scholarly journals Force production and flow structure of the leading edge vortex on flapping wings at high and low Reynolds numbers

2004 ◽  
Vol 207 (7) ◽  
pp. 1063-1072 ◽  
Author(s):  
J. M. Birch
Keyword(s):  
Flow Structure ◽  
Force Production ◽  
Leading Edge ◽  
Reynolds Numbers ◽  
Flapping Wings ◽  
Low Reynolds Numbers ◽  
Leading Edge Vortex ◽  
Edge Vortex ◽  
Low Reynolds

scholarly journals Flow Structure and Force Generation on Flapping Wings at Low Reynolds Numbers Relevant to the Flight of Tiny Insects

Fluids ◽  
2018 ◽  
Vol 3 (3) ◽  
pp. 45 ◽  
Author(s):  
Arvind Santhanakrishnan ◽  
Shannon Jones ◽  
William Dickson ◽  
Martin Peek ◽  
Vishwa Kasoju ◽  
...  
Keyword(s):  
Flow Structure ◽  
Reynolds Numbers ◽  
Force Generation ◽  
Flapping Wings ◽  
Low Reynolds Numbers ◽  
Low Reynolds

scholarly journals UNSTEADY AERODYNAMIC PERFORMANCE OF MODEL WINGS AT LOW REYNOLDS NUMBERS

1993 ◽  
Vol 174 (1) ◽  
pp. 45-64 ◽  
Author(s):  
M. H. Dickinson ◽  
K. G. Gotz
Keyword(s):  
Insect Flight ◽  
Delta Wing ◽  
Force Production ◽  
Leading Edge ◽  
Reynolds Numbers ◽  
Aerodynamic Forces ◽  
Trailing Edge ◽  
Leading Edge Vortex ◽  
Precise Knowledge ◽  
Edge Vortex

The synthesis of a comprehensive theory of force production in insect flight is hindered in part by the lack of precise knowledge of unsteady forces produced by wings. Data are especially sparse in the intermediate Reynolds number regime (10<Re<1000) appropriate for the flight of small insects. This paper attempts to fill this deficit by quantifying the time-dependence of aerodynamic forces for a simple yet important motion, rapid acceleration from rest to a constant velocity at a fixed angle of attack. The study couples the measurement of lift and drag on a two-dimensional model with simultaneous flow visualization. The results of these experiments are summarized below. 1. At angles of attack below 13.5°, there was virtually no evidence of a delay in the generation of lift, in contrast to similar studies made at higher Reynolds numbers. 2. At angles of attack above 13.5°, impulsive movement resulted in the production of a leading edge vortex that stayed attached to the wing for the first 2 chord lengths of travel, resulting in an 80 % increase in lift compared to the performance measured 5 chord lengths later. It is argued that this increase is due to the process of detached vortex lift, analogous to the method of force production in delta-wing aircraft. 3. As the initial leading edge vortex is shed from the wing, a second vortex of opposite vorticity develops from the trailing edge of the wing, correlating with a decrease in lift production. This pattern of alternating leading and trailing edge vortices generates a von Karman street, which is stable for at least 7.5 chord lengths of travel. 4. Throughout the first 7.5 chords of travel the model wing exhibits a broad lift plateau at angles of attack up to 54°, which is not significantly altered by the addition of wing camber or surface projections. 5. Taken together, these results indicate how the unsteady process of vortex generation at large angles of attack might contribute to the production of aerodynamic forces in insect flight. Because the fly wing typically moves only 2–4 chord lengths each half-stroke, the complex dynamic behavior of impulsively started wing profiles is more appropriate for models of insect flight than are steady-state approximations.

Investigation on the effect of leading edge tubercles of sweptback wing at low reynolds number

2020 ◽  
Vol 21 (6) ◽  
pp. 621
Author(s):  
Veerapathiran Thangaraj Gopinathan ◽  
John Bruce Ralphin Rose ◽  
Mohanram Surya
Keyword(s):  
Leading Edge ◽  
Reynolds Numbers ◽  
Sweep Angle ◽  
Laminar Separation ◽  
Low Reynolds Numbers ◽  
Flow Energy ◽  
Airplane Wing ◽  
Low Reynolds ◽  
Naca 0015 ◽  
Wing Performance

