No description available.

An experimental investigation was performed to understand the development and suppression of the secondary flow structures within a compact, serpentine jet engine inlet duct. By employing a variety of flow diagnostic techniques, the formation of a pair of counter-rotating vortices was revealed. A modular fluidic actuator system that would apply several different methods of flow control was then designed and manufactured to improve duct performance. At the two bends of the inlet, conformal flow control devices were installed to deliver varying degrees of boundary layer suction, suction and steady fluid injection, and suction and oscillatory injection. Testing showed that suction alone could delay flow separation and improve the pressure recovery of the duct by as much as 70%. However, this technique was not able to rid the duct completely of the nonuniformities that exist at the engine face plane. Suction with steady blowing, however, increased pressure recovery by 37% and reduced distortion by 41% at the engine face. Suction with pulsed injection had the least degree of success in suppressing the secondary flow structures, with improvements in pressure recovery of only 16.5% and a detrimental impact on distortion. The potential for gains in the aerodynamic efficiency of serpentine inlets by active flow control was demonstrated in this study.

No description available.

No description available.

An aerodynamic shape optimization procedure was performed on a low observable engineintake duct. The intake duct was fixed in its throat and aerodynamic interface plane (AIP)sections, while leaving up to 7 design parameters free to deformation in the centroid curveand mid section profile. The optimization setup consisted of an optimizer block implementedin MATLAB, where the NSGA-II optimization algorithm was implemented, and a simulationblock using computational fluid dynamics (CFD). The objective functions for the optimizationprocess were the pressure recovery and the DC60 distortion coefficient in the AIP section.In total, four optimizations with gradually increasing degrees of deformation were conducted.The first optimization process was a validation case, performed on a test duct design, whilethe remaining optimizations were performed using a duct designed by the Swedish DefenceResearch Agency (FOI) as a starting point, for cruise and take-off conditions. The connection of NSGA-II and the CFD setup proved useful, as the distortion was decreasedby up to 52.8% relative the original value while keeping the pressure recovery within 0.06% ofthe original duct. The algorithm was successful in finding an improvement for both consideredoperating conditions, with the largest improvement for the cruise case. In total 975 duct designswere evaluated in the four processes, using a uniform inflow boundary condition on a boundaryextruded one meter from the throat of the intake duct. The importance of the handling of non-converged solutions in the automated optimizationprocess was also pointed out, as an oscillating solution affected the third optimization, therebyrendering that solution useless. / En aerodynamisk formoptimering av en insynsskyddad luftintagskanal för en stridsdrönaregenomfördes genom att koppla den genetiska optimeringsalgoritmen NSGA-II samt CFD i enautomatiserad process. Optimeringens två målfunktioner var att maximera tryckåtervinstenoch minimera flödesdistorsionen på AIP-randen. Luftintagskanalen som användes som basför optimeringen var fixerad vid inlopps- samt AIP-profilerna, medan deformation tilläts imellanliggande delar, styrt av upp till 7 styrparametrar. Den kanal som användes som bas föroptimeringsprocessen togs fram av FOI, Totalförsvarets Forskningsinstitut, i samband med ettNATO-STO projekt för den obemannade stirdsdrönaren MULDICON. Totalt genomfördes fyra optimeringsprocesser, där 975 kanaler evaluerades, varav den förstaoptimeringen skedde på en något modifierad test-kanal som verifikationssteg, medan de senareoptimeringarna skedde på FOI-kanalen. Två optimeringar genomfördes på marschhöjdsförhållanden på 11km höjd, medan resterande optimeringar genomfördes för start-förhållandenpå standard havsnivå. Metoden gav goda resultat, med maximalt 52,8% relativ minskning av flödesdistorsionenmedan tryckåtervinsten bibehölls inom 0.06% av ursprungliga värdet. Det framgick att metodengav störst förbättring för fallet vid marschhöjd, jämfört med originalkanalen. Det påpekades också att den implementerade metoden har begränsningar och är känslig förkraftiga separationer och flödesinstabiliteter, vilket kan skapa oscillationer i lösaren och därmedge falska resultat. Det påverkade den tredje optimeringsprocessen där den optimala lösningenvar okonvergerad, och därmed inte gav verklig förbättring av kanalens prestanda

This master thesis deals with design of a subsonic intake which is used to supply small jet engine integrate into the fuselage of agile small unmanned aerial vehicle (UAV). Some kinds of these intakes are listed in order to inspire and introduce future designers into this part of jet plane design. This thesis contains a small amount of theory about compressible flow, and necessary knowledge which are important to know before the very first attempt to design an intake. Two models were designed in order to prove that the theory listed in this thesis is useful and can be used as a guide in design process of subsonic intakes. Both designs have the same layout. S-duct design with one intake placed on the belly of fuselage was chosen. After CFD analysis of first model it was found that there are huge area with separated flow and vortex. Separated flow leads to big total pressure loss and pressure distortion. While designing the second model the emphasis was to avoid this vortex and improve flow conditions. This optimization was success and the second design have smaller pressure loss in compare to the first design. The difference is more than 50% at fly speed M=0,8.