Wing-body Configuration Research Articles

Effect of geometric variations on the wing rock of blended wing–body aircraft

Blended wing–body configurations are anticipated to dominate future transport and military aerospace designs. The departure of the conventional tube-wing configuration has opened several areas of investigation. These designs are susceptible to lateral instability during landing, takeoff, and maneuvering flight despite having improved aerodynamics because of their tailless nature. One of these instabilities, Wing-Rock, poses significant performance and operational difficulties and can potentially cause crashes. Though experimental and numerical studies of the aerodynamics and stability of blended wing–body configurations have been conducted, wing-rock characteristics still need to be identified in the literature. This research aims to investigate these characteristics at low subsonic speeds with varying outboard sweep and geometric twist angles. The study includes a numerical approach based on the rigid body free-vibration method in single roll degree of motion, which uses three-dimensional unsteady Reynolds’ Average Navier Stokes equations, and an analytical approach based on the multiple time scale method, which captures the crucial aspect of the wing rock system. The findings show that the geometrical parameters significantly impact the wing rock characteristics, which are unique to such novel tailless designs.

An efficient aerodynamic optimization method based on approximate gradient analysis

With the rapid development of the computer capability and the continuous improvement of CFD (Computational Fluid Dynamics) technology, optimization design has gradually become a powerful and reliable means to solve the aerodynamic design problems. Among all kinds of optimization methods, gradient-based optimization algorithm can find the local optimal solution quickly, which is widely used in engineering problems. However, the computation of gradient is very expensive when an engineering problem involves large number of design variables. In this paper, an optimization method based on approximate gradient analysis is introduced, where the one-dimensional linear searches during the optimization process are evaluated with high-fidelity flow field analyses, while the gradients are evaluated with low-fidelity flow field analyses, leading to a significant saving in the computational cost of high-fidelity analysis. This method is demonstrated using a numerical example and RAE2822 airfoil optimization, and it is finally applied to the aerodynamic optimization of a wing-body configuration, which obtains good optimization results.

Aerodynamic Investigation of Propulsion Integration for a Low Noise Hybrid Wing-Body with Podded UHBR Turbofan Engines

The presented work examines the aerodynamic challenges of podded ultra high-bypass engines installed on a short/mid range low noise hybrid wing body configuration. After assessing the initial engine integration design, sensitivity studies regarding the impact of the freestream Mach number, engine position, and the engine incidence angle on the interference drag are discussed. Then, shape modifications of the nacelle and the center-body based on 2D RANS optimizations are presented. The results indicate that in order to reduce the initially massive interference drag, the overall aircraft design either has to allow for a modified engine position or for reshaping of the center-body’s upper surface. With the latter, an overall drag reduction of –44 % was achieved.

Blended Wing Body Configuration for Hydrogen-Powered Aviation

Hydrogen aircraft have the potential to achieve more significant climate impact reductions at a lower cost than aircraft powered by biofuels or other drop-in sustainable aviation fuels. Nevertheless, even as a liquid, hydrogen requires four times more volume than kerosene to store the same energy. Companies and researchers have suggested that the blended wing body configuration is well-suited to hydrogen because it can efficiently store large fuel tanks. However, nobody has quantified this claim, at least publicly. We address this gap by comparing optimized kerosene and hydrogen versions of blended wing body and tube and wing aircraft. Our models predict that, with ambitious hydrogen tank technology assumptions, a hydrogen blended wing body has a 3.8% energy penalty compared to a kerosene blended wing body. In contrast, the energy penalty for a tube and wing is 5.1%. These results suggest that the blended wing body configuration is slightly better suited to hydrogen than a tube and wing. However, the conclusion breaks down under less optimistic scenarios where lightweight conformal liquid hydrogen tanks are unavailable. Nonetheless, the energy penalties of switching the two configurations to hydrogen have a similar order of magnitude. Any kerosene blended wing body fuel burn benefit over a tube and wing also applies to hydrogen versions. As a result, kerosene blended wing body technology developments, such as maturing the structural design of the noncircular pressurized passenger cabin, remain valuable for future hydrogen-powered aircraft.

