Professional Documents
Culture Documents
Submitted By
Sanjay.S (1DS16AE042)
Raghu.B.S (1Ds16AE035)
Saathvik Bhat (1DS16AE039)
Pragath.P (1DS17AE404)
6th semester
Department of Aeronautical Engineering
To
Dharmendra.P
(Subject teacher of Aerodynamics-2)
Assistant Professor
Department of Aeronautical Engineering
1.7. ........................................................................................................................... 7
1.8.2.………………………………………………………………...9
1.8.3. ……………………………………..10
1.8.4. ………………………………………………..11
1.10. ...................................................................................................................... 14
II
Boundary Layer Separation over a 2D Airfoil
CHAPTER 1
1.1. ABSTRACT
The concept of a boundary layer is crucial to the understanding of the flow around an
obstacle at large Reynolds numbers. Far from the object, as long as the incident flow is not
turbulent, the terms corresponding to viscous forces, in the Navier-Stokes equation, are
negligible; the flow velocity profile is then effectively that of an ideal fluid. The transition
between the solution corresponding to ideal fluid far from the boundary walls, and the zero-
velocity condition at the walls themselves, occurs over a region known as a boundary layer.
The seminar thus provides the necessary complement to the first seminar, which discussed
the airfoil in ideal fluids.
A sensor concept for detection of boundary layer separation (flow separation, stall) and
reattachment on airfoils is introduced in this paper. Boundary layer separation and
reattachment are phenomena of fluid mechanics showing characteristics of extinction and
even inversion of the flow velocity on an overflowed surface. The flow sensor used in this
work is able to measure the flow velocity in terms of direction and quantity at the sensor's
position and expected to determine those specific flow conditions. Therefore, an array of
thermal flow sensors has been integrated on an airfoil and placed in a wind tunnel for
measurement. Sensor signals have been recorded at different wind speeds and angles of
attack for different positions on the airfoil. The sensors used here are based on the change
of temperature distribution on a membrane (calorimetric principle). Thermopiles are used
as temperature sensors in this approach offering a baseline free sensor signal, which is
favorable for measurements at zero flow. Measurement results show clear separation points
(zero flow) and even negative flow values (back flow) for all sensor positions. In addition
to standard silicon-based flow sensors, a polymer based flexible approach has been tested
showing similar results.
1.2 INTRODUCTION
Boundary layer separation (also flow separation, stall) on overflowed surfaces is a common
effect in fluid mechanics. Due to its unstable flow profile combined with drag increase,
high energy loss and—in case of airfoils—reduced lift, this effect is mostly unwanted for
most applications and even dangerous in aviation. The use of shear stress sensors for online
detection and even prevention of flow separation could give a better understanding of this
still incompletely understood effect.
When flow separation occurs on a certain surface, the velocity boundary layer becomes
detached from it, leading to unsteady flow conditions [2–4]. The phenomenon can
basically be explained by the pressure conditions existing on the surface [4]: Figure
1(a) shows an aerofoil within a certain flow. When a fluid particle reaches the aerofoil’s
profile at the front (side facing the flow), it will be redirected and therefore accelerated up
to a maximum velocity. From that velocity peak down to the trailing edge, the fluid is
then decelerated again due to an increasing static pressure (region of adverse pressure
gradient)—a behaviour also known as pressure recovery or diffusion [5]. When assuming
an inviscid flow—this can only be done at an adequate distance from the aerofoil and its
boundary layers—the pressure conditions can be approximated by Bernoulli's equation
Fig: The image above is the ONERA Simulation of the wing-tip vortex separation.
According to Helmhlotz's theorem, these vortices always consist of the same air particles
so that they leave the wing approximately with the velocity v in the form of two
interwoven lines. As it was seen in the previous seminar the flow around an infinite long
airfoil can be replaced by a flow due to a linear vortex in the wing. This is permisable
also for a finite wing so that the simplest of picture of the situation is given by three linear
vortices. As we also know that a linear vortex cannot terminate in the interiror of the fluid
but only at infinity or at a surface. It is clear therefore that the ‘bound` vortex of the wing
cannot end at the tips but must be continued into infinity as a `free’ vortex.
If the airplane has started some place, the starting vortex closes the two long free-vortex
lines at the other end so that the total vortex picture consist of a very long rectangle.
However we should also know that every time the airspeed or the angle of incidence
changes, a new vortex is shed of the trailing edge. Therefore the popular belief that only a
starting vortex is present should be modified with the fact that the starting vortex is
followed by a wake of later simillar vortices. But again the starting vortex is important for
the formation of initial circulation dictated by the Kutta condition.
Fig: Three sequences of air flow over an airfoil at a high angle of attack.The bottom
image shows the fully stalled wing. Lift is roughly inverse to the boundary layer
separation, while drag is proportional to the width of the wake.
METHODOLOGY :
GEOMETRY :
Fig : 2D geometry of aerofoil with boundary continum
MESH :