J.-B.Tô, N. Bhardwaj, N. Simiriotis, A. Marouf,

J.C.R. Hunt and M. Braza

IMFT-CNRS / Institut de Mécanique des Fluides de Toulouse

ICUBE – Univ. Strasbourg

Manipulation of a shock-wave/boundary-layer interaction in the transonic

regime around a supercritical morphing wingBy

5th FSSIC2019 27-30/08/19 Chania, Crete, Greece

Study under the H2020 EU-Project SMS No 723402“Smart Morphing & Sensing

for Aeronautical configurations”

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A320 Morphing prototypes in SMS

in cruise flight

sRS

Subsonic Reduced Scale

tRS

Transonic Reduced Scale

LS

Large Scale Subsonic

70 cm chord

15 cm chord

Wing:

2.40 m chord

High-lift flap:

1m chord

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Wing of 15 cm chord. Mach number 0.78, Re= 2.06 x 106

Expermental resutls under way in the SMS – EU project

Transonic windtunnel (IMP PAN –

Gdansk, Poland)

Internal schematics of the transonic prototype of chord C=15 cm with the

embedded piezoelectric actuator (blue) and the force transmission chain

(red and green).

The « Reduced scale « Transonic morphing pototype

for the wind tunnel of IMP-PAN

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Test section

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Flow direction

profile

Flow direction

profile

Forces measurement system

View on the sidewall windows and forces measurement system

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profile100 mm

Leading edge

Kulite probes

Static pressure taps

Profile mounted in the wind

tunnel

Pressure taps and kulite

locations

Effect of Angle of Attack - Inlet Mach number 0.765

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Shock wave

Flow

direction

Schlieren

pictures

Isentropic Mach numberAoA

1.8°

AoA

2.0°

AoA

2.2°

AoA

2.4°

Shock wave moves downstream with increasing AoA

Mach number upstream of shock wave increases with AoA

Grossi et al., AIAA 2014

Q-criterion iso-contours

Re=3.24M

Ma=0.7

Alpha=7°

Buffet instability

characterised by a

strong interaction

between the shock

wave and the boundary

layer

For the A320

wing, at 𝛼 = 1.8°, f𝐵 = 111 𝐻𝑧

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Deflection and deformation of the trailing edge. Computations using ALE

Arbitrary Lagrangian-Eulerian mesh deformation and motion in the NSMB code

190,000 mesh points in 2D.

Dt= 5*10-6

Turbulence modelling: OES –Organised Eddy Simulation : Braza et al, JFS 2006, ‘08,

‘14, ‘15,’19 : capturing the coherent structures and relate instabilities development :

Method used in 9 EU research programmes in aeronautics

A320 wing section

C-H topology

Computational domain2-dimensional

computation

• Mach number:

Ma=0.78

• Reynolds number:

Re=2.06M

• Angle of incidence:

1.8°or 5°

A320 airfoil

The cases of morphing:

• Upwards deflection « D » -

2°upward deflection of the

trailing edge (TE)

• Flapping alone : « F » -

1°vibration of the trailing

edge

• Hybrid : « D+F » - 2°upward deflection

combined with a vibration

of TE.

Flapping motion of the

trailing edge around its initial

position. The black lines

and grey region are the blocks

within the computational domain.

Simulations done with the

NSMB code

(Navier Stokes MultiBlock)

Morphing by means of deformation and vibration of the near-trailing edge region

X-density gradient + streaklines

« D+F » configuration: flapping frequency of

90 Hz

Force coefficient time series with

the three types of morphing

actuation

Time-averaged aerodynamic coefficients –

comparison between morphing actuation and

static case performance at various

frequencies between 100 Hz and 500 Hz

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Drag evolution

Lift evolution

Lift to Drag evolution

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Time-averaged wake

velocity profiles for different

actuation frequencies

(f=300; 350; 400 Hz)

at x/c= 1.26

300 Hz

Actuation frequency

effects on the energy

levels of the force

coefficients

350 Hz

90 Hz

CONCLUSIONS

➢Physical analysis of the instabilities, shock-vortex interaction and

of the feedback effects

➢Morphing acts through a manipulation of shear-layers, trailing-

edge and near-wake coherent structures acting on the fluid-

structure system

➢Considerable increase of the aerodynamic performance in the

transonic regimes for the A320 morphing configuration in cruise

speeds

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Thank you for your attention

The transonic buffet over a

supercritical wing

Interaction of the near-wake and

trailing edge instabilities with the

shock

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Parameters Angle of incidence (in deg) Angle of deflection (in deg) Angle of flapping (in deg) Chord (m)

-1,8 +2 +/-1 0,15

Computation results frequency of flapping (in Hz) Mean lift percentage change Mean drag percentage change Mean Lift to drag percentage change

200 +1,18% +1,31% -0,21%

300 +1,31% +1,22% +0,09%

400 +0,95% +0,88% +0,06%

500 +1,43% +1,09% +0,33%

Computation results Type of trailing edge (TE) morphing Mean lift to drag percentage change Mean drag percentage change

Deflection (D) +10,40% -21,10%

Deflection + flapping (D+F) (flapping frequency = 90Hz) +4,30% -9,47%

Parameters Angle of incidence (in deg) Chord (m)

-5 0,23

Computation results Angle of deflection (in deg) Mean lift to drag percentage change

+0 +0,00%

+1 +2,97%

+1,5 +4,24%

+2 +4,94%

Case 3: A320 reduced scale, chord=15cm, Ma=0.78, Re=2.06*10^6, AOA=1.8°

A320 reduced scale, chord=23cm, Ma=0.73, Re=2.93*10^6, AOA=5°

1- Comparison between different

flapping frequencies in terms of

aerodynamic performance

2- Comparison between different

types of morphing

3- Comparison between different

angles of deflection (upward

camber of the trailing edge)

+2° camber

up

“Static”

configuration

PSD of Monitor point at x/c ≈ 1.2

fact = 300 Hz

Wake instability mode around f ≈ 9000 Hz

In Strouhal numbers

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f = 350 Hz

f = 400 Hz

Time-averaged vorticity iso-contours

near the wall of the airfoil

Time-averaged aerodynamic coefficients –

comparison between morphing actuation and

static case performance at various frequencies

between 70 Hz and 500 Hz

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Drag evolution

Lift evolution

Lift to Drag evolution

Time-averaged aerodynamic coefficients –

comparison between morphing actuation and

static case performance at various frequencies

between 500 Hz and 1500 Hz

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Drag evolution

Lift evolution

Lift to Drag evolution