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Direct numerical simulations of an airfoil undergoing dynamic stall at different background disturbance levels

Published online by Cambridge University Press:  30 April 2024

J.S. Kern*
Affiliation:
FLOW Turbulence Lab., Department of Engineering Mechanics, KTH Royal Institute of Technology, Stockholm SE-100 44, Sweden
D.C.P. Blanco
Affiliation:
Divisão de Engenharia Aeroespacial, Instituto Tecnológico de Aeronáutica, 12228-900 São José dos Campos, SP, Brazil
A.V.G. Cavalieri
Affiliation:
Divisão de Engenharia Aeroespacial, Instituto Tecnológico de Aeronáutica, 12228-900 São José dos Campos, SP, Brazil
P.S. Negi
Affiliation:
FLOW Turbulence Lab., Department of Engineering Mechanics, KTH Royal Institute of Technology, Stockholm SE-100 44, Sweden
A. Hanifi
Affiliation:
FLOW Turbulence Lab., Department of Engineering Mechanics, KTH Royal Institute of Technology, Stockholm SE-100 44, Sweden
D.S. Henningson
Affiliation:
FLOW Turbulence Lab., Department of Engineering Mechanics, KTH Royal Institute of Technology, Stockholm SE-100 44, Sweden
*
Email address for correspondence: skern@kth.se

Abstract

Thin airfoil dynamic stall at moderate Reynolds numbers is typically linked to the sudden bursting of a small laminar separation bubble close to the leading edge. Given the strong sensitivity of laminar separation bubbles to external disturbances, the onset of dynamic stall on a NACA0009 airfoil section subject to different levels of low-amplitude free stream disturbances is investigated using direct numerical simulations. The flow is practically indistinguishable from clean inflow simulations in the literature for turbulence intensities at the leading edge of ${Tu} = 0.02\,\%$. At slightly higher turbulence intensities of ${Tu} = 0.05\,\%$, the bursting process is found to be considerably less smooth and strong coherent vortex shedding from the laminar separation bubble is observed prior to the formation of the dynamic stall vortex (DSV). This phenomenon is considered in more detail by analysing its appearance in an ensemble of simulations comprising statistically independent realisations of the flow, thus proving its statistical relevance. In order to extract the transient dynamics of the vortex shedding, the classical proper orthogonal decomposition method is generalised to include time in the energy measure and applied to the time-resolved simulation data of incipient dynamic stall. Using this technique, the dominant transient spatiotemporally correlated features are distilled and the wave train of the vortex shedding prior to the emergence of the main DSV is reconstructed from the flow data exhibiting dynamics of large-scale coherent growth and decay within the turbulent boundary layer.

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Type
JFM Papers
Creative Commons
Creative Common License - CCCreative Common License - BY
This is an Open Access article, distributed under the terms of the Creative Commons Attribution licence (http://creativecommons.org/licenses/by/4.0), which permits unrestricted re-use, distribution and reproduction, provided the original article is properly cited.
Copyright
© The Author(s), 2024. Published by Cambridge University Press.
Figure 0

Figure 1. Angle of attack over time (blue) compared with the asymptotic ramp speed (dashed).

Figure 1

Figure 2. Computational mesh. Only spectral elements are shown. (a) Overview of the full domain including the boundaries (2-D slice). (b i) Close-up of the mesh close to the LSB and (b ii) spanwise slice of the boundary layer mesh on the suction side.

Figure 2

Figure 3. Distribution of the mesh deformation parameter $r$ in the computational domain. The far-field boundaries are stationary (blue, $r=0$), whereas the region close to the airfoil in the centre rotates in solid body rotation (red, $r= 1$). (a) Distribution in the radial direction. (b) Distribution of $r$ along the dashed line in (a). Here $d/c$ is the distance from the leading edge.

Figure 3

Figure 4. Distribution and structure of the disturbance body force $f(x,y,z,t)$ in an $x$$y$ plane in comparison with the airfoil. The forcing is active over the entire span of the simulation. Blue and red correspond to positive and negative disturbances, respectively.

Figure 4

Figure 5. Comparison of the span-averaged aerodynamic coefficients during the pitching motion for the two calculations compared with results in Sharma & Visbal (2017). The area marked by the grey box corresponds to the range of the statistical ensemble. (a) Span-averaged drag coefficient $c_D$. (b) Span-averaged lift coefficient $c_L$. (c) Span-averaged moment coefficient around the quarter-chord $c_M$.

