Physical phenomenon

Simulation of wing (profile) in Comsol Multiphysics

Examiner:
Abdulathim AL-Noori Dr. Milos Milosevic, Vanr. Prof.
Faculty of Mechanic –University in Nis
Univerzitetski trg 2, 18000 Nis, Serbija
E-mail: abdula.jj@hotmail.com

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2
 Summery

This study aims to show how a section of an airplane wing is affected by various parameters. The idea is
to mimic reality to the extreme, and to achieve it, the program Cosmol Multiphysics will be used.
This paper also shows the history of modern aircrafts and discusses the different forces and variables
that are applied to a modeled wing and to real ones.

The program Comsol Multiphysics is used to model and simulate physic-based systems. Unique for
Cosmol Multiphysics is its ability to account for coupled systems where the interactions between the
various physical effects are strong, which in the industry is known as multiphysics. In this study the
program was used to create simulations that would mimic real-life effect on the aircraft wing, which are
presented both in tables and graphic elements.

The program will information such as description of the flow, model geometry , fluid properties , etc. to
be entered in order to obtain the equations needed to lug a simulation with so many real-life parameters
it is

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Contents

1. History of flight………………………..………………………………………………………………………………………………….....5

2. Introduction ................................................................................................................................... 14
2.1. Aeroelasticity..........................................................................................................................14
2.2. Wing ...................................................................................................................................... 14
2.3. Comsol Multiphysics.............................................................................................................. 15
2.4. Loads………..…………………………………………………………………………………………………………………….15
2.5. Laminar flow .......................................................................................................................... 17
3. Simulation of airflow over wing .................................................................................................... 14
4. Model 1 (mod1) ............................................................................................................................. 14
4.1. Definitions ............................................................................................................................. 31
4.2. Geometry 1 .......................................................................................................................... 312
4.3. Materials................................................................................................................................ 34
4.4. Creeping Flow (spf)................................................................................................................ 37
4.5. Meshes .................................................................................................................................. 55
5. Study 1 ........................................................................................................................................... 60
5.1. Stationary .............................................................................................................................. 62
5.2. Solver Configurations ............................................................................................................ 63
6. Results ........................................................................................................................................... 64
6.1. Data Sets ................................................................................................................................ 65
6.2. Plot Groups ............................................................................................................................ 66
7. Conclusion ..................................................................................................................................... 68

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1. History of flight
The concept of modern airplane flight as a fixed machine with wings was first recorded in 1799 by
George Caley who spent most of his life improving different types of aircraft models. 1853 decades later
a man named Jean-Marie Le Bris made the first powered flight by having the glider he used pulled by a
horse

Figure 1.0 – The concept of modern airplane flight as a fixed machine with wings was first recorded in
1799.

The Wright brothers flights in 1903 are recognized as "the first sustained and controlled heavier-than-air
powered flight". By 1905, the third wright flyer was the first flight capable of fully controllable, stable
rides for decent periods of time.

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Figure 1.1 – The plane used by the Wright brothers used in 1903.

The first time an airplane was used as a weapon was during world war 1. The airplanes were first used as
a mobile observation platform made for surveillance but in time developed into machines to bring about
casualties. During the second world war the importance of airplanes skyrocketed and the development
of airplanes went extremely fast during and after the war. The first successful commercial jet the Boeing
707 was first released 1958.

Figure 1.3 – Modern airplane, Boing 747.

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Since then there have been many sub-categories to different kinds of airplanes, all of which are
depending on wings of different sizes and shapes. Some of the categories are:

Aeroplanes also called as planes which are used for transportational, researching and military purposes

Seaplanes are flying aircrafts that can land on water, they are also called amphibian aircrafts and there
are two sub categories based on their characteristics, these are: floatplanes and flying boats

Ground effect vehicles which make use of the aerodynamic interactions between the wings and the
ground surface. These are useful fuel-efficient aircrafts.

Airfoil and Angle of attack

Figure 1.4 – The angle of attack are the angle between the chord line and the flight direction(path)

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Figure 1.5 – Technical definition of a wings geometry.

This slide gives technical definitions of a wing's geometry, which is one of the
chief factors affecting airplane lift and drag.The terminology is used throughout the airplane
industry and is also found in the FoilSim interactive airfoil simulation program developed here at
NASA Glenn. Actual aircraft wings are complex three-dimensional objects, but we will start with
some simple definitions. The figure shows the wing viewed from three directions; the upper left
shows the view from the top looking down on the wing, the lower right shows the view from the
front looking at the wing leading edge, and the lower left shows a side view from the left looking
in towards the centerline. The side view shows an airfoil shape with the leading edge to the left.

Top View

The top view shows a simple wing geometry, like that found on a light general aviation aircraft. The front
of the wing (at the bottom) is called the leading edge; the back of the wing (at the top) is called
the trailing edge. The distance from the leading edge to the trailing edge is called the chord, denoted by
the symbol c. The ends of the wing are called the wing tips, and the distance from one wing tip to the
other is called the span, given the symbol s. The shape of the wing, when viewed from above looking
down onto the wing, is called a planform. In this figure, the planform is a rectangle. For a rectangular
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wing, the chord length at every location along the span is the same. For most other planforms, the
chord length varies along the span. The wing area, A, is the projected area of the planform and is
bounded by the leading and trailing edges and the wing tips. Note: The wing area is NOT the total
surface area of the wing. The total surface area includes both upper and lower surfaces. The wing area is
a projected area and is almost half of the total surface area.

