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    Boundary Layer Control

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    Boundary Layer Control

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    engineer bilal
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    58 views4 pages

    Boundary Layer Control

    Uploaded by

    engineer bilal

    Copyright:

    © All Rights Reserved
    of 4

    Boundary layer control

    Boundary layer control refers to methods of controlling the behaviour of fluid flow boundary layers.

    It may be desirable to reduce flow separation on fast vehicles to reduce the size of the wake
    (streamlining), which may reduce drag. Boundary layer separation is generally undesirable in aircraft
    high lift coefficient systems and jet engine intakes.

    Laminar flow produces less skin friction than turbulent but a turbulent boundary layer transfers heat
    better. Turbulent boundary layers are more resistant to separation.

    The energy in a boundary layer may need to be increased to keep it attached to its surface. Fresh air can
    be introduced through slots or mixed in from above. The low momentum layer at the surface can be
    sucked away through a perforated surface or bled away when it is in a high pressure duct. It can be
    scooped off completely by a diverter or internal bleed ducting. Its energy can be increased above that of
    the free stream by introducing high velocity air.

    Contents
    Nature
    Sports
    Boundary layer control on a cylinder
    Maintaining a laminar boundary layer on aircraft
    Aircraft design and boundary layer control
    See also
    References

    Nature
    Frank E. Fish states that dolphins appear to have a turbulent boundary layer to reduce the likelihood of
    separation and minimize drag, and that mechanisms for maintaining a laminar boundary layer to reduce
    skin friction have not been demonstrated for dolphins.[1]

    The wings of birds have a leading edge feature called the Alula which delays wing stalling at low speeds
    in a similar manner to the leading edge slat on an aircraft wing.[2]

    Thin membrane wings found on bats and insects have features which appear to cause favourable
    roughening at the Reynolds numbers involved, thereby enabling these creatures to fly better than would
    otherwise be the case.[3]

    Sports
    Balls may be given features which roughen the surface and extend the hit or throw distance. Roughening
    causes the boundary layer to become turbulent and remain attached farther round the back before
    breaking away with a smaller wake than would otherwise be the case. Balls may be struck in different
    ways to give them spin which makes them follow a curved path. The spin causes boundary layer
    separation to be biased to one side which produces a side force.

    BL control (roughening) was applied to golf balls in the 19th century. The stitching on cricket balls and
    baseballs acts as a boundary layer control structure.[4]

    Boundary layer control on a cylinder


    In the case of a freestream flow past a cylinder, three methods may be employed to control the boundary
    layer separation that occurs due to the adverse pressure gradient.[5] Rotation of the cylinder can reduce or
    eliminate the boundary layer that is formed on the side which is moving in the same direction as the
    freestream. The side moving against the flow also exhibits only partial separation of the boundary layer.
    Suction applied through a slit in the cylinder near a separation point can also delay the onset of
    separation by removing fluid particles that have been slowed in the boundary layer. Alternatively, fluid
    can be blown from a faired slit such that the slowed fluid is accelerated and thus the point of separation is
    delayed.

    Maintaining a laminar boundary layer on aircraft


    Laminar flow airfoils were developed in the 1930s by shaping to maintain a favourable pressure gradient
    to prevent them becoming turbulent. Their low-drag wind tunnel results led to them being used on
    aircraft such as the P-51 and B-24 but maintaining laminar flow required low levels of surface roughness
    and waviness not routinely found in service.[6] Krag[7] states that tests on the P-51 airfoil done in the
    high speed DVL wind tunnel in Berlin showed the laminar flow effect completely disappeared at real
    flight Reynolds numbers. Implementing laminar flow in high-Reynolds-number applications generally
    requires very smooth, wave-free surfaces, which can be difficult to produce and maintain.[6]

    Maintaining laminar flow by controlling the pressure distribution on an airfoil is called Natural laminar
    flow(NLF)[6] and has been achieved by sailplane designers with great success.[8]

    On swept wings a favorable pressure gradient becomes destabilizing due to cross flow and suction is
    necessary to control cross flow.[9] Supplementing the effect of airfoil shaping with boundary layer
    suction is known as laminar flow control (LFC)[6]

    The particular control method required for laminar control depends on Reynolds-number and wing
    leading edge sweep.[10] Hybrid laminar flow control (HLFC)[6] refers to swept wing technology in which
    LFC is applied only to the leading edge region of a swept wing and NLF aft of that. NASA-sponsored
    activities include NLF on engine nacelles and HLFC on wing upper surfaces and tail horizontal and
    vertical surfaces.[11]

    Aircraft design and boundary layer control


    In aeronautical engineering, boundary layer control may be used to reduce parasitic drag and increase
    usable angle of attack. Fuselage-mounted engine intakes are sometimes equipped with a splitter plate.
    Much research was conducted to study the lift performance enhancement due to suction for aerofoils in
    the 1920s and 1930s at the Aerodynamische Versuchsanstalt in Göttingen. An example of an aircraft
    which uses boundary layer control is the Japanese sea plane the ShinMaywa US-1[12]. This large four-
    engined aircraft is used for anti-submarine warfare (ASW) and search and rescue (SAR). It is capable of
    STOL operation and very low air speeds, useful for both ASW and SAR.

    See also
    Blown flap
    Coandă effect
    High-lift device
    Circulation control wing
    Leading edge slot
    Boundary layer suction
    Vortex generator
    Aerodynamics
    Turbulator

    References
    1. The myth and reality of Gray’s paradox: implication of dolphin drag reduction for technology
    https://web.archive.org/web/20160305153746/http://darwin.wcupa.edu/~biology/fish/pubs/pdf/
    2. http://www.ardeola.org/files/1295.pdf
    3. "The Design of the Aeroplane" Stinton Darrol, BSP Professional Books, Oxford 1989,
    ISBN 0-632-01877-1, p.97
    4. "Spinning Flight" Lorenz Ralph D. Springer Science+Business Media, LLC 2006, ISBN 0-
    387-30779-6, p.33
    5. "Boundary-Layer Theory"Schlichting Klaus, Gersten, E. Krause, H. Jr. Oertel, C. Mayes 8th
    edition Springer 2004 ISBN 3-540-66270-7
    6. "Understanding Aerodynamics Arguing from the Real Physics"McLean Doug, John Wiley &
    Sons Ltd. Chichester, ISBN 978-1-119-96751-4, p.339
    7. http://wp1113056.server-he.de/ABL/20-forschung/laminarfluegel/laminarfluegel_en.htm
    8. "Archived copy" (https://web.archive.org/web/20120916162555/http://adg.stanford.edu/aa24
    1/supplement/Lam-Flow-Control-AIAA-2008-3738.pdf#) (PDF). Archived from the original (h
    ttp://adg.stanford.edu/aa241/supplement/Lam-Flow-Control-AIAA-2008-3738.pdf#) (PDF)
    on 2012-09-16. Retrieved 2016-01-13.
    9. https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19790025267.pdf
    10. http://goldfinger.utias.utoronto.ca/IWACC2/IWACC2/Program_files/Collier_2.pdf slide 12
    11. http://goldfinger.utias.utoronto.ca/IWACC2/IWACC2/Program_files/Collier_2.pdf slide 5
    12. ShinMaywa promotional video, ca. 1980 (https://www.youtube.com/watch?v=vtTzohVZOfE)

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    This page was last edited on 27 September 2019, at 09:34 (UTC).

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