A 30°/30° S-duct is often employed by a modern civil and military aircraft. Due to the vortex generators have poor control effect on the flow separation in the large curvature S-duct, so a new method adjusting the direction of the main flow in the transition zone for S-duct is proposed in the present study. These studies are carried out by solving Navier-Stokes equations with SST k-ω turbulence model. In order to explore the control mechanism of guide vanes on the flow field for S-duct, the internal flow field of S-duct with/without guide vanes is analyzed and compared in detail, including the velocity distribution on the symmetry plane, the secondary vortex intensity at different cross sections, turbulent kinetic energy on different cross sections, total pressure distribution on different cross sections, three-dimensional streamline, and so on. The results show that guide vanes can not only effectively adjust the direction of the main flow, but also restrain the flow separation, reduce the total pressure loss, and improve the uniformity of flow field.

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For turboprop engine, the S-shaped intake affects the engine performance and the propeller is not far in front of the inlet of the S-shaped intake, so the slipstream inevitably affects the flow field in the S-shaped intake and the engine performance. Here, an S-shaped intake with/without propeller is studied by solving Reynolds-averaged Navier-Stokes equation employed SST k-ω turbulence model. The results are presented as time-averaged results and transient results. By comparing the flow field in S-shaped intake with/without propeller, the transient results show that total pressure recovery coefficient and distortion coefficient on the AIP section vary periodically with time. The time-averaged results show that the influence of propeller slipstream on the performance of S-shaped intake is mainly circumferential interference and streamwise interference. Circumferential interference mainly affects the secondary flow in the S-shaped intake and then affects the airflow uniformity; the streamwise interference mainly affects the streamwise flow separation in the S-shaped intake and then affects the total pressure recovery. The total pressure recovery coefficient on the AIP section for the S-shaped intake with propeller is 1%-2.5% higher than that for S-shaped intake without propeller, and the total pressure distortion coefficient on the AIP section for the S-shaped intake with propeller is 1%-12% higher than that for the S-shaped intake without propeller. However, compared with the free stream flow velocity ( Ma = 0.527 ), the influence of the propeller slipstream belongs to the category of small disturbance, which is acceptable for engineering applications.

Abstract. This paper establishes the stratosphere propeller geometry model, using Pointwise software to generate grid structured grid. The flow field of the propeller at the altitude of H=20km in different wind speed and different rotate speed are simulated using the software FLUENT. The SST turbulence model and Gamma-Theta transition model are employed in the solver. Numerical calculations show that the Gamma-Theta transition model can accurately simulate the flow around the propeller at low Reynolds number, capture the laminar separation bubble on the blade surface, and calculate the aerodynamic characteristics of the propeller at higher altitude precisely. The suction control is applied to the active flow control of the propeller at low Reynolds number, and a preliminary numerical study is carried out. The numerical simulation results show that the suction control can improve the flow separation of the propeller surface to a certain extent, delay the separation bubble, expand the laminar flow region, improve the propeller under low Reynolds number aerodynamic characteristics, improve the efficiency of the propeller.