Minimizing airfoil drag at low angles of attack with DBD-based turbulent drag reduction methods

Su, Zhi; Zong, Haohua; Liang, Hua; Li, Jun; Xie, Like; Liu, Xuecheng; Kong, Weiliang; Zheng, Borui

doi:10.1016/j.cja.2022.11.019

Cited by 7 publications

(3 citation statements)

References 43 publications

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“…Eto et al [14] applied uniform micro-blowing on the Clark-Y airfoil and achieved 40% local friction drag reduction at a wind speed of U ∞ = 58 m/s. The dense-array plasma actuator as shown in figure 1(b) was morphologically similar to the spanwise plasma actuator array used in reference [15], although the inner electrode spacing was reduced by a factor of ten from O (10 mm) to O (1 mm). The rationale behind this is that the viscous length scale of the turbulent boundary layer reduces with increasing Reynolds number.…”

Section: Wind Tunnel Airfoil Model and Plasma Actuatorsmentioning

confidence: 90%

“…The rationale behind this is that the viscous length scale of the turbulent boundary layer reduces with increasing Reynolds number. To achieve effective drag reduction at high speeds, the spacing of adjacent plasma jets should shrink accordingly, to maintain approximately ten high speed streaks between them [15][16][17][18]. In contrast to Shimizu et al [18], the proposed method features a non-overlapping arrangement of high voltage and ground electrodes, without the use of large-area-plate ground electrodes.…”

Section: Wind Tunnel Airfoil Model and Plasma Actuatorsmentioning

confidence: 99%

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Airfoil friction drag reduction based on grid-type and super-dense array plasma actuators

FANG 方,

ZONG 宗,

WU 吴

et al. 2024

Plasma Sci. Technol.

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To improve the cruise flight performance of aircraft, two new configurations of plasma actuators (grid-type and super-dense array) were investigated to reduce the turbulent skin friction drag of a low-speed airfoil. The induced jet characteristics of the two actuators in quiescent air were diagnosed with high-speed particle image velocimetry (PIV), and their drag reduction efficiencies were examined under different operating conditions in a wind tunnel. The results showed that the grid-type plasma actuator was capable of producing a wall-normal jet array (peak magnitude: 1.07 m/s) similar to that generated in a micro-blowing technique, while the super-dense array plasma actuator created a wavy wall-parallel jet (magnitude: 0.94 m/s) due to the discrete spanwise electrostatic forces. Under a comparable electrical power consumption level, the super-dense array plasma actuator array significantly outperformed the grid-type configuration, reducing the total airfoil friction drag by approximately 22% at a free-stream velocity of 20 m/s. The magnitude of drag reduction was proportional to the dimensionless jet velocity ratio (r), and a threshold r = 0.014 existed under which little impact on airfoil drag could be discerned.

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Section: Wind Tunnel Airfoil Model and Plasma Actuatorsmentioning

confidence: 90%

Section: Wind Tunnel Airfoil Model and Plasma Actuatorsmentioning

confidence: 99%

Airfoil friction drag reduction based on grid-type and super-dense array plasma actuators

FANG 方,

ZONG 宗,

WU 吴

et al. 2024

Plasma Sci. Technol.

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“…Finding new, innovative ways to reduce drag and the accompanying fuel consumption is essential and desirable when the emphasis is on decreasing the environmental impact generated by aviation[19].To reduce the induced drag, the most effective way is to use different wingtip devices, or "winglets", to redirect the wingtip airflow and weaken the magnitude of the wingtip vortex. Studies have shown that by installing winglets to the wing, the relative angle of the downwash will be reduced, minimizing the induced drag force[20]. Currently, researchers have tested and evaluated the performance of different winglets from comprehensive aspects.…”

mentioning

confidence: 99%

Principles and examples of drag reduction in civil airliners

He,

Lu,

Sun

2023

ACE

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Civil aviation has grown rapidly over the past hundred years as demand from air travellers has increased. Since the mid to late 20th century, there have been recurring global energy crises due to political and economic upheavals. In this international context, airlines have tended to operate less draggy, more fuel efficient aircraft in order to maximise profits through fuel cost savings . To this end, aircraft manufacturers have historically tried a variety of methods to address the issue of drag reduction.This paper highlights the importance of three drag reduction methods utilized on modern subsonic airliners by introducing their basic principle and evaluating their effectiveness based on previous research and typical experiments. This paper summarizes and analyzes different approaches to reduce drag in civil aviation. It first investigates the principle behind frictional, induced, and profile drag in theoretical aspects. It then discusses in detail the biomimicry microstructure based on shark skin and its uniqueness on aircraft fuselages surface to reduce frictional drag, the split scimitar winglet and its ideal performance to reduce induced drag when compared with other wingtip devices with different cant angles. The newly introduced adaptive lifting surface changes the wings geometric configuration momentarily, and its ability to reduce profile drag at different stages of flight. This paper also comprehensively compares both the benefits and potential compromises of these drag reduction methods.

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