Aspect ratio is a measure of how long and slender a wing is from tip to tip. The Aspect Ratio of a wing is
defined to be the square of the span divided by the wing area and is given the symbol AR. For a
rectangular wing, this reduces to the ratio of the span to the chord length as shown at the upper right of
the figure.

AR = s^2 / A = s^2 / (s * c) = s / c

High aspect ratio wings have long spans (like high performance gliders), while low aspect ratio wings
have either short spans (like the F-16 fighter) or thick chords (like the Space Shuttle). There is a
component of the drag of an aircraft calledinduced drag which depends inversely on the aspect ratio. A
higher aspect ratio wing has a lower drag and a slightly higherlift than a lower aspect ratio wing.
Because the glide angle of a glider depends on the ratio of the lift to the drag, a glider is usually
designed with a very high aspect ratio. The Space Shuttle has a low aspect ratio because of high speed
effects, and therefore is a very poor glider. The F-14 and F-111 have the best of both worlds. They can
change the aspect ratio in flight by pivoting the wings--large span for low speed, small span for high
speed.

Front View

The front view of this wing shows that the left and right wing do not lie in the same plane but meet at an
angle. The angle that the wing makes with the local horizontal is called the dihedral angle. Dihedral is
added to the wings for roll stability; a wing with some dihedral will naturally return to its original position
if it encounters a slight roll displacement. You may have noticed that most large airliner wings are
designed with diherdral. The wing tips are farther off the ground than the wing root. Highly
maneuverable fighter planes, on the other hand do not have dihedral. In fact, some fighter aircraft have
the wing tips lower than the roots giving the aircraft a high roll rate. A negative dihedral angle is
called anhedral . Historical Note: The Wright brothers designed their 1903 flyer with a slight anhedral to
enhance the aircraft roll performance.

Side View

A cut through the wing perpendicular to the leading and trailing edges will show the cross-section of the
wing. This side view is called an airfoil, and it has some geometry definitions of its own as shown at the
lower left. The straight line drawn from the leading to trailing edges of the airfoil is called the chord line.
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The chord line cuts the airfoil into an upper surface and a lower surface. If we plot the points that lie
halfway between the upper and lower surfaces, we obtain a curve called the mean camber line. For
a symmetric airfoil (upper surface the same shape as the lower surface) the mean camber line will fall
on top of the chord line. But in most cases, these are two separate lines. The maximum distance
between the two lines is called the camber, which is a measure of the curvature of the airfoil (high
camber means high curvature). The maximum distance between the upper and lower surfaces is called
the thickness. Often you will see these values divided by the chord length to produce a non-dimensional
or "percent" type of number. Airfoils can come with all kinds of combinations of camber and thickness
distributions. NACA (the precursor of NASA) established a method of designating classes of airfoils and
then wind tunnel tested the airfoils to provide lift coefficients and drag coefficients for designers.

Figure 1.6 –Definition of the lift forces.

Lift depends on the density of the air, the square of the velocity, the air's viscosity and
compressibility, the surface area over which the air flows, the shape of the body, and the
body's inclination to the flow. In general, the dependence on body shape, inclination, air viscosity, and
compressibility is very complex.

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One way to deal with complex dependencies is to characterize the dependence by a single
variable. For lift, this variable is called the lift coefficient, designated "Cl." This allows us to
collect all the effects, simple and complex, into a single equation. The lift equation states that
lift L is equal to the lift coefficient Cl times the density r times half of the velocity Vsquared times
the wing area A.

L = Cl * A * .5 * r * V^2

For given air conditions, shape, and inclination of the object, we have to determine a value for Cl
to determine the lift. For some simple flow conditions and geometries and low inclinations,
aerodynamicists can determine the value of Cl mathematically. But, in general, this parameter is
determined experimentally.

In the equation given above, the density is designated by the letter "r." We do not use "d" for
density, since "d" is often used to specify distance. In many textbooks on aerodynamics, the
density is given by the Greek symbol "rho" (Greek for "r"). The combination of terms "density
times the square of the velocity divided by two" is called the dynamic pressure and appears
in Bernoulli's pressure equation.

You can investigate the various factors that affect lift by using the FoilSim III Java Applet. (Have
fun!) Use the browser "Back" button to return to this page. If you want your own copy of FoilSim
to play with, you can download it at no charge

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Figure 1.7 –Reynolds number and Mach number are very important when determined aerodynamic
forces. .

As an object moves through the atmosphere, the gas molecules of the atmosphere near the
object are disturbed and move around the object. Aerodynamic forces are generated between
the gas and the object. The magnitude of these forces depend on the shape of the object,
the speed of the object, the mass of the gas going by the object and on two other important
properties of the gas; the viscosity, or stickiness, of the gas and the compressibility, or
springiness, of the gas. To properly model these effects, aerodynamicists use similarity
parameters, which are ratios of these effects to other forces present in the problem. If two
experiments have the same values for the similarity parameters, then the relative importance of
the forces are being correctly modeled. Representative values for the properties of air are given
on another page, but the actual value of the parameter depends on the state of the gas and on
the altitude.

