Flow control of a boundary layer ingesting serpentine diffuser via blowing and suction

Harouni, Amirreza Ghaedamini

doi:10.1016/j.ast.2014.05.016

Cited by 22 publications

(9 citation statements)

References 2 publications

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“…There are two broad control methods, 5 active and passive. Active methods are those, which can be controlled after the installation, such as bleed, 6,7 actuators, 7 microjets, 8 heat sources, 9 particle momentum transfer, 10 boundary layer suction and blowing, 11 and so forth. On the other hand, passive methods are which cannot be controlled, such as vortex generators (VGs), 12 bumps, 13 air-jet vortex generators (AJVGs), 14 aeroelastic mesoflaps, 15 surface morphing, 16 porosity, 17 and a new control method "backward-facing step."…”

Section: Introductionmentioning

confidence: 99%

Control of shock‐induced separation inside air intake by vortex generators

Gahlot

Singh

2021

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The present investigation is aimed towards the effect of passive methods on the performance of supersonic air intake along with the control of shock wave boundary layer interaction at various engine operating conditions. A computational study has been carried out in this regard using the commercially available software Ansys Fluent. The k-ω turbulence model has been selected for the present investigation. All the simulations have been carried out at a design Mach number of 2.2. The Independent effect of the air-jet vortex generator (AJVG), tapered micro ramp vortex generator (MRVG), and the combined effect of AJVG with MRVG on the shock wave boundary layer interaction have been investigated. Detailed comparative studies of all controlled cases with uncontrolled cases show significant improvement in the flow field inside the air intake and improved performance. The shock train is also captured for all the cases along with shock wave boundary layer interaction at various operating conditions. The movement of the normal shocks is seen as the backpressure increases. All the essential performance parameters related to air intake have been examined in detail. The hybrid type of control showed better performance.

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Section: Introductionmentioning

confidence: 99%

Control of shock‐induced separation inside air intake by vortex generators

Gahlot

Singh

2021

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“…Therefore, intake/engine compatibility assessments must be addressed early in the aircraft design program to avoid extensive and expensive re-designs at later stages of the development [4]. Substantial research has been dedicated to reduce the flow distortion within these convoluted intakes with passive [5] and active [6,7] flow control, as well as through optimisation of S-duct geometries [8].…”

Section: Introductionmentioning

confidence: 99%

“…A region of high unsteadiness at the upper boundary of the mean loss region was also reported and associated with frequencies between St=0.60-1.09 [19]. MacManus et al [20] simulated the flow within the same non-dimensional geometries as Wellborn et al [21] (H/L=0.27) and Garnier [19] (H/L=0.49) using Delayed Detached-Eddy Simulation (DDES) methods at two flow conditions of M AIP =0.36 (Re D =1.8x10 6 ) and 0.18 (Re D =1.1x10 6 ). The centreline offset H/L had a significant effect on the peak levels of radial distortion RDI, which in the high offset duct were twice those in the low offset configuration, while the peak levels of circumferential distortion / ̅̅̅̅̅̅̅̅̅ were relatively insensitive to H/L.…”

Section: Introductionmentioning

confidence: 99%

“…For the first time SPIV was applied to quantify the unsteady velocity vector field at the AIP, with approximately 250 times more data points compared with conventional techniques based on 40 pressure transducers. Two Sducts were considered with the same non-dimensional geometry as Wellborn et al [21] and Garnier [19], and the inlet Mach numbers ranged from 0.27 (Re D =0.6x10 6 ) to 0.60 (Re D =1.4x10 6 ). This work focused on the analysis of the unsteady swirl distortion and the peak values of ̅ were 15.6° and 10.7° for the high and low offset ducts at M ref =0.60, respectively.…”

Section: Introductionmentioning

confidence: 99%

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Assessment methods for unsteady flow distortion in aero-engine intakes

Gil-Prieto

MacManus

Zachos

et al. 2018

Aerospace Science and Technology

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Peak events of unsteady total pressure and swirl distortion generated within S-duct intakes can affect the engine stability, even when within acceptable mean distortion levels. Even though the distortion descriptors have been evaluated in S-duct intakes, the associated flow field pattern has not been reported in detail. This is of importance since engine tolerance to distortion is usually tested with representative patterns from intake tests replicated with steady distortion generators. Despite its importance in intake/engine compatibility assessments, the spectral characteristics of the distortion descriptors and the relationship between peak unsteady swirl and both radial and circumferential total pressure distortion has not been assessed previously. The peak distortion data is typically lowpass filtered at a frequency associated with the minimum response time of the engine. However the engine design is not always known a priori in intakes investigations and a standard approach to reporting peak distortion data is needed. In addition, expensive and time-consuming tests are usually required to capture representative extreme distortion levels. This work presents a range of analyses based on Delayed Detached-Eddy Simulation and Stereo Particle Image Velocimetry data to assess these aspects of the unsteady flow distortion. The distorted pattern associated with different swirl distortion metrics is identified based on a conditional averaging technique, which indicates that the most intense swirl events are associated with a single rotating structure.. The main frequencies of the flow distortion descriptors in a representative S-duct intake are found to lie within the range in which the engine stability may be compromised. The peak total pressure and swirl distortion events are found to be not synchronous, which highlights the need to assess both types of distortion. Peak swirl and total-pressure distortion data is reported as a function of its associated time scale in a more general way that can be used in the assessment of intake unsteady flow distortion. Extreme Value Theory has been applied to predict peak distortion values beyond those measured in the available dataset, and whose measurement would otherwise require testing times two orders of magnitude longer than those typically considered.

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“…With the use of suction method to prevent and postpone separation, and the use of blowing method to reduce the drag and increase lift on an air-foil and with the use of suction and blowing to mix flows to increase the rate of heat transfer and also with the use of synthetic jet, people can now feel the advantages from this very useful technology in the advances of the industrial world, especially in the aeronautical industry. 6–9 In its development, much active flow control equipment still has its drawbacks in its implementation, for example, its complex installation procedure and requiring a special room for its placement. To overcome this drawback, plasma actuators are developed because it can operate with the approach of fluid particles, which does not show any disadvantage as the other active flow control equipment.…”

Section: Introductionmentioning

confidence: 99%

Effect of plasma actuator in boundary layer on flat plate model with turbulent promoter

Julian

Harinaldi

Budiarso

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part G:

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This paper shows experimental results for velocity measurement in the boundary layer with the use of a flat plate model. The flat plate model is disrupted with a wire trip and the effect of the plasma actuator to alter the flow in the boundary layer is then observed. The purpose of this research is to characterize the performance of the plasma actuator in a noflow condition and with the use of a 2 m/s flow and also to theoretically analyze the performance of actuator in the boundary layer namely, displacement thickness, momentum thickness, and energy thickness. This is all done to acquire a deeper understanding of the capabilities of plasma actuator as one of the alternative active flow control equipment and to increase the effect of aerodynamic drag reduction. One of the ways to decrease the aerodynamic drag is to manipulate the flow to have a low boundary layer thickness value in order to prevent an adverse pressure gradient from happening, which then may lead to the formation of a flow separation. From experimental results, it is known that plasma actuator could decrease the thickness of the boundary layer by 9 mm.

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Flow control of a boundary layer ingesting serpentine diffuser via blowing and suction

Cited by 22 publications

References 2 publications

Control of shock‐induced separation inside air intake by vortex generators

Control of shock‐induced separation inside air intake by vortex generators

Assessment methods for unsteady flow distortion in aero-engine intakes

Effect of plasma actuator in boundary layer on flat plate model with turbulent promoter

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