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386 J. AIRCRAFT, VOL. 57, NO. 2: ENGINEERING NOTES 20 15 10 5 0 -5 -10 0 0.1 0.2 0.3 0.4 0.5 0.6 IV. Conclusions The experimental results showed that the AC-SDBD plasma actuation anti-icing technology is different from the traditional hot air anti-icing technology. Its heat does not directly vaporize the supercooled water droplets but produces the coupling effect of dis- charge heat and induced airflow, which retains the supercooled water droplets in liquid state without letting them to freeze into ice. In this case, there is a direct relationship between the placement of the plasma actuators and the aerodynamic characteristics of the airfoil. Compared with flow control, which focuses on the flow structure manipulation, the purpose of the actuator applied in this study was to keep the airfoil surface free of ice accretion; most important, there should be no ice accretion on the key aerodynamic part, i.e., the leading edge of the airfoil. As proved in the original plasma actuator, the shortage of the leading-edge actuator would cause ice accretion over the leading edge. Moreover, it would weaken the heat transfer efficiency of the actuator without the leading-edge heating. For the optimized actuator, (i.e., the plasma actuator wrapped around the leading edge;) the thermal energy deposited at the stagnation point was transferred further downstream over the surface of the airfoil by the plasma induced flow and oncoming free stream flow. The thermal energy transferred in this case was found to be more than the original actuator and this ensured that most of the airfoil was free of ice. It should be noted that the biggest advantage of the AC-SDBD plasma actuator is that it can be simultaneously used for flow control as well as ice mitigation using the same plasma actuator device; i.e., the actuators can be used for icing control in icing conditions and flow control in the nonicing environment. Therefore, future efforts will be focused on using the same actuator for both flow control as well as ice-mitigation to quantitatively estimate the flow control effec- tiveness. For NS-SDBD plasma actuation, it has great potential in high- speed flow control, and so the combination of NS-SDBD plasma flow control and icing control technology is more attractive. Further investigations should be pursued to study the detailed mechanism for NS-SDBD plasma icing control. Acknowledgments This work is supported by the National Natural Science Founda- tion of China (grant no. 11672245), the Aeronautical Science Foun- dation of China (grant no. 2018ZA53), the National Key Laboratory Research Foundation of China (grant no. 9140C420301110C42), and the 111 Project (B17037). References [1] Bragg,M.B.,Gregorek,G.M.,andLee,J.D.,“AirfoilAerodynamicsin Icing Conditions,” Journal of Aircraft, Vol. 23, No. 1, 1986, pp. 76–81. https://doi.org/10.2514/3.45269 [2] Thomas, S. K., Cassoni, R. P., and MacArthur, C. D., “Aircraft Anti- Icing and De-Icing Techniques and Modeling,” Journal of Aircraft, Vol. 33, No. 5, 1996, pp. 841–854. https://doi.org/10.2514/3.47027 [3] Cao, Y. H., Tan, W. Y., and Wu, Z. L., “Aircraft Icing: An Ongoing Threat to Aviation Safety,” Aerospace Science and Technology, Vol. 75, April 2018, pp. 353–385. [4] Whalen, E. A., and Bragg, M. B., “Aircraft Characterization in Icing Using Flight Test Data,” Journal of Aircraft, Vol. 42, No. 3, 2005, pp. 792–794. https://doi.org/10.2514/1.11198 [5] Waldman, R. M., and Hu, H., “High-Speed Imaging to Quantify Tran- sient Ice Accretion Process over an Airfoil,” Journal of Aircraft, Vol. 53, No. 2, 2016, pp. 369–377. https://doi.org/10.2514/1.C033367 [6] Abbas,A.,deVicente,J.,andValero,E.,“AerodynamicTechnologiesto Improve Aircraft Performance,” Aerospace Science and Technology, Vol. 28, No. 1, 2013, pp. 100–132. https://doi.org/10.1016/j.ast.2012.10.008 [7] Venna,S.,Lin,Y.J.,andBotura,G.,“PiezoelectricTransducerActuated Leading Edge De-Icing with Simultaneous Shear and Impulse Forces,” Journal of Aircraft, Vol. 44, No. 2, 2007, pp. 509–515. https://doi.org/10.2514/1.23996 Original Optimized x/c Infrared images of ice accretion over airfoil for different actua- Fig. 5 tors and the plasma-off side for t 143 s, U∞ 40 m∕s, T∞ −10°C, and LWC 1.0g∕m3. form a thin water film while impinging onto the actuator area due to the thermal effect of the plasma actuator. For the original design, the heat generated by the plasma is enough to avoid ice accretion on the actuator surface. However, the heat transferred by incoming and plasma-induced flow failed to keep the water film free of ice over the entire airfoil; as a result fingerlike ice accretion was formed. The region of ice accumulation is about 0.6c from the leading edge. As demonstrated in Fig. 4a, the thermal effect increased the surface temperature in the actuator region, and the temperature near the edge of the exposed electrodes has risen above the frozen temperature. Also, the leading edge would probably result in a flow separation in the downstream area. This kind of separation would decrease the boundary-layer flow velocity, which drives the runback water passing the airfoil surface. Compared with the stream- lined surface, the runback water would be more difficult to drive away by the slower boundary-layer flow in the separation area. Such a condition would lead to more water remaining and freezing on the airfoil surface. For the plasma-on side of the optimized actuator (see Fig. 4b), there is no ice accumulation on the leading edge; a little ice accumu- lation occurs on the trailing edge, and the region of it is about 0.1c from the trailing edge. It demonstrates that the optimized design of the actuator configuration is more effective for anti-icing in compari- son with the original design. Figure 4b demonstrates the local surface temperature of the opti- mized actuator. It can be observed that the surface temperature is significantly higher than that of the original (more than two times). Almost all areas of the IR measurements for the optimized actuator are above the frozen temperature; it is as high as 15°C in some regions, which can be seen in Fig. 5. Figure 3b shows that there is no ice accretion on the leading edge for the optimized design, with minor ice accretion observed on the rear of the airfoil surface, which is due to the accumulation of water at the step of the trailing edge. Figure 5 shows the surface temperature distribution for the original design is below 0°C over the entire surface of the airfoil. However, for the optimized design, 50% of the airfoil surface is above 0°C; and it is much higher than 10°C in some regions. For the optimized actuator, (i.e., the plasma actuator wrapped around the leading edge;) the plasma induced thermal energy concentrated at the stagnation point was transferred downstream over the surface of the airfoil under the influence of plasma induced flow as well as the oncoming flow. Thus, the optimized actuator avoided the ice accretion that was present in the original configuration and ensured that most of the airfoil was free of the ice accretion. Moreover, the optimized actuator could generate more heat to be converted from the leading edge by the incoming flow, and it could further increase the heating efficiency of downstream actuators. Downloaded by IOWA STATE UNIVERSITY on June 29, 2020 | http://arc.aiaa.org | DOI: 10.2514/1.C035697 T (Co)PDF Image | Optimization of Dielectric Barrier Discharge Plasma Actuators for Icing Control
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