Hybrid RANS/LES Study of the Development of an Airfoil-Generated Vortex

Reuß, Silvia; Probst, Axel; Knopp, Tobias; Wawrzinek, Katharina

doi:10.1007/978-3-319-21127-5_3

Cited by 2 publications

(1 citation statement)

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“…In 2003, Ruith et al [6] demonstrated, through direct numerical simulation studies, that the wake vortex dissipation process is an axisymmetric model determined by the stability of its own flow field. Reuß et al [7] performed numerical simulations using the unsteady Reynolds-averaged Navier-Stokes (URANS) method and the hybrid RANS-LES method by referring to experimental data to evaluate the simulation results and found that the URANS method satisfactorily predicted the mean flow behavior and induced the head-on angle of the vortex, while the improvement using the hybrid RANS-LES was method minimal. Misaka verified the feasibility of a coupling approach between steady Reynoldsaveraged Navier-Stokes (RANS) and Cartesian large eddy simulation (LES) solvers in the simulation of the jet-wake vortex interaction [8,9].…”

Section: Introductionmentioning

confidence: 99%

Simulation Study of the Effect of Atmospheric Stratification on Aircraft Wake Vortex Encounter

2023

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The atmospheric environment is an important factor affecting aircraft wake vortex decay and wake separation. In this paper, numerical calculations and strip modeling are combined to complete an analysis of wake encounter under three atmospheric stratifications expressed in Brunt–Väisälä (BV) frequencies. The SST k-ω turbulence model was chosen for the numerical simulation to complete the evolution of the wake vortex field of the A330 aircraft. The A320 and ERJ190 were selected as the aircraft for wake encounter analysis. The dimensionless roll moment coefficient (RMC) was selected as the indicator to construct a three-dimensional hazard zone for wake encounters and then calculate the wake separation. The results show that the higher BV frequencies correspond to faster wake vortex decay and hazard zone dissipation, and a slower decrease in the height of the hazard zone. The risk level of the ERJ190 is higher than that of the A320 with the same wake intensity, and the wake separation of the A320 following the A330 is 5516 m, which is 25.5% less than the ICAO RECAT separation standard, while the wake separation of the A330 following the ERJ190 is 5803 m, which is 37.6% less than the ICAO RECAT separation standard.

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