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In the present research, the effect of the flexible shells method in unsteady viscous flow around airfoil has been studied. In the presented algorithm, due to the interaction of the aerodynamic forces and the structural stiffness (fluid-structural interaction), a geometrical deformation as the bump is created in the area where the shock occurs. This bump causes instead of compressive waves, a series of expansion waves that produce less drag and also improve the aerodynamic performance to be formed. The purpose of this paper is to reduce wave drag throughout the flight range. By using this method, we can be more effective than recent methods throughout the flight because if there is a shock, a bump will form in that area, and if the shock does not occur, the shape of the airfoil will not change.

In this simulation pressure-based procedure to solve the Navier-Stokes equation with collocated finite volume formulation has been developed. For this purpose, a high-resolution scheme for fluid and structure simulation in transonic flows with an arbitrary Lagrangian-Eulerian method is considered. To simulate Navier-Stokes equations large eddy simulation model for compressible flow is used.

A new concept has been defined to reduce the transonic flow drag. To reduce drag force and increase the performance of airfoil in transonic flow, the shell can be considered flexible in the area of shock on the airfoil surface. This method refers to the use of smart materials in the aircraft wing shell.

The value of the paper is to develop a new approach to improve the aerodynamic performance and reduce drag force and the efficiency of the method throughout the flight. It is noticeable that the new algorithm can detect the shock region automatically; this point was disregarded in the previous studies. It is hoped that this research will open a door to significantly enhance transonic airfoil performance.

The purpose of this paper is to investigate an active flow control technique called Shock Control Bump (SCB) for drag reduction using evolutionary algorithms.

A hierarchical genetic algorithm (HGA) consisting of multi‐fidelity models in three hierarchical topological layers is explored to speed up the design optimization process. The top layer consists of a single sub‐population operating on a precise model. On the middle layer, two sub‐populations operate on a model of intermediate accuracy. The bottom layer, consisting of four sub‐populations (two for each middle layer populations), operates on a coarse model. It is well‐known that genetic algorithms (GAs) are different from deterministic optimization tools in mimicking biological evolution based on Darwinian principle. In HGAs process, each population is handled by GA and the best genetic information obtained in the second or third layer migrates to the first or second layer for refinement.

The method was validated on a real life optimization problem consisting of two‐dimensional SCB design optimization installed on a natural laminar flow airfoil (RAE5243). Numerical results show that HGA is more efficient and achieves more drag reduction compared to a single population based GA.

Although the idea of HGA approach is not new, the novelty of this paper is to combine it with mesh/meshless methods and multi‐fidelity flow analyzers. To take the full benefit of using hierarchical topology, the following conditions are implemented: the first layer uses a precise meshless Euler solver with fine cloud of points, the second layer uses a hybrid mesh/meshless Euler solver with intermediate mesh/clouds of points, the third layer uses a less fine mesh with Euler solver to explore efficiently the search space with large mutation span.

This paper aims to describe a proposal for an innovative method of normal shock wave–turbulent boundary layer interaction (SBLI) and shock-induced separation control.

The concept is based on the introduction of a tangentially moving wall upstream of the shock wave and in the interaction region. The SBLI control mechanism may be implemented as a closed belt floating on an air cushion, sliding over two cylinders and forming the outer skin of the suction side of the airfoil. The presented exploratory numerical study is conducted with SPARC solver (steady 2D RANS). The effect of the moving wall is presented for the NACA 0012 airfoil operating in transonic conditions.

To assess the accuracy of obtained solutions, validation of the computational model is demonstrated against the experimental data of Harris, Ladson & Hill and Mineck & Hartwich (NASA Langley). The comparison is conducted not only for the reference (impermeable) but also for the perforated (permeable) surface NACA 0012 airfoils. Subsequent numerical analysis of SBLI control by moving wall confirms that for the selected velocity ratios, the method is able to improve the shock-upstream boundary layer and counteract flow separation, significantly increasing the airfoil aerodynamic performance.

The moving wall concept as a means of normal shock wave–turbulent boundary layer interaction and shock-induced separation control has been investigated in detail for the first time. The study quantified the necessary operational requirements of such a system and practicable aerodynamic efficiency gains and simultaneously revealed the considerable potential of this promising idea, stimulating a new direction for future investigations regarding SBLI control.

The transonic buffet is a complex aerodynamics phenomenon that imposes severe constraints on the design of high-speed vehicles, including for aircraft and space launchers. The origin of buffet is still debated in the literature, and the control of this phenomenon remains difficult. This paper aims to propose an original scenario to explain the origin of buffet, which in turn opens promising perspectives for its alleviation and attenuation.