Aerodynamic forces depend in a complex way on the viscosity of the gas. As an object moves
through a gas, the gas molecules stick to the surface. This creates a layer of air near the
surface, called a boundary layer, which, in effect, changes the shape of the object. The flow of
gas reacts to the edge of the boundary layer as if it was the physical surface of the object. To

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make things more confusing, the boundary layer may separate from the body and create an
effective shape much different from the physical shape. And to make it even more confusing, the
flow conditions in and near the boundary layer are often unsteady (changing in time). The
boundary layer is very important in determining the drag of an object. To determine and predict
these conditions, aerodynamicists rely on wind tunnel testing and very sophisticated computer
analysis.

The important similarity parameter for viscosity is the Reynolds number. The Reynolds number
expresses the ratio ofinertial (resistant to change or motion) forces to viscous (heavy and
gluey) forces. From a detailed analysis of themomentum conservation equation, the inertial
forces are characterized by the product of the density r times the velocity Vtimes the gradient of
the velocity dV/dx. The viscous forces are characterized by the viscosity coefficient mu times
the second gradient of the velocity d^2V/dx^2. The Reynolds number Re then becomes:

Re = (r * V * dV/dx) / (mu * d^2V/dx^2)

Re = (r * V * L) / mu

where L is some characteristic length of the problem. If the Reynolds number of the experiment
and flight are close, then we properly model the effects of the viscous forces relative to the
inertial forces. If they are very different, we do not correctly model the physics of the real
problem and predict incorrect levels of the aerodynamic forces.

Aerodynamic forces also depend in a complex way on the compressibility of the gas. As an
object moves through the gas, the gas molecules move around the object. If the object passes at
a low speed (typically less than 200 mph) the density of the fluid remains constant. But for high
speeds, some of the energy of the object goes into compressing the fluid and changing the
density, which alters the amount of resulting force on the object. This effect becomes more
important as speed increases. Near and beyond the speed of sound (about 330 m/s or 700 mph
on earth), shock waves are produced that affect the lift and drag of the object. Again,
aerodynamicists rely on wind tunnel testing and sophisticated computer analysis to predict these
conditions.

The important similarity parameter for compressibility is the Mach number - M, the ratio of the
velocity of the object to the speed of sound a.

M=V/a

The Mach number appears as a scaling parameter in many of the equations for compressible
flows, shock waves, andexpansions. When wind tunnel testing, you must closely match the
Mach number between the experiment and flight conditions. It is completely incorrect to measure
a drag coefficient at some low speed (say 200 mph) and apply that drag coefficient at twice the
speed of sound (approximately 1400 mph, Mach = 2.0). The compressibility of the air alters the
important physics between these two cases.

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2. Introduction
2.1 Aeroelasticity

Aeroelasticity is a term (and a study) that is used to describe the interactions of aerodynamic, elastic,
and inertial forces. Some of the dynamic aeroelastic phenomena that occur are buffering and flutter.

The Comsol Multiphysics program uses many of the physical phenomena to make the wing model a
more ideal scenario where the wing is affected by many different forces and variables like the ones
mentioned above, this is a necessity in order to recreate an infinite amount of scenarios that can play
out in the world and to widen the depth of our knowledge through model-based examples.

The paper explains and analyses the tests and results made from different kinds of wing models and our
own model made through the Comsol Multiphysics program.

2.2 Wing

Bernoulli's principle discloses how the wing shape is critical to creating the pressure under the wing that
is required to lift the plane. And it is this lift that holds the plain in the air.

Figure 2.0 – Bernoulli's principle.

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When the flow of air meets the wing, it will be split into two streams, one that goes over the wing and
one that goes under the wing. However, it is said that the two air currents will meet simultaneously at
the wings trailing edge. For both streams to reach the trailing edge of the wing simultaneously, the
stream that travels on the upper side of the wing goes faster than the stream flowing at the underside of
the wing. This is because the air flow has a longer distance to travel on the upper side due to the
curvature of the wing.

When the air flow velocity increases, its pressure decreases. These results in the following: the pressure
on the underside of the wing becomes higher relative to the pressure on the upper side of the wing. This
in turn gives us the Bernoulli principle, and thus also the lift.

2.3 Comsol Multiphysics

The Comsol Group was founded in July 1986 in Stockholm, Sweden. 1998 the company’s released the
first version of its flagship product, COMSOL Multiphysics was released. Since then the Comsol Group
have grown to include offices worldwide, supplying software solutions to researchers, technical
enterprises, research labs and universities

Comsol Multiphysic is software which aims to minimize the risk of errors by providing as much reality-
based information as possible to the model you are interested in creating. Based on this model a
simulation is developed to introduce one or more scenarios, depending on the parameters you assign to
the model that was developed in the step before. The goal of the simulations is that they should mimic
real-life effects. To do this Comsol Multiphysics provides you with a verity of scientific models that are
included in the “real world” and therefor also should be included in the simulation provided in Comsol
Multiphysic.

2.4 Loads

There are three different primary loads that determine the weight of the wing and these are the
aerodynamic lift that acts as a force to make the plane fly

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Figure 2.1 - The load due to the fuel stored inside of the wing.