Towards More Efficient Electric Propulsion UAV Systems Using Boundary Layer Ingestion

The implementation of distributed propulsion and boundary layer ingestion for unmanned aerial vehicles represents various challenges for the design of embedded ducts in blended wing body configurations. This work explores the conceptual design and evaluation of DP configurations with BLI. The aerodynamic integration of each configuration is evaluated following a proposed framework, including simulation analysis. Power saving coefficient and propulsive efficiency were compared against a baseline podded case. The results show the optimal propulsion configuration for the BWB UAV obtaining 3.95% of power benefit and propulsive efficiency (ηp>80%). Indeed, the aerodynamic integration effects for the proposed design maintain the BWB’s aerodynamic efficiency, which will contribute to longer endurance and better performance.

Unsteady investigation on parallel separation for spiked two-stage reusable launch vehicle

Two stage to orbit vehicles can reduce weight and improve propulsion efficiency, reducing launch cycle costs. For the safety of two-stage parallel separation, a spiked Two-Stage-To-Orbit (TSTO) configuration for parallel separation was proposed, which is consisted of a waverider liked booster and a wing-body configuration. An aerospike was placed at the head of the second stage. The unsteady simulation of the TSTO interstage separation at Mach 6 was investigated using the self-developed code, CMA. The pressure contours, pitch angle and displacement variation of the two models were compared. Under the interference of the aerospike, the flow field of the blunt body exhibited significant asymmetry at the angle of attack. The oblique shock wave on the leeward side was weaker than that on the windward side, and the area affected by the shock wave on the windward side gradually moved toward the stagnation point as the angle of attack increased, thereby improving the safety of the separation process of the two stages that originally collided by changing the flow field structure. In addition, the aerospike reduces the aerodynamic interference between the two stages without changing the aerodynamic shape of the aircraft, thereby reducing the drag.

Modification of the SSG/LRR-Omega Model for Turbulent Boundary Layer Flows in an Adverse Pressure Gradient

A modification of the RANS turbulence model SSG/LRR-omega for turbulent boundary layers in an adverse pressure gradient is presented. The modification is based on a wall law for the mean velocity, in which the log law is progressively eroded in an adverse pressure gradient and an extended wall law (designated loosely as a half-power law) emerges above the log law. An augmentation term for the half-power law region is derived from the analysis of the boundary-layer equation for the specific rate of dissipation omega . An extended data structure within the RANS solver provides, for each viscous wall point, the field points on a wall-normal line. This enables the evaluation of characteristic boundary layer parameters for the local activation of the augmentation term. The modification is calibrated using a joint DLR/UniBw turbulent boundary layer experiment. The modified model yields an improved predictive accuracy for flow separation. Finally, the applicability of the modified model to a 3D wing-body configuration is demonstrated.

Design Investigation of Potential Long-Range Hydrogen Combustion Blended Wing Body Aircraft with Future Technologies

Present work investigates the potential of a long-range commercial blended wing body configuration powered by hydrogen combustion engines with future airframe and propulsion technologies. Future technologies include advanced materials, load alleviation techniques, boundary layer ingestion, and ultra-high bypass ratio engines. The hydrogen combustion configuration was compared to the configuration powered by kerosene with respect to geometric properties, performance characteristics, energy demand, equivalent CO2 emissions, and Direct Operating Costs. In addition, technology sensitivity studies were performed to assess the potential influence of each technology on the configuration. A multi-fidelity sizing methodology using low- and mid-fidelity methods for rapid configuration sizing was created to assess the configuration and perform robust analyses and multi-disciplinary optimizations. To assess potential uncertainties of the fidelity of aerodynamic analysis tools, high-fidelity aerodynamic analysis and optimization framework MACH-Aero was used for additional verification. Comparison of hydrogen and kerosene blended wing body aircraft showed a potential reduction of equivalent CO2 emission by 15% and 81% for blue and green hydrogen compared to the kerosene blended wing body and by 44% and 88% with respect to a conventional B777-300ER aircraft. Advancements in future technologies also significantly affect the geometric layout of aircraft. Boundary layer ingestion and ultra-high bypass ratio engines demonstrated the highest potential for fuel reduction, although both technologies conflict with each other. However, operating costs of hydrogen aircraft could establish a significant problem if pessimistic and base hydrogen price scenarios are achieved for blue and green hydrogen respectively. Finally, configurational problems featured by classical blended wing body aircraft are magnified for the hydrogen case due to the significant volume requirements to store hydrogen fuel.