This work relies on the use of numerical simulations, with the idea to reproduce the buffet phenomenon in a transonic aileron designed for small space launchers. Two numerical approaches are tested: unsteady Reynolds averaged Navier–Stokes (URANS) and large-eddy simulation (LES). The numerical predictions are first validated against available experimental data, before to be analysed in detail to identify the origin of buffet on the studied configuration. A complementary numerical study is then conducted to assess the possibility to delay the onset of buffet.

The buffet control strategy is based on wall cooling. By adequately choosing the wall temperature, this work shows that it is feasible to delay the emergence of buffet. More precisely, this paper highlights the crucial role of the subsonic flow inside the boundary layer, showing the existence of upstream travelling pressure waves that are responsible for the flow coupling between both sides of the airfoil, at the origin of the buffet phenomenon.

This paper proposes a new scenario to explain the origin of buffet, based on the use of a Fanno and Rayleigh flow analogies. This approach is used to design a control solution based on a modification of the wall temperature, showing very promising results.

The purpose of this paper is to propose the use of the continuous adjoint method as a tool to identify the appropriate location and “type” (suction or blowing) of steady jets used in active flow control systems.

The method is based on continuous adjoint and covers both internal and external aerodynamics. The adjoint equations, including the adjoint to the SpalartAllmaras turbulence model and their boundary conditions are formulated. At the cost of solving the flow and adjoint equations just once, the sensitivity derivatives of the objective function with respect to hypothetical (normal) jet velocities at all wall nodes are computed. Comparisons of the computed sensitivities with finite differences and parametric studies to assess the present method are included.

Though the sensitivities are computed for zero jet velocities, they adequately support decision making on: the recommended location of jet(s), at boundary nodes with high absolute valued sensitivities; and the selection between suction or blowing jets, based on the sign of the computed sensitivities. Regarding adjoint methods, two important findings of this work are: the role of the adjoint pressure which proves to be an excellent sensor in flow control problems; and the prediction accuracy of the proposed adjoint method compared to the commonly made assumption of “frozen turbulence”.

First use of the continuous adjoint method using full differentiation of the turbulence model, in flow control optimization. A low‐cost design tool for recommending some of the most important jet characteristics.

The critical Mach number, lift-to-drag ratio and drag force play important role in the performance of the wings. This paper aims to investigate the effect of taper stacking, which has been used to generalize wing sweeping, on those parameters.

The results obtained are based on steady-state turbulent flowfields computations. The baseline wing is ONERA M6. Various wing planforms are generated by linearly or parabolically varying the spanwise stacking location. The critical Mach number is determined by changing the freestream Mach number for a fixed angle of attack. On the other hand, the analysis of the drag force is carried out by changing the angle of attack to keep the lift force constant.

By changing the stacking location, the critical Mach number and the corresponding lift-to-drag ratio have increased by around 7 and 3%, respectively. A reduction of 12.8% in total drag force has been observed in one of the analyzed cases. Moreover, there exist some cases in which the values of drag reduce significantly while the lift is the same.

The results of this new stacking approach have implied that the drag force can be decreased without decreasing the lift. This outcome is valuable for increasing the range and endurance of an aircraft.

This work generalizes wing sweeping by modifying the taper stacking along the span. In literature, wing sweep is enhanced using segmented stacking of taper distribution. The present study is further enhancing this concept by introducing continuous stacking (infinite number of stacking segments) for the first time.

This study aims to use computational fluid dynamics (CFD) to understand and quantify the overall blockage within a transonic axial flow compressor (AFC), and to develop an efficient collaborative design optimization method for compressor aerodynamic performance and stability in conjunction with a surrogate-assisted optimization technique.

A quantification method for the overall blockage is developed to integrate the effect of regional blockages on compressor aerodynamic stability and performance. A well-defined overall blockage factor combined with efficiency drives the optimizer to seek the optimum blade designs with both high efficiency and wide-range stability. An adaptive Kriging-based optimization technique is adopted to efficiently search for Pareto front solutions. Steady and unsteady numerical simulations are used for the performance and flow field analysis of the datum and optimum designs.

The proposed method not only remarkably improves the compressor efficiency but also significantly enhances the compressor operating stability with fewer CFD calls. These achievements are mainly attributed to the improvement of specific flow behaviors oriented by the objectives, including the attenuation of the shock and weakening of the tip leakage flow/shock interaction intensity.

