D flow........................... 22
3.3.4 Cavity-ventilation control efficiency.................................................. 29
3.3.5 Control by discrete slot suction .......................................................... 31
3.3.6 Control by a contour bump in the shock region .................. ............... 35
3.4 Conclusion and future work ............................ .................... ............... 36
4 Numerical Simulation of Airfoil and Wing Flow with Control
(Task 2) .............................................................................................. 38
4.1 Numerical methods ............................................................................. 38
4.1.1 Basic numerical methods .................................................................... 39
4.1.2 Control laws and control-law simulation ............................................ 41
4.1.3 Drag determination and the simulation of control by suction ............. 42
4.2 CFD capabilities and preliminary control concept assessment ........... 43
4.3 Parametric study of shock and boundary layer control concepts ........ 51
4.3.1 Active control by ventilation and suction schemes ............................. 51
4.3.1.1 Discrete slot suction ................ .......... .............................. ....... ............. 51
4.3.1.2 Cavity ventilation and hybrid control................ .................................. 56
IX
4.3.2 Active control by contour modifications (Bumps) .............................. 60
4.3.2.1 Steady flow conditions: airfoil studies ................................................ 60
4.3.2.2 Steady flow conditions: sheared-wing studies .................................... 64
4.3.2.3 Unsteady flow conditions - Buffet ............. .... ......... .......................... 65
4.3.2.4 Pn~umatic bump/distributed blowing ......... ................. ....................... 69
4.4 Evaluation of CFD codes .......... ................ .......... ............. ...... ..... ....... 70
4.5 Conclusions and future work ..... ................................... ..................... 70
5 Airfoil and Sheared-wing Experiments with and without Control
(Task3) ..................................................................................................... 72
5.1 Experimental program ....................................................................... 73
5.2 DLR airfoil and sheared-wing experiments ....................................... 74
5.2.1 Wind tunnel characteristics ............................................................... 74
5.2.2 Airfoil characteristics and wind tunnel models .................................. 74
5.2.3 Experimental results for the ADIF and DA LV A-1A airfoils ............. 77
5.2.4 Experimental results for the ADIF infinitely swept wing .. ......... ........ 79
5.2.4.1 Hybrid control by passive ventilation/suction ..................................... 81
5.2.4.2 Control by bump and by bump plus suction .................... ................... 82
5.3 DERA large-scale airfoil experiments ................................................ 84
5.3.1 Wind tunnel characteristics ................................................................ 84
5.3.2 Airfoil characteristics and wind tunnel model ... ...... .................. ......... 85
5.3.3 Discussion of results .................................. .... ............ ......................... 86
5.3.3.1 Discrete suction ... .................. .............................. ...... .... .... .... ............. 86
5.3.3.2 Active and hybrid control.................... ...... .............................. ........... 87
5.4 Conclusion and future work ............................................................... 91
6 Benefits of Control Application to Aircraft Wings/Aircraft
(Task 4) .............................................................................................. 93
6.1 Control assessment criteria .................... .......................... ................... 94
6.2 Control application to an A340-type HLF-wing aircraft ............. ........ 94
6.2.1 Assessment of control concepts ....................... .... ........ .............. .... ..... 94
6.2.2 Bump-control optimization studies ...................... ............................... 96
6.2.3 Hybrid laminar flow wing section and bump design ........................... 97
6.2.4 Flight mission benefits ....................................................................... 100
x