Figure 2.2 - And the load due to the structural weight of the wing.

Figure 2.3 - And the load due to the structural weight of the wing.

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2.5 Laminar flow

Laminar flow can simply be summarized as a smooth streamline with highly ordered molecules. When
discussing aircraft wing, laminar flow refers to an uninterrupted flow of air over the wing. If the
molecules in the streamline become highly disordered, it will result in velocity fluctuations within the
streamline. When this phenomenon appears on a section of the wing, it will result in turbulence.

Note that the streamline described above is referring merely to the air that is in direct contact with the
wing surface. A passenger on the aircraft cannot detect if the flow relating to the wing is laminar or
turbulent.

In Comsol Multiphysics it is possible to include Laminar Flow as an influencing parameter, which was
taken into consideration when presenting the simulating of the wing.

3. Simulation of air flow over wing

CDF stands for Computational Fluid Dynamics Simulations. The CDF module in Comsol Multiphysics can
be used for all fluid applications. In this study the CDF module was used to formulate model equations
and to model the flow over the wing. To ensure that the correct accuracy was achieved the mesh feature
was used in Comsol Multiphysics. The result is presented further down in the study.

4. Model 1 (mod1)

Modeling Instructions

MOD E L W I Z A RD

1 Go to the Model Wizard window. (Figure 4.1)

2 Click the 2D button. (Figure 4.1)

3 Click Next. (Figure 4.1)

4 In the Add physics tree, select Fluid Flow>Fluid-Structure Interaction (fsi). (Figure 4.3)

5 Click Add Selected. (Figure 4.3)

6 Click Next. (Figure 4.3)

7 Find the Studies subsection. In the tree, select Preset Studies>Time Dependent. (Figure 4.5)

8 Click Finish (Figure 4.5)

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Figure 4.0

Figure 4.1

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Figure 4.2

Figure 4.3
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GLOBALDEFINITIONS

Parameters

1 In the Model Builder window, right-click Global Definitions and choose Parameters. (Figure 4.7)
2 In the Parameters settings window (Figure 4.8), locate the Parameters section. (Figure 4.9)
3 In the table, enter the following settings (Figure 4.9) and (Figure 4.10)

Figure 4.4

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Figure 4.5

Figure 4.6
21
Figure 4.7

Figure 4.8

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Figure 4.9

Variables 1

1 Right-click Global Definitions and choose Variables. (Figure 4.11)

2 In the Variables settings window, locate the Variables section. (Figure 4.13)

3. In the table, enter the following settings (Figure 4.13)

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Figure 4.10

24
Figure 4.11

Figure 4.12

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Figure 4.13

GEOMETRY1

1 In the Model Builder window, under Model 1 click Geometry 1. (Figure 4.15)

2 In the Geometry settings window, locate the Units section. (Figure 4.15)

3 From the Length unit list, choose μm. (Figure 4.15)

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Figure 4.14

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Figure 4.15

Rectangle 1

1.Right-click Model 1>Geometry 1 and choose Rectangle. (Figure 4.16)

2.In the Rectangle settings window, locate the Size section. (Figure 4.18)

3.In the Width edit field, type 300. (Figure 4.18)

4.In the Height edit field, type H. (Figure 4.18)

5.Click the Build All button. (Figure 4.18)

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 Figure 4.16

Figure 4.17

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Figure 4.18

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Figure 4.19

4.1 Definitions
4.1.1 Coordinate Systems

Boundary System 1
Coordinate system type Boundary system
Identifier sys1

Settings
Name Value
Coordinate names {t1, n, to}
Create first tangent direction from Global Cartesian

Geometry 1

1 Right-click Geometry 1 and choose Bezier polygon1 (Figure 4.20)

2 You can draw airfoil in the rectangle with Bezier polygon (Figure 4.20)

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The geometry should look like that in the figure below.

Figure 4.20

Figure 4.21

4.2 Geometry 1
units
Length unit m
Angular unit deg

Geometry statistics

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 Property Value
Space dimension 2
Number of domains 2
Number of boundaries 7

4.2.1 Rectangle 1 (r1)

Position

Name Value
Position {0, 0}
Width 100
Height 50
Size {100, 50}

4.2.2 Bézier Polygon 1 (b1)

Polygon segments

Name Value
Control points {{20, 15, 5, 20}, {15, 15, 15, 15}}
Degree {2, 1}
Weights {1, 0.7071067811865475, 1, 1, 1}
Valid vertex coordinates {{20, 15}, {5, 15}, {20, 15}}

4.2.3 Bézier Polygon 2 (b2)

Polygon segments
Name Value
Control points {{30, 20, 15, 30, 45, 45, 90, 30}, {15, 15, 25, 30, 30, 30, 10, 15}}
Degree {3, 3, 1}
Weights {1, 1, 1, 1, 1, 1, 1, 1, 1, 1}
Valid vertex coordinates {{30, 15}, {30, 30}, {90, 10}, {30, 15}}

