Aerodynamic Prediction of High-Lift Configuration Using k-(v^2 )-{\omega} Turbulence Model

TL;DR

This paper introduces a modified k-(v^2)-{ ho} turbulence model to improve the prediction of stall behavior in high-lift aircraft configurations, achieving high accuracy in complex flow simulations.

Contribution

The study develops a new turbulence model with a separated shear layer function that better captures nonequilibrium turbulence effects, enhancing stall prediction accuracy.

Findings

The modified model accurately predicts maximum lift coefficients within 3% error.

It outperforms existing models like Spalart-Allmaras in predicting stall behavior.

The effect of nonequilibrium turbulence is significant in free shear layers.

Abstract

The aerodynamic performance of the high-lift configuration greatly influences the safety and economy of commercial aircraft. Accurately predicting the aerodynamic performance of the high-lift configuration, especially the stall behavior, is important for aircraft design. However, the complex flow phenomena of high-lift configurations pose substantial difficulties to current turbulence models. In this paper, a three-equation k-(v^2)-{\omega} turbulence model for the Reynolds-averaged Navier-Stokes equations is used to compute the stall behavior of high-lift configurations. A separated shear layer fixed function is implemented in the turbulence model to better capture the nonequilibrium characteristics of turbulence. Different high-lift configurations, including the two-dimensional multielement NLR7301 and Omar airfoils and a complex full-configuration model (JAXA Standard Model), are numerically tested. The results indicate that the effect of the nonequilibrium characteristics of turbulence is significant in the free shear layer, which is key to accurately predicting the stall behavior of high-lift devices. The modified SPF k-(v^2 )-{\omega} model is more accurate in predicting stall behavior than the Spalart-Allmaras, shear stress transport, and original k-(v^2)-{\omega} models for the full high-lift configuration. The relative errors in the predicted maximum lift coefficients are within 3% of the experimental data.