Numerical Simulation of DLR-F11 High-lift Configuration

doi:10.19596/j.cnki.1001-246x.8612

Abstract

Abstract:

In order to evaluate the simulation capability of the National Numerical Wind-tunnel CFD software PHengLEI for subsonic flows over the complex high lift configuration, the 2nd AIAA High-Lift Prediction Workshop DLR-F11 configuration is selected and simulated. The grid convergence analysis, the Reynolds number effects and the influence of the slat track as well as the flap track faring are presented. The comparison with the experimental data and reference values indicates that the results have good credibility and validity in the linear segment before stall, and the results near angle of stall agree well with reference values. With the additional components of the slat track and the flap track fairing, separated flow features on the wing can be correctly captured.

Key words: high lift configuration, computatinal fluid dynamics, NNW-PHengLEI, high alpha flows

Yongyan GUO, Zhichun ZENG, Lei HE, Qianwei HE, Xueqin YAN, Zhong ZHAO. Numerical Simulation of DLR-F11 High-lift Configuration[J]. Chinese Journal of Computational Physics, 2023, 40(4): 401-415.

Figures/Tables 21

Table 1 The geometry details of DLR-F11 model

Main dimensions	Half span/m	Wing Ref. area/m²	MAC/m	Aspect ratio	Taper ratio	0.25 Chord sweep/°	Fuselage length/m
Value	1.4	0.419 13	0.347 09	-9.353	0.3	30	3.077

Fig.1 The geometry of DLR-F11 model (a) configuration of Case 1; (b) configuration of Case 2; (c) component of Case 1; (d) component of Case 2

Fig.2 Three types of computational grids of Case 1 (a) coarse; (b) medium; (c) fine

Fig.3 Computational grids of Case 2 (a) surface grid; (b) slat track; (c) flap track faring

Table 2 Details of computational grids of DLR-F11

	grid name	单元数/10⁶	节点数/10⁶	第一层网格高度/(10^-7 m)
Case 1	coarse	15.15	5.99	7.0
	medium	24.87	8.71	6.1
	fine	38.65	12.36	5.3
Case 2	coarse	42.87	16.19	6.1
	medium	84.91	38.78	4.3
	fine	170.32	59.09	3.1

Fig.4 Grid convergence analysis for Case 1 (a) CL; (b) CD

Fig.5 Sketch map of spanwise locations of pressure coefficient

Fig.6 Pressure coefficient distribution at typical locations for Case 1 with α=7° (a)spanwise location =28.8%;(b) spanwise location =54.3%; (c) spanwise location =75.1%;(d)spanwise location =89.1% (left: slat; middle: wing; right: fllap)

Fig.7 Lift coefficients between CFD and experiment for Case 2 Ⅱ under different grid densities

Fig.8 Aerodynamic coefficient between CFD and experiment for Case 2 (a) CL vs α; (b) CD vs α; (c)CL vs CD

Fig.9 Aerodynamic coefficient between PHengLEI and the other CFD softwares for Case 2Ⅰ(a) CL vs α; (b) CD vs α; (c)CL vs CD

Fig.10 Aerodynamic coefficient between PHengLEI and the other CFD softwares for Case 2Ⅱ(a) CL vs α; (b) CD vs α; (c)CL vs CD

Fig.11 Pressure coefficient distribution at typical locations for Case 2 with α=7° (a)spanwise location =28.8%;(b) spanwise location =54.3%; (c) spanwise location =75.1%; (d)spanwise location =89.1%(left: slat; middle: wing; right: fllap)

Fig.12 Pressure coefficient distribution at typical locations for Case 2 with α=18.5° (a) spanwise location =28.8%;(b) spanwise location =54.3%; (c) spanwise location =75.1%; (d) spanwise location =89.1%.(left: slat; middle: wing; right: fllap)

Fig.13 Surface streamlines between CFD and experiment for Case 2Ⅰ (a) α=7°; (b) α=18.5°; (c) α=21°

Fig.14 Streamlines for space distribution for Case 2Ⅱ (colored by turbulent viscosity)(a) α=16°; (b) α=18.5°; (c) α=21°; (d) α=22.4°

Fig.15 Sketch map of locations of velocity profiles

Fig.16 Velocity profiles at typical locations for Case 2 Ⅰ with α=7° (a) R1B1;(b) R1B2; (c) R2E1; (d) R2E2

Fig.17 Velocity profiles at typical locations for Case 2Ⅰ with α=18.5° (a) R1B1; (b) R1B2; (c) R2E1; (d) R2E2

Fig.18 Pressure coefficient distribution between Case 1 and Case 2Ⅱ at 96% span location with α=21° (a) slat; (b) wing; (c) flap

Fig.19 Surface streamlines between Case 1 and Case 2Ⅱ with α=21° (a) Case 1: model with no slat track; (b) Case 2Ⅱ: model with the slat track

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