Aerodynamic efficiency of an airplane wing can be improved either by increasing its lift generation tendency or by reducing the drag. Recently, Bio-inspired designs have been received greater attention for the geometric modifications of airplane wings. One of the bio-inspired designs contains sinusoidal Humpback Whale (HW) tubercles, i.e., protuberances exist at the wing leading edge (LE). The tubercles have excellent flow control characteristics at low Reynolds numbers. The present work describes about the effect of tubercles on swept back wing performance at various Angle of Attack (AoA). NACA 0015 and NACA 4415 airfoils are used for swept back wing design with sweep angle about 30°. The modified wings (HUMP 0015 A, HUMP 0015 B, HUMP 4415 A, HUMP 4415 B) are designed with two amplitude to wavelength ratios (η) of 0.1 & 0.24 for the performance analysis. It is a novel effort to analyze the tubercle vortices along the span that induce additional flow energy especially, behind the tubercles peak and trough region. Subsequently, Co-efficient of Lift (CL), Co-efficient of Drag (CD) and boundary layer pressure gradients also predicted for modified and baseline (smooth LE) models in the pre & post-stall regimes. It was observed that the tubercles increase the performance of swept back wings by the enhanced CL/CD ratio in the pre-stall AoA region. Interestingly, the flow separation region behind the centerline of tubercles and formation of Laminar Separation Bubbles (LSB) were asymmetric because of the sweep.

Heat Transfer and Flowfield Measurements in the Leading Edge Region of a Stator Vane Endwall

1999 ◽  
Vol 121 (3) ◽  
pp. 558-568 ◽  
Author(s):  
M. B. Kang ◽  
A. Kohli ◽  
K. A. Thole
Keyword(s):  
Heat Transfer ◽  
Reynolds Number ◽  
Leading Edge ◽  
Reynolds Numbers ◽  
Secondary Flows ◽  
Edge Region ◽  
Leading Edge Vortex ◽  
Stator Vane ◽  
Edge Vortex ◽  
The Mean

The leading edge region of a first-stage stator vane experiences high heat transfer rates, especially near the endwall, making it very important to get a better understanding of the formation of the leading edge vortex. In order to improve numerical predictions of the complex endwall flow, benchmark quality experimental data are required. To this purpose, this study documents the endwall heat transfer and static pressure coefficient distribution of a modern stator vane for two different exit Reynolds numbers (Reex = 6 × 105 and 1.2 × 106). In addition, laser-Doppler velocimeter measurements of all three components of the mean and fluctuating velocities are presented for a plane in the leading edge region. Results indicate that the endwall heat transfer, pressure distribution, and flowfield characteristics change with Reynolds number. The endwall pressure distributions show that lower pressure coefficients occur at higher Reynolds numbers due to secondary flows. The stronger secondary flows cause enhanced heat transfer near the trailing edge of the vane at the higher Reynolds number. On the other hand, the mean velocity, turbulent kinetic energy, and vorticity results indicate that leading edge vortex is stronger and more turbulent at the lower Reynolds number. The Reynolds number also has an effect on the location of the separation point, which moves closer to the stator vane at lower Reynolds numbers.

scholarly journals Force and flowfield measurements to understand unsteady aerodynamics of cycloidal rotors in hover at ultra-low Reynolds numbers

2019 ◽  
Vol 11 ◽  
pp. 175682931983367
Author(s):  
Carolyn M Reed ◽  
David A Coleman ◽  
Moble Benedict
Keyword(s):  
Separation Bubble ◽  
Fluid Dynamic ◽  
Unsteady Aerodynamics ◽  
Leading Edge ◽  
Reynolds Numbers ◽  
Dynamic Stall ◽  
Static Case ◽  
Low Reynolds Numbers ◽  
Curvature Effects ◽  
Low Reynolds

This paper provides a fundamental understanding of the unsteady fluid-dynamic phenomena on a cycloidal rotor blade operating at ultra-low Reynolds numbers (Re ∼ 18,000) by utilizing a combination of instantaneous blade force and flowfield measurements. The dynamic blade force coefficients were almost double the static ones, indicating the role of dynamic stall. For the dynamic case, the blade lift monotonically increased up to ±45° pitch amplitude; however, for the static case, the flow separated from the leading edge after around 15° with a large laminar separation bubble. There was significant asymmetry in the lift and drag coefficients between the upper and lower halves of the trajectory due to the flow curvature effects (virtual camber). The particle image velocimetry measured flowfield showed the dynamic stall process during the upper half to be significantly different from the lower half because of the reversal of dynamic virtual camber. Even at such low Reynolds numbers, the pressure forces, as opposed to viscous forces, were found to be dominant on the cyclorotor blade. The power required for rotation (rather than pitching power) dominated the total blade power.

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