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4.3 Materials

1 In the Model Builder window, under Model 1 right-click Materials and choose Material 1 (Figure 4.22)

2 Right –click Material 1 and click in open material browser (Figure 4.25)

3 In the open Material browser, locate Recent Material, and right-click Recent Materials and chose Air
(Figure 4.26)

Figure 4.22

Figure 4.23

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4.3.1 Air

Figure 4.24

Air

Figure 4.25
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Figure 4.26

Selection

Geometric entity level Domain

Selection Domains 1–2

Material parameters

Name Value Unit

Dynamic viscosity eta(T[1/K])[Pa*s] Pa*s
Density rho(pA[1/Pa],T[1/K])[kg/m^3] kg/m^3

Basic Settings

Description Value
Relative permeability {{1, 0, 0}, {0, 1, 0}, {0, 0, 1}}
Relative permittivity {{1, 0, 0}, {0, 1, 0}, {0, 0, 1}}
Dynamic viscosity eta(T[1/K])[Pa*s]
Ratio of specific heats 1.4

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Description Value
Electrical conductivity {{0[S/m], 0, 0}, {0, 0[S/m], 0}, {0, 0, 0[S/m]}}
Heat capacity at constant pressure Cp(T[1/K])[J/(kg*K)]
Density rho(pA[1/Pa], T[1/K])[kg/m^3]
Thermal conductivity {{k(T[1/K])[W/(m*K)], 0, 0}, {0, k(T[1/K])[W/(m*K)], 0}, {0,
0, k(T[1/K])[W/(m*K)]}}
Speed of sound cs(T[1/K])[m/s]

4.4 Creeping Flow (spf)

Figure 4.27

Creeping Flow

Selection

Geometric entity level Domain

Selection Domains 1–2

Equations

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Settings

Description Value
Neglect inertial term (Stokes flow) On
Allow turbulence properties 0
Show equation assuming std1/stat

4.4.1 Fluid Properties 1

1 In the Model Builder window, under Model 1 and chose Fluied structure interaction. (Figure 4.28)

2 right-click fluid structure interaction and chose Laminar Flow then click Fluid properties. (Figure 4.28)

3 Under fluid properties, click in the past selection and chose the domains 1-2 (Figure 4.29)

Figure 4.28

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Figure 4.29

Figure 4.30

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 Figure 4.31

Fluid Properties 1

Selection

Geometric entity level Domain

Selection Domains 1–2

Equations

Properties from material

Property Material Property group

Density Air Basic
Dynamic viscosity Air Basic

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Variables

Name Expression Unit Description Selection

spf.rho model.input.rho kg/m^3 Density Domains 1–2
spf.fp1.minput_te model.input.minput_tem K Temperature Domains 1–2
mperature perature
spf.fp1.minput_pr model.input.minput_pres Pa Absolute pressure Domains 1–2
essure sure
spf.mu model.input.mu Pa*s Dynamic viscosity Domains 1–2
spf.divu ux+vy 1/s Divergence of velocity Domains 1–2
field
spf.sr sqrt(0.5*(4*ux^2+2*(uy+ 1/s Shear rate Domains 1–2
vx)^2+4*vy^2)+eps)
spf.Fx 0 N/m^3 Volume force, x Domains 1–2
component
spf.Fy 0 N/m^3 Volume force, y Domains 1–2
component
spf.Fz 0 N/m^3 Volume force, z Domains 1–2
component
spf.U sqrt(u^2+v^2) m/s Velocity magnitude Domains 1–2
spf.vorticityx 0 1/s Vorticity field, x Domains 1–2
component
spf.vorticityy 0 1/s Vorticity field, y Domains 1–2
component
spf.vorticityz vx-uy 1/s Vorticity field, z Domains 1–2
component
spf.vort_magn sqrt(spf.vorticityx^2+spf. 1/s Vorticity magnitude Domains 1–2
vorticityy^2+spf.vorticityz
^2)
spf.cellRe 0.25*spf.rho*sqrt(u^2+v 1 Cell Reynolds number Domains 1–2
^2)*h/spf.mu
spf.nu spf.mu/spf.rho m^2/s Kinematic viscosity Domains 1–2
spf.betaT d(spf.rho,p)/spf.rho 1/Pa Isothermal Domains 1–2
compressibility
coefficient
spf.T_stressx 2*spf.mu*ux*spf.nxmesh N/m^2 Total stress, x Boundaries
+spf.mu*(uy+vx)*spf.nym component 1–7
esh-
2*spf.divu*spf.mu*spf.nx