Aerodynamic Investigation of Blended Wing Body Configuration


 A blended wing body (BWB) configuration is an unconventional aircraft design in which the wing and fuselage are blended to form an aircraft. This design concept has inherent higher aerodynamic efficiency, environmental benefits and capacities. These advantages make the BWB configuration a feasible concept for commercial transport aircraft. In the present work, a 3-D BWB model is designed in SolidWorks and fabricated using a 3D printer. The numerical and experimental analyses are carried out with this BWB geometry. Aerodynamic characteristics and flow features obtained from the open-source CFD software OpenFOAM have been studied, analyzed, and compared with the wind tunnel results. Experimental and computational data compare well and the present BWB can operate at a high angle of attack. The coefficient of lift (CL) increases with AoA up to 45º. The CL starts decreasing beyond this AoA, and the present BWB geometry stalls at around AoA = 45º. The coefficient of drag (CD) increases with the increase in AoA due to the spreading of the separated region over the geometry. Lift/Drag (L/D) variation with AoA is also studied to find the optimum flight configuration of the present BWB geometry. Sectional pressure distribution at different spanwise locations, velocity contours, pathlines, surface limiting streamlines and tuft flow visualization are also presented to investigate the flow. The studies investigate the aerodynamics, flow field and optimal flight configuration for cruising a BWB geometry.

Flow Field Investigation of a Blended Wing Body in Low Speeds

With the advancement in the modern transport system, it has become imperative to achieve larger aircraft volume at minimum cost wherein aerodynamics plays a major role. The present work aims to investigate the flow over a typical blended wing body (BWB) configuration at different angles of attack adopting experimental and computational techniques. Experiments consisted of the force measurements and oil flow visualizations at a free stream velocity of around 19 m/s. Computations were made using the commercially available software ANSYS 18.1. Results indicated that the use of a Blended Wing Body Configuration resulted in improved aerodynamic characteristics in comparison to other wing configurations such as Delta/ Double delta wings. Surface flow visualization carried out over the BWB configuration indicated the reason behind increased lift coefficients. Reasonable agreement of experiments and computations was observed.

Multi-point aero-structural design optimization of wings considering drag-divergence constraints

Considering the drag-divergence performance as a constraint, this paper presents a multi-point aero-structural design optimization of wings on a wing-body-tail-engine configuration of long-range dual-aisle civil aircraft by using a gradient-based method based on the discrete adjoint method. Firstly, the accuracy of the coupled aero-structural analysis method used in this paper was validated with DLR-F6 wing-body configuration. Then a wing aero-structural design optimization based on a dual-aisle civil aircraft is offered. The drag coefficient of the optimized configuration in every state decreased, which was reduced by 13.67 counts at the cruise condition, the difference in drag coefficient from Mach 0.85 to Mach 0.87 was decreased from 28.52 counts to 18.98 counts, indicating its drag-divergence performance has been improved undoubtedly. Finally, we compared the performance among the multi-point aero-structural optimized configuration, the single-point aerodynamic optimized configuration and the single-point structural optimized configuration. The results show that the multi-point aero-structural design optimization considering drag-divergence performance has great potential to gain a design configuration with better comprehensive and practical performance compared with a single-point optimization in a single discipline.

Compressibility corrections to extend a smooth local correlation-based transition model to transonic flows

AbstractThis paper presents progress towards a transition modelling capability for use in the numerical solution of the Reynolds-averaged Navier-Stokes equations that provides accurate predictions for transonic flows and is thus suitable for use in the design of wings for aircraft flying at transonic speeds. To this end, compressibility corrections are developed and investigated to extend commonly used empirical correlations to transonic flight conditions while retaining their accuracy at low speeds. A compressibility correction for Tollmien-Schlichting instabilities is developed and applied to a smooth local correlation-based transition model and a stationary crossflow instability compressibility correction is included by adding a new crossflow source term function. Two- and three-dimensional transonic transition test cases demonstrate that the Tollmien-Schlichting compressibility correction produces substantially improved agreement with the experimental transition locations, particularly for higher Reynolds number applications where the effects of flow compressibility are expected to be more significant, such as the NASA CRM-NLF wing-body configuration, while the crossflow compressibility correction prevents an inaccurate, upstream transition front. The compressibility corrections and modifications do not significantly affect the numerical behaviour of the model, which provides an efficient alternative to non-local and higher-fidelity approaches, and can be applied to other transport-equation-based transition models with low-speed empirical correlations without affecting their predictive capability in the incompressible regime.