CFD-based design optimization of AFC is inherently time-consuming, which becomes even trickier when optimizing aerodynamic stability since the stall margin relies on a complete simulation of the performance curve. The proposed method could be a good solution to the collaborative design optimization of aerodynamic performance and stability for transonic AFC.

In this paper, the effectiveness of a number of active devices for the control of shock waves on transonic aerofoils is investigated using numerical solutions of the Reynolds‐averaged Navier‐Stokes equations. A brief description of the flow model and the numerical method is presented including, in particular, the boundary condition modelling and the numerical treatment for surface mass transfer. Comparisons with experimental data have been made where possible to validate the numerical study before some systematic numerical simulations for a parametric study. The effects of surface suction, blowing, and local modification of the surface contour (bump) on aerofoil aerodynamic performance have been studied extensively regarding the control location, the mass flow strength and the bump height. The numerical simulations highlight the benefits and drawbacks of the various control devices for transonic aerodynamic performance and identify the key design parameters for optimisation.

With continuous concerning on the toxic of element Pb, Pb-free solder was gradually used to replace traditional Sn-Pb solder. However, during the transition period from Sn-Pb to Pb-free solder, mixing of Sn-Pb and Pb-free is inevitable occurred in certain products, and in China where Sn-Pb solder was still used extensively in certain areas especially. Correspondingly, understanding reliability of Sn-Pb solder joints was very important, and further studies were needed.

Thermal shock test between −55°C and 125 °C was conducted on Sn-37Pb solder bumps in the BGA package to investigate the microstructure evolution and the growth mechanism of interfacial intermetallic compound (IMC) layer. The effects of thermal shock on the mechanical property and fracture behavior of Sn-37Pb solder bumps were discussed.

Pb-rich phase was coarsened and voids were increased at first; Pb-rich phase was refined and voids were decreased secondly with the increase of thermal shock cycles; the shear strength of solder bumps was slightly decreased after thermal shock, but was back up to 73.67MPa at 2,000 cycles; interfacial IMCs of solder bumps was from typical scallop-type into smooth, the composition of IMCs was from Cu₆Sn₅ into Cu₆Sn₅ and Cu₃S_n after thermal shock with 1,500 and 2,000 cycles; 20.0 per cent of solder bumps at 1,500 cycles and 9.5 per cent of solder bumps at 2,000 cycles were failure respectively.

Compared with the board level test method, the impact shear test for the single solder bump is more convenient and economical and is actively pursued by the industries. The shear strength of solder bumps was slightly decreased after thermal shock, but was back up to 73.67 MPa at 2,000 cycles; 20.0 per cent of solder bumps at 1,500 cycles and 9.5 per cent of solder bumps at 2,000 cycles were failure.

The impact strength of solder joint under high strain rate was evaluated by board level test method. However, the impact shear test of single solder bump was more convenient and economical than the board level test method. With the miniaturization of solder joints, solder joints were more prone to failure under thermal shock and more attention has been paid to the impact reliability of solder joint. But Pb-free solder joints may be paid too much attention and Sn-Pb solder joints may be ignored.

In this study, thermal shock test between −55°C and 125°C was conducted on Sn-37Pb solder bumps in the BGA package to investigate microstructural evolution and growth mechanism of interfacial intermetallic compounds (IMCs) layer. The effects of thermal shock and ball diameter on the mechanical property and fracture behavior of Sn-37Pb solder bumps were discussed.

With the increase of ball size, the same change tendency of shear strength with thermal shock cycles. The shear strength of the solder bumps was the highest after reflow; with the increase of the number of thermal shocks, the shear strength of the solder bumps was decreased. But at the time of 2,000 cycles, the shear strength was increased to the initial strength. Minimum shear strength almost took place at 1,500 cycles in all solder bumps. The differences between maximum shear strength and minimum shear strength were 9.11 MPa and 16.83 MPa, 17.07 MPa and 15.59 MPa in φ0.3 mm and φ0.4 mm, φ0.5 mm and φ0.6 mm, respectively, differences were increased with increasing of ball size. With similar reflow profile, the thickness of IMC decreased as the diameter of the ball increased. The thickness of IMC was 2.42 µm and 2.17 µm, 1.63 µm and 1.77 µm with increasing of the ball size, respectively.

Pb-free solder was gradually used to replace traditional Sn-Pb solder and has been widely used in industry. Nevertheless, some products inevitably used a mixture of Sn-Pb and Pb-free solder to make the transition from Sn-Pb to Pb-free solder. Therefore, it was very important to understand the reliability of Sn-Pb solder joint and more further research works were also needed.