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Name Expression Unit Description Selection
mesh/3-p*spf.nxmesh
spf.T_stressy spf.mu*(vx+uy)*spf.nxme N/m^2 Total stress, y Boundaries
sh+2*spf.mu*vy*spf.nym component 1–7
esh-
2*spf.divu*spf.mu*spf.ny
mesh/3-p*spf.nymesh
spf.T_stressz spf.nzmesh*(- N/m^2 Total stress, z Boundaries
2*spf.divu*spf.mu/3-p) component 1–7
spf.K_stressx spf.mu*(2*ux*spf.nxmes N/m^2 Viscous stress, x Boundaries
h+(uy+vx)*spf.nymesh- component 1–7
2*spf.divu*spf.nxmesh/3
)
spf.K_stressy spf.mu*((vx+uy)*spf.nxm N/m^2 Viscous stress, y Boundaries
esh+2*vy*spf.nymesh- component 1–7
2*spf.divu*spf.nymesh/3
)
spf.K_stressz - N/m^2 Viscous stress, z Boundaries
2*spf.divu*spf.mu*spf.nz component 1–7
mesh/3
spf.upwind_helpx 0 m/s Domains 1–2
spf.upwind_helpy 0 m/s Domains 1–2
spf.upwind_helpz 0 m/s Domains 1–2
spf.K_stress_tenso spf.mu*(2*ux- N/m^2 Viscous stress tensor, Domains 1–2
rxx 2*spf.divu/3) xx component
spf.K_stress_tenso spf.mu*(vx+uy) N/m^2 Viscous stress tensor, Domains 1–2
ryx yx component
spf.K_stress_tenso 0 N/m^2 Viscous stress tensor, Domains 1–2
rzx zx component
spf.K_stress_tenso spf.mu*(uy+vx) N/m^2 Viscous stress tensor, Domains 1–2
rxy xy component
spf.K_stress_tenso spf.mu*(2*vy- N/m^2 Viscous stress tensor, Domains 1–2
ryy 2*spf.divu/3) yy component
spf.K_stress_tenso 0 N/m^2 Viscous stress tensor, Domains 1–2
rzy zy component
spf.K_stress_tenso 0 N/m^2 Viscous stress tensor, Domains 1–2
rxz xz component
spf.K_stress_tenso 0 N/m^2 Viscous stress tensor, Domains 1–2
ryz yz component

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 Name Expression Unit Description Selection
spf.K_stress_tenso -2*spf.mu*spf.divu/3 N/m^2 Viscous stress tensor, Domains 1–2
rzz zz component
spf.K_stress_tenso spf.mu*(2*test(ux)- N/m^2 Viscous stress tensor Domains 1–2
r_testxx 2*(test(ux)+test(vy))/3) test, xx component
spf.K_stress_tenso spf.mu*(test(vx)+test(uy) N/m^2 Viscous stress tensor Domains 1–2
r_testyx ) test, yx component
spf.K_stress_tenso 0 N/m^2 Viscous stress tensor Domains 1–2
r_testzx test, zx component
spf.K_stress_tenso spf.mu*(test(uy)+test(vx) N/m^2 Viscous stress tensor Domains 1–2
r_testxy ) test, xy component
spf.K_stress_tenso spf.mu*(2*test(vy)- N/m^2 Viscous stress tensor Domains 1–2
r_testyy 2*(test(ux)+test(vy))/3) test, yy component
spf.K_stress_tenso 0 N/m^2 Viscous stress tensor Domains 1–2
r_testzy test, zy component
spf.K_stress_tenso 0 N/m^2 Viscous stress tensor Domains 1–2
r_testxz test, xz component
spf.K_stress_tenso 0 N/m^2 Viscous stress tensor Domains 1–2
r_testyz test, yz component
spf.K_stress_tenso - N/m^2 Viscous stress tensor Domains 1–2
r_testzz 2*spf.mu*(test(ux)+test( test, zz component
vy))/3
spf.res_u px-(d(2*ux- N/m^3 Equation residual Domains 1–2
2*spf.divu/3,x)+d(uy+vx,y
))*spf.mu-spf.Fx
spf.res_v py-(d(vx+uy,x)+d(2*vy- N/m^3 Equation residual Domains 1–2
2*spf.divu/3,y))*spf.mu-
spf.Fy
spf.res_p spf.rho*spf.divu+u*d(spf. kg/(m^3*s) Pressure equation Domains 1–2
rho,x)+v*d(spf.rho,y) residual

4.4.2 Wall 2

1 In the Model Builder window, under Model 1 and chose Fluied structure interaction. (Figure 4.32)

2 Right-click fluid structure interaction and chose Laminar Flow then click Wall 2 (Figure 4.32)

3 Under Wall2, click in the past selection and chose the domains 2-3 and click OK. (Figure 4.32)

4 right-click fluid structure interaction and chose Laminar Flow then click Initial Values 1 (Figure 4.35)

43
5 Under initial Values1, click in the past selection and chose the domains 1-2 and click OK. (Figure 4.35)

Figure 4.32

Figure 4.33

44
 Figure 4.34

Wall 1

Selection

Geometric entity level Boundary

Selection Boundaries 2–3

Equations

Variables

Na Expression Unit Description Selection

me
spf.ubndx 0 m/s Velocity at boundary, x component Boundaries 2–3
spf.ubndy 0 m/s Velocity at boundary, y component Boundaries 2–3
spf.ubndz 0 m/s Velocity at boundary, z component Boundaries 2–3