Design, Computational Aerodynamic, Aerostructural, and Control Stability Investigations of VTOL-Configured Hybrid Blended Wing Body-Based Unmanned Aerial Vehicle for Intruder Inspections

Unmanned aerial vehicles (UAVs) are gaining in popularity and sophistication in today’s modern world. UAVs are now available in a wide range of configurations. A UAV’s many applications include aerial photography and videography and target tracking. The upward-pointing propellers of some modern fixed-wing UAVs make it possible for them to take off and land vertically. Surveillance and intruder inspections are two areas where the blended wing body (BWB) configuration shines. This is because its weight is spread uniformly throughout the body, its radar signal is weaker than that of alternative configurations, and there is a relatively small amount of interference with its movement. With common design factors in mind, like vertical takeoff and landing, aerodynamic drag, and fundamental wing stability, the optimal BWB plan form for surveillance is designed. CATIA is used to finish the conceptual design of the BWB-based UAV. A fluid-structure interaction (FSI) study is carried out after the model has been examined in ANSYS Fluent. The UAV’s responsiveness is improved through simulation in the MATLAB environment after a proportional-integral-derivative-type altitude controller was developed. The results demonstrate that providing the UAV with an altitude instruction enhances its performance. Given the flexibility of the suggested BWB UAV’s design, we have decided to limit its maximum forward speed to 75 m/s and its maximum rate of vertical ascension to 50 m/s. Rapid BWB UAVs like the one seen here are quite helpful in dangerous situations.

A Fast Aerodynamic Model for Aircraft Multidisciplinary Design and Optimization Process

A multidisciplinary design analysis and optimization process is developed at ONERA for the design of tube and wing and blended wing–body aircraft configurations. This process is composed of different disciplinary modules (geometry, propulsion, aerodynamics, structure, handling qualities and flight mission), and the overall process considers different fidelity levels for these modules at each step of the design process. This article describes the low-fidelity aerodynamic module used during the preliminary design optimization process. Analytical formulations retained for lift and drag components are presented in the first part. Then, the performances estimated by the aerodynamic module on some reference configurations are compared with both numerical and experimental data, showing a quite good agreement for both tube and wing and blended wing–body configurations not only for global performance but also for individual drag components.

Higher-order aerodynamic numerical simulations in compressible RANS framework with inverse-ω scale variable

The use of higher-order methods to robustly compute turbulent flows governed by the multi-equation turbulence model in Reynolds-averaged Navier-Stokes (RANS) framework is a challenging topic in the computational fluid dynamics (CFD) community. In this paper, we propose two aspects of measures involving the physical model and the numerical scheme. Firstly, a λ-scale (=1/ωn) is derived instead of the well-known ω in SSG/LRR Reynolds-stress model (RSM) and SST eddy viscosity model (EVM) due to its natural boundary conditions for viscous walls and help to the positivity preservation of dissipation rate ε in turbulence equations when n=1/(2m),m=1,2,3.... Secondly, a geometric-conservation-preservation negativity-correction (GCPNC) method is proposed on the implicit time integration procedure with right-hand-side (RHS) term discretized by high-order weighted compact nonlinear schemes (WCNSs). It can guarantee the positivity of normal Reynolds stresses or turbulent kinetic energy. Numerical tests with real-life compressible flows are reported to demonstrate the robustness and accuracy of the present methods. Relevant cases include the supersonic square duct flow, the flows over delta wing, wing-body configuration and high-lift configuration.

A Power Based Analysis for a Transonic Transport Aircraft Configuration through 3D RANS Simulations

This paper presents a power-based analysis through 3D Reynolds-averaged Navier–Stokes simulations for a typical transonic transport aircraft resented by the DLR-F6 model. Two configurations were employed in CFD simulations. The original F6 model geometry was defined as the wing body configuration, and a wake-filling actuator disc was added to the F6 model to establish the BLI configuration. This study proposes a segregated 3D computational domain in RANS simulations to track the change in power terms in the flow field so that the power conversion process can be studied and visualized. For the wing body configuration, the power-based analysis illustrated the power conversion process, showing that about 35% of the total power input remains in the form of the mechanical power of aircraft wake at the outlet plane. For the BLI configuration, 22% of the total power input was left in the form of the mechanical power of downstream flow mixed with the wake and jet at the outlet plane. This study elaborates on the error of the mechanical power imbalance, showing that the convergence in aircraft drag does not necessarily lead to a small error in 3D RANS simulations. The high value of power imbalance error is associated with the wing.

