Aerodynamic Shape Optimization of an Aircraft Propulsor Air Intake with Boundary Layer Ingestion
Abstract
:1. Introduction
2. Methodology
2.1. Geometry Parameterization
2.2. Geometry Deformation
2.3. Optimization Algorithm
2.4. Computational Methods
Boundary | Boundary Condition | Description |
---|---|---|
Inlet (Pre-domain) | Total Pressure Profile (See Figure 12) | Total pressure profile with a boundary layer thickness of 0.3 m and a free stream Mach number of 0.7 . Velocity is dependent on outlet static pressure and Inlet areas |
Wall (Upstream, Downstream, and Duct) | No-slip | Smooth wall with viscous dissipation |
Outlet | Static Pressure | Outlet static pressure varies with changing inlet area to maintain free stream Mach number |
Symmetry | Symmetry | The flow field is symmetrical about the Z–Y plane |
2.5. Objective Functions
3. Results and Discussion
3.1. S-Duct Optimization
3.2. Effects of the Centerline Curvature
4. Conclusions
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
References
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Variable | Range |
---|---|
Centerline Curvature | Fixed |
Fixed | |
Offset | Fixed |
Control Points | Variable (±20% from original location) |
Length | Variable (8 m ≤ L ≤ 12 m; integer values only) |
Number of Elements (Millions) | PR | DC(60) |
---|---|---|
0.37 | 0.982 | 0.076 |
0.64 | 0.981 | 0.076 |
0.96 | 0.981 | 0.077 |
Optimized Geometry | PR | % Change | DC(60) | % Change |
---|---|---|---|---|
Design I: Reference (L = 8 m) | 0.9824 | - | 0.0759 | - |
Design II (L = 12 m) | 0.9856 | +0.32 | 0.0493 | +35.0 |
Design III: Optimal Distortion (L = 12 m) | 0.9858 | +0.35 | 0.0483 | +36.4 |
Design IV (L = 11 m) | 0.9871 | +0.48 | 0.0493 | +35.0 |
Design V (L = 10 m) | 0.9877 | +0.54 | 0.0511 | +32.7 |
Design VI: Optimal PR (L = 9 m) | 0.9884 | +0.61 | 0.0577 | +24.0 |
Optimized Geometry | PR | % Change | DC(60) | % Change |
---|---|---|---|---|
Design I: Reference | 0.9858 | - | 0.0483 | - |
Pareto Front 1 | ||||
Design II: Optimal PR | 0.9916 | +0.59 | 0.0624 | −29.2 |
Design III | 0.9888 | +0.30 | 0.0463 | +4.1 |
Design IV | 0.9870 | +0.12 | 0.0398 | +17.6 |
Design V | 0.9854 | −0.04 | 0.0371 | +23.2 |
Pareto Front 2 | ||||
Design VI | 0.9735 | −1.25 | 0.0359 | +25.7 |
Design VII | 0.9709 | −1.51 | 0.0264 | +45.3 |
Design VIII: Optimal Distortion | 0.9643 | −2.18 | 0.0108 | +77.6 |
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Sudasinghe, A.; Rajakareyar, P.; Matida, E.; Abo El Ella, H.; ElSayed, M.S.A. Aerodynamic Shape Optimization of an Aircraft Propulsor Air Intake with Boundary Layer Ingestion. Appl. Mech. 2022, 3, 1123-1144. https://doi.org/10.3390/applmech3030064
Sudasinghe A, Rajakareyar P, Matida E, Abo El Ella H, ElSayed MSA. Aerodynamic Shape Optimization of an Aircraft Propulsor Air Intake with Boundary Layer Ingestion. Applied Mechanics. 2022; 3(3):1123-1144. https://doi.org/10.3390/applmech3030064
Chicago/Turabian StyleSudasinghe, Ayesh, Padmassun Rajakareyar, Edgar Matida, Hamza Abo El Ella, and Mostafa S. A. ElSayed. 2022. "Aerodynamic Shape Optimization of an Aircraft Propulsor Air Intake with Boundary Layer Ingestion" Applied Mechanics 3, no. 3: 1123-1144. https://doi.org/10.3390/applmech3030064