Wind Tunnel and Grid Resolution Effects in Large-Eddy Simulations of the High-Lift Common Research Model

Abstract

This paper describes the application of a compressible large-eddy simulation (LES) solver to the flow over the High-Lift Common Research Model (CRM-HL) in landing configuration, a complex external aerodynamic flow configuration with deployed slats, flaps, a flow-through nacelle, and the associated brackets/fairings on the high-lift devices. The bulk Mach number is (0.2) and the mean-aerodynamic-chord-based Reynolds number is typical of a wind tunnel experiment (5.49E6). A key development in these simulations relative to previous work is that this work serves to establish robustness of LES methods to Reynolds number and aircraft configuration. Previous studies focused on the Japan Aerospace Exploration Agency Standard Model, which featured a nearly 3× lower Reynolds number than the present CRM-HL investigation and less aggressive wing/slat leading-edge curvature than the CRM-HL geometry, which led to lower leading-edge pressure suction peak magnitudes, both of which led to less stringent grid resolution requirements. In these LES simulations, an algebraic equilibrium wall modeling approach is employed along with a dynamic implementation of the Smagorinsky subgrid-scale model. The calculations are carried out in both a free air setting and one that includes the wind tunnel facility at seven angles of attack at five grid resolution levels, ranging from ≈10 to 1500 million control volumes. In free air, the solutions show decreasing sensitivity to the grid with each successive refinement level and systematically approach the experimental lift coefficient data as the grid is refined, with the 1.5 billion control volume case showing excellent agreement with the corrected experimental data. The simulations in both free air and in the wind tunnel predict a stall mechanism featuring a large inboard juncture stall and a nose-down break in the pitching moment curve, both of which agree with the experimental observations. The accuracy of the simulations is assessed via comparisons of integrated forces/moments, surface pressures, and surface skin friction visualizations. Graphics processing unit (GPU) acceleration of the charLES solver results in tractable turnaround times that make LES a useful tool in the aerospace industry design cycle. Recent GPU acceleration of the flow solver has made LES solutions that are highly accurate in lift/drag/moment for relevant high-lift aircraft flows achievable within about 5 h of wall time on 600 GPU cores.