Numerical simulation of DLR-F6 wing-body flow field in ground effect

The main focus of this paper is on the simulation of flow past a three-dimensional wing-body configuration (DLR-F6) in ground effect; a complex 3D wing-body configuration in ground effect has never been analyzed in the aerodynamics literature to date. For the purpose of validation of the simulation approach, computations are performed for the DLR-F6 wing-body in unbounded flow and are compared with the experimental data. The commercial CFD solver ANSYS FLUENT is employed for computations. Compressible Reynolds-Averaged Navier-Stokes (RANS) equations in conjunction with Spalart-Allmaras (SA) and k-ω Shear Stress Transport (SST) turbulence models are solved. The validated code is employed to calculate the flow field in ground effect; the effects of flight heights above the ground on the aerodynamic properties and flow field are analyzed.

Wind Tunnel Installation Effects on Japan Aerospace Exploration Agency’s Standard Model

This paper investigates the interference effects of wind tunnel floor and walls on the Japan Aerospace Exploration Agency’s High-Lift Configuration Standard Model (JSM) as an extension to a paper published in the Journal of Aircraft, Vol. 56, No. 3, May–June 2019, pp. 1080–1098. An unstructured hybrid grid generator, MEGG3D, was applied to JSM wing–body and wing–body–nacelle–pylon configurations to generate grids for free-air flow conditions. These grids were then reused in an investigation of the interference effects of Japan Aerospace Exploration Agency’s low-speed wind tunnel walls to better compare the computational results, both with each other and with experiment. The geometry of the wind tunnel used in our computational simulations is described in detail so that they can be reproduced. A Reynolds-averaged Navier–Stokes flow solver for unstructured hybrid grids, the Tohoku University Aerodynamic Simulation (TAS) code, was used for the simulations. The computational results indicated that the standoff and test section floor boundary layer significantly affected the aerodynamics of the JSM at high angles of attack. Better agreement with experiment was observed for the wing–body configuration in the aerodynamic characteristics near maximum lift if the effects of the standoff and floor boundary layer were considered.

Investigation on the flow mechanism of nacelle airframe interaction for podded blended wing body transport

For the flow interaction between the podded engine and the airframe of blended wing body configuration(BWB), taking the 300 seats class BWB civil transport NPU-BWB-300 designed by Northwestern Polytechnical University as the research object, the influence of the podded engines on the BWB airframe at typical high and low speed conditions were investigated by CFD method, and the airframe-nacelle interference mechanism was revealed. The results indicate that the podded engines mainly affect the high speed performance of BWB, but have little effect on the low speed performance. The flow interaction between the airframe and the nacelle at high speed condition is serious when podded the engines, which leads to strong shock wave and flow separation. The flow mechanism of the above-mentioned interaction is as follows: firstly, the large supersonic region and shock wave on the nacelle external surface interferes with airframe surface flow seriously, which induces shock wave and flow separation; secondly, a convergent-divergent channel is formed between the airframe and the nacelle, resulting in the "throat" effect, which produces shock wave and flow separation.

A Modified RANS Model for Drag Prediction of Practical Configuration with Riblets and Experimental Validation

To reduce the computational cost, the k-ω SST turbulence model with Rotation and Curvature correction (SST-RC) is modified to predict the drag of practical aerodynamic configurations mounted with drag-reducing riblets. In the modified model, wall ω is reconstructed based on the existing experimental results and becomes a function of riblet geometry, angle of attack, position at the surface, and parameters of computational grids. The modified SST-RC model is validated by existing experimental and numerical examinations. Subsequently, a maximum error of 3.00% is achieved. Furthermore, experimental and numerical studies on a wing–body configuration are conducted in this work. The maximum error between the drag-reducing ratios obtained by numerical simulations and those of experiments is 3.21%. Analysis of numerical results demonstrates a maximum of 5.36% decline in skin friction coefficient for the model with riblets; moreover, the distribution of the pressure coefficient is also changed.