45
4.4.3 Initial Values 1

Figure 4.35

Figure 4.36

46
Initial Values 1

Selection

Geometric entity level Domain

Selection Domains 1–2

4.4.4 Wall 3

Figure 4.37

47
 Figure 4.38

Wall 2

Selection

Geometric entity level Boundary

Selection No boundaries

Equations

4.4.5 Inlet 1

1 In the Model Builder window, under Model 1 and chose Fluied structure interaction. (Figure 4.39)

2 Right-click fluid structure interaction and chose Laminar Flow then click Inlet1. (Figure 4.39)

3 Under Inlet 1, click in the past selection and chose the domains 1and click OK. (Figure 4.39)

4 Right-click fluid structure interaction and chose Laminar Flow then click outlet1. (Figure 4.40)

5 Under Outlet 1, click in the past selection and chose the domains 4 and click OK. (Figure 4.41)

6 Right-click fluid structure interaction and chose Laminar Flow then click Interior Wall. (Figure 4.43)

7 Under Interior Wall, click in the past selection and chose the domains 5-6 and click OK. (Figure 4.44)

48
Figure 4.39

Figure 4.40

Inlet 1

Selection

Geometric entity level Boundary

Selection Boundary 1

Equations

49
Settings

Settings

Description Value
Normal inflow velocity 2

Variables

Name Expression Unit Description Selection

spf.ubndx -nojac(spf.nxmesh)*spf.U0in m/s Velocity at Boundary 1
boundary, x
component
spf.ubndy -nojac(spf.nymesh)*spf.U0in m/s Velocity at Boundary 1
boundary, y
component
spf.ubndz -nojac(spf.nzmesh)*spf.U0in m/s Velocity at Boundary 1
boundary, z
component
spf.U0in 2 m/s Normal inflow Boundary 1
velocity

50
4.4.6 Outlet 1

Figure 4.40

Figure 4.41

51
 Figure 4.42

Outlet 1

Selection

Geometric entity level Boundary

Selection Boundary 5

Equations

Variables

Name Expression Unit Description Selection

spf.p0 0 Pa Pressure Boundary 5

52
4.4.7 Interior Wall 1

Figure 4.43

Figure 4.44
53
 Figure 4.45

Interior Wall 1

Selection

Geometric entity level Boundary

Selection Boundaries 4, 6–7

Equations

Variables

Name Expression Unit Description Selection

spf.ubndx 0 m/s Velocity at Boundaries 4,
boundary, x 6–7
component
spf.ubndy 0 m/s Velocity at Boundaries 4,
boundary, y 6–7
component
spf.ubndz 0 m/s Velocity at Boundaries 4,
boundary, z 6–7
component

54
 Name Expression Unit Description Selection
spf.T_stress_ -2*up(spf.mu)*d(up(u),x)*spf.nxmesh- N/m^2 Total stress, x Boundaries 4,
ux up(spf.mu)*(d(up(u),y)+d(up(v),x))*spf.ny component 6–7
mesh-
up(spf.mu)*d(up(0),x)*spf.nzmesh+2*up(s
pf.divu)*up(spf.mu)*spf.nxmesh/3+up(p)*
spf.nxmesh
spf.T_stress_ - N/m^2 Total stress, y Boundaries 4,
uy up(spf.mu)*(d(up(v),x)+d(up(u),y))*spf.nx component 6–7
mesh-
2*up(spf.mu)*d(up(v),y)*spf.nymesh-
up(spf.mu)*d(up(0),y)*spf.nzmesh+2*up(s
pf.divu)*up(spf.mu)*spf.nymesh/3+up(p)*
spf.nymesh
spf.T_stress_ -up(spf.mu)*d(up(0),x)*spf.nxmesh- N/m^2 Total stress, z Boundaries 4,
uz up(spf.mu)*d(up(0),y)*spf.nymesh+2*up(s component 6–7
pf.divu)*up(spf.mu)*spf.nzmesh/3+up(p)*
spf.nzmesh
spf.T_stress_ 2*down(spf.mu)*d(down(u),x)*spf.nxmes N/m^2 Total stress, x Boundaries 4,
dx h+down(spf.mu)*(d(down(u),y)+d(down(v) component 6–7
,x))*spf.nymesh+down(spf.mu)*d(down(0)
,x)*spf.nzmesh-
2*down(spf.divu)*down(spf.mu)*spf.nxme
sh/3-down(p)*spf.nxmesh
spf.T_stress_ down(spf.mu)*(d(down(v),x)+d(down(u),y) N/m^2 Total stress, y Boundaries 4,
dy )*spf.nxmesh+2*down(spf.mu)*d(down(v) component 6–7
,y)*spf.nymesh+down(spf.mu)*d(down(0),
y)*spf.nzmesh-
2*down(spf.divu)*down(spf.mu)*spf.nyme
sh/3-down(p)*spf.nymesh
spf.T_stress_ down(spf.mu)*d(down(0),x)*spf.nxmesh+ N/m^2 Total stress, z Boundaries 4,
dz down(spf.mu)*d(down(0),y)*spf.nymesh- component 6–7
2*down(spf.divu)*down(spf.mu)*spf.nzme
sh/3-down(p)*spf.nzmesh

4.5 Meshes

Free Triangular 1

1 In the Model Builder window, under Model 1 right-click Mesh 1 and choose Free Triangular.
(Figure 4.46)

2 In the Free Triangular settings window, locate the Domain Selection section. (Figure 4.47)
55
3 From the Geometric entity level list, choose Entire geometry. (Figure 4.47)

Size

1 In the Model Builder window, under Model 1>Mesh 1 click Size. (Figure 4.48)

2 In the Size settings window, locate the Element Size section. (Figure 4.48)

3 From the Predefined list, choose Fine. (Figure 4.48)

4 From the Calibrate for list, choose Fluid dynamics. (Figure 4.49)

5 Click the Build All button. (Figure 4.49)

4.5.1 Mesh 1

Figure 4.46

56
Figure 4.47

57
Figure 4.48

Figure 4.49
58
Figure 4.50

Mesh 1

Size (size)