Figure 5

Figure 6. Space–time diagram of the span-averaged friction coefficient $\langle c_f \rangle _z$ on the suction side of the airfoil during the pitch-up motion. Red (blue) colours represent positive (negative) shear stresses. The black lines indicate the average first separation and last reattachment point of the boundary layer ($\langle c_f \rangle _{z,\Delta _t} = 0$ with $\Delta t U/c \approx 0.02$). Here (a) Case I; (b) Case II. The dashed line is a copy of the average reattachment line in (a). The flow is from left to right in both cases.

Figure 6

Figure 7. Space–time diagram of the span-averaged pressure coefficient $\langle c_p \rangle _z$ on the suction side of the airfoil during the pitch-up motion. Here (a) Case I; (b) Case II. The black lines are the same as in figure 6.

Figure 7

Figure 8. Contours of the $U_y$-velocity component in the cropped domain $(x/c,y/c) \in [-0.1,0.5]\times [-0.1,0.15]$, averaged over the span and the time interval $\Delta t_{2D}U/c$ for Cases (a,c,e) I and (b,df) II before (a,b), during (c,d) and after (ef) the bursting of the LSB. The colour scale is cropped at $U_y \in [-0.5, 2.5]$ (blue to red) for clarity. The flow is from left to right. Here (a) Case I, $tU/c = 0.5, \alpha = 9.12^\circ$; (b) Case II: $tU/c = 0.5, \alpha = 9.12^\circ$; (c) Case I, $tU/c = 1.5, \alpha = 11.99^\circ$; (d) Case II, $tU/c = 1.5, \alpha = 11.99^\circ$; (e) Case I, $tU/c = 2.5, \alpha = 14.85^\circ$; ( f) Case II, $tU/c = 2.5, \alpha = 14.85^\circ$.

Figure 8

Figure 9. Isosurfaces of the instantaneous $\lambda _2$-structures coloured by streamwise velocity $U_x$ on the suction side of the airfoil for $x/c \leq 0.4$ at the same instants as figure 8. Here (a,c,e) Case I; (b,df) Case II. The streamwise velocity (from blue to red) is cropped at $U_x \in [-1,3]$ with $U_x/U = 1$ corresponding to green. Here (a) Case I, $tU/c = 0.5, \alpha = 9.12^\circ$; (b) Case II, $tU/c = 0.5, \alpha = 9.12^\circ$; (c) Case I, $tU/c = 1.5, \alpha = 11.99^\circ$; (d) Case II, $tU/c = 1.5, \alpha = 11.99^\circ$; (e) Case I, $tU/c = 2.5, \alpha = 14.85^\circ$; ( f) Case II, $tU/c = 2.5, \alpha = 14.85^\circ$.

Figure 9

Figure 10. Close-up of the transition process in figure 9(a,b). Here (a) Case I, $tU/c = 0.5, \alpha = 9.12^\circ$; (b) Case II, $tU/c = 0.5, \alpha = 9.12^\circ$.

Figure 10

Figure 11. A 2-D slice of the simulation mesh close to the airfoil in grey (only spectral elements are shown, grey) overlaid with a slice of the interpolating mesh in red (only every $12{\text {th}}$ (third) point is shown in streamwise (wall-normal) direction).

Figure 11

Figure 12. Comparison of the span-averaged aerodynamic coefficients during the pitching motion of the DNS runs for Cases I and II (red and blue, respectively) with the ensemble realisations (grey) and the ensemble average (black). (a) Span-averaged drag coefficient $c_D$. (b) Span-averaged lift coefficient $c_L$. (c) Span-averaged moment coefficient around the quarter-chord $c_M$. Note that the plots only show the time interval covered by the ensemble simulations, which are much shorter than the DNS runs as indicated by the grey boxes in the corresponding plots in figure 5.

Figure 12

Figure 13. Space–time diagrams of the span-averaged wall skin friction coefficient ($c_f$) on the suction side of the airfoil near the leading edge for $k_z = 0$. The flow is from left to right and the domain extent as well as the colour scale are the same in all figures. (a) Ensemble average. The black line is the average zero contour. (b,c) Full realisations no. 9 and no. 16, respectively. The black line is the same as in (a) for reference. (d) Fluctuations around the ensemble average for all realisations in the dataset.