Settings

Name Value
Calibrate for Fluid dynamics
Maximum element size 1.75
Minimum element size 0.05
Resolution of curvature 0.3
Maximum element growth rate 1.13

59
 Name Value
Predefined size Fine

4.5.1 Mesh 1

Figure 4.51

5. Study 1
STUDY1

Step 1: Time Dependent

1 In the Model Builder window, expand the Study 1 node, then click Step 1: Time Dependent (Figure 5.0)

2.In the Time Dependent settings window, locate the Study Settings section. (Figure 5.0)

3.In the Times edit field, type range(0,0.005,0.75) range(1,0.25,4). (Figure 5.0)

4.Select the Relative tolerance check box. (Figure 5.0)

5.In the associated edit field, type 0.0001. (Figure 5.0)

6.In the Model Builder window, right-click Study 1 and choose Compute. (Figure 5.1)

60
Figure 5.0

61
Figure 5.1

5.1 Stationary

Mesh selection

Geometry Mesh
Geometry 1 (geom1) mesh2

Physics selection

Physics Discretization
Creeping Flow (spf) physics

62
5.2 Solver Configurations

5.2.1 Solver 1

Compile Equations: Stationary (st1)

Study and step

Name Value
Use study Study 1
Use study step Stationary

Dependent Variables 1 (v1)

General

Name Value
Defined by study step Stationary

Initial values of variables solved for

Name Value
Solution Zero

Values of variables not solved for

Name Value
Solution Zero

mod1.u (mod1_u)
General

Name Value
Field components {mod1.u, mod1.v}

63
mod1.p (mod1_p)
General

Name Value
Field components mod1.p

Stationary Solver 1 (s1)

General

Name Value
Defined by study step Stationary

Fully Coupled 1 (fc1)

General

Name Value
Linear solver Direct 1

Direct 1 (d1)
General

Name Value
Solver PARDISO

6. Results

Flow and Stress (fsi)

The first default plot shows the velocity field together with the von Mises stress.

1 In the Model Builder window, under Results right-click Flow and Stress (fsi) and

choose Plot.

64
Proceed to reproduce Figure 2, which shows the streamlines instead of the arrows.

2 Right-click Results>Flow and Stress (fsi)>Arrow Surface 1 and choose Disable.

3 Right-click Flow and Stress (fsi) and choose Streamline.

4 In the Streamline settings window, click Replace Expression in the upper-right corner

of the Expression section. From the menu, choose Fluid-Structure Interaction

(Laminar Flow)>Velocity field (Spatial) (u_fluid,...,v_fluid) .

5 Locate the Streamline Positioning section. From the Positioning list, choose Start

point controlled.

6 From the Entry method list, choose Coordinates.

7 In the x edit field, type 0^(range(1,15)) 125*1^(range(1,2)).

8 In the y edit field, type range(0,100/14,100) 20 5.

9 Locate the Coloring and Style section. From the Color list, choose Red.

10 Click the Plot button.

To animate flow around the structure, do the following:

Export

In the Model Builder window, under Results right-click Export and choose Player.

6.1 Data Sets

Solution 1
Selection

Geometric entity level Domain

Selection Geometry geom1

65
Solution

Name Value
Solution Solver 1
Model Save Point Geometry 1

6.2 Plot Groups

1.1.1 Velocity (spf)

Figure 6.0 - Surface: Velocity magnitude (m/s)

66
 6.2.2 Pressure (spf)

Figure 6.1 - Contour: Pressure (Pa)

67
 7. Conclusion
Comsol Multiphysics succeeded in what it promised. Airflow effects on an aircraft's wing could be
accounted for accurately. The program provides many possibilities, such as the great freedom to design
models and the high wet ability of simulation variability.

The foregoing provides opportunities for the user, who in a safe environment and in faster time can
achieve study results that would otherwise outlay much more time and resources.

The wings layout and the different variables that affect the lift force of the airplane are all relative, in
order to provide a good source of information on how efficient a wing model can be without any
unnecessary costs or risks we depend on Comsol Metaphysics to obtain information.

The View Window contains a schematic drawing of the wing that you are designing and some buttons to
control the schematic drawing.

Shows the wing as viewed looking along the leading edge. The cross section appears as an airfoil or circle
with the flow going from left to right. You can move the picture within the window by moving the cursor
into the window, holding down the left mouse button, and dragging the airfoil to a new location. You can
also "Zoom" in close to the airfoil by using the green slider at the left of the window. If you get lost,
pushing the red Find button will return the airfoil to the initial position.

Shows the wing as viewed from above looking down onto the planform. The flow is from bottom to top.
Since FoilSim only solves for the two-dimensional flow past objects, you won't see any flow in this view.
It is provided only to display the geometry of the wing area.

Shows particles flowing past the airfoil. The particles are drawn as line "traces". The inclination of the
trace is at the local flow angle, and the left most part of the trace is the particle location. Particles are
being periodically released from a constant stream wise location upstream of the airfoil. The stream wise
distance between any two particles is proportional to the local velocity.

Shows only the geometry of the wing or airfoil with some descriptive labels but with no flow field.

68