Figure 13

Figure 14. Snapshots of the instantaneous $\lambda _2$-isosurfaces computed from realisation no. 16 coloured by the streamwise velocity component $U_x$ during incipient dynamic stall. The colour scale goes from $U_x = -2$ (blue) to $U_x = 4$ (red), centred on the free stream velocity $U_x = 1$ (green). The flow is from left to right and the coordinate system for the visualisation rotates with the airfoil. Here (a$tU/c = 0.5$, $\alpha = 9.12^\circ$; (b$tU/c = 1.5$, $\alpha = 11.99^\circ$; (c$tU/c = 1.75$, $\alpha = 12.70^\circ$; (d$tU/c = 2.0$, $\alpha = 13.42^\circ$.

Figure 14

Figure 15. Convergence study of the POD of the full wall stress data. The colours refer to the considered permutations, i.e. in which order the realisations are removed from the ensemble before computing the POD. The first six realisations of each permutation are $21,2,23,11,15,10$ (red), $24,17,16,21,2,3$ (blue) and $19,16,3,11,10,24$ (yellow).

Figure 15

Figure 16. Space–time POD modes of the full wall stress data (only the friction coefficient is shown). (a) Space–time plot of the leading mode. The black line indicates the zero contour of the mean. (b i) Normalised POD spectrum. The horizontal dashed line indicates the mean, which corresponds to the spectrum of uncorrelated data. (b ii) Normalised projection of the mode on each realisation. (c,d) Space–time plot and projection for the third mode.

Figure 16

Figure 17. Low-order reconstruction of flow realisations using the average (figure 13a) and the first space–time POD mode (figure 16a). Panel (a) compares the skin friction coefficient of the ensemble average and the reconstructions at $tU/c=2.0$. Panels (b,c) show the low-order reconstruction, respectively, of realisations no. 9 and no. 16, which can be directly compared with figure 13(b,c).

Figure 17

Figure 18. Dominant mode of the space–time POD on the subset of the stress data defined by the dashed boxes, corresponding to the vortex shedding (a,b) and the DSV (c,d). (a,c) Space–time plot of the wall shear-stress. The black line indicates the zero contour of the mean. (b,d) Normalised POD spectrum (b i,d i) and normalised projection of the mode on each realisation (b ii,d ii). The horizontal dashed line indicates the mean, which corresponds to the spectrum of uncorrelated data.

Figure 18

Figure 19. Extended space–time POD. (a) Space–time diagram of the dominant space–time POD mode of the wall shear-stress of figure 18(a), extended to the full airfoil surface. The black dashed lines indicate instants in time $t_i$ for which the $U_y$-velocity component of the same space–time POD mode, extended to the full 3-D domain, is shown in (b). An animation of the dominant space–time POD mode is available in the supplementary material (movie 1) available at https://doi.org/10.1017/jfm.2024.314.

Figure 19

Figure 20. Evolution of the kinetic energy of the extended POD mode over time. The shaded area indicates the temporal correlation domain for the POD mode of the wall stress data and the dashed lines indicate the time instants for which the mode structure is shown in figure 19.

Figure 20

Figure 21. Example of function $\mu (x,t)$. The region above the black line is unstable. The red line defines the region of absolute instability.

Figure 21

Figure 22. Space–time plot of the real part of a realisation of the CGLE system, where $L=30$ and $U=4.5$. (a) System's response; (- -, black) unstable region; (- -, red) absolutely unstable region. (b) White noise forcing localised at $x \leq 2$.

Figure 22

Figure 23. Leading space–time POD mode of the CGLE system. (a) Space–time plot of the mode's real component; (- -, black) unstable region; (- -, red) absolutely unstable region. (b i) Normalised POD spectrum. The dashed line indicates the mean, which corresponds to the spectrum of uncorrelated data. (b ii) Projection of the leading POD mode onto the realisations.

Figure 23

Figure 24. Real part of the first mode of the space–time POD of the full wall stress data for the second Fourier mode ($k_z=1$, only the friction coefficient part is shown). (a) Space–time plot. The black line indicates the zero contour of the mean. (b i) Normalised POD spectrum. The dashed line indicates the mean. (b ii) Normalised projection of the mode on each realisation.

Supplementary material: File

Kern et al. supplementary movie

Dominant space-time POD mode of the wall shear (kz = 0). Left: Space-time diagram in the slanted domain (dashed line). Right: Mode extended to the full spatio-temporal domain.
Download Kern et al. supplementary movie(File)
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