4.2 | Simulated of the aerodynamic test of TWA models

After simulation by Ansys Fluent, the results were shown in the Figure 7 (b) and (c). It shows that the trend of the l and\(\overset{\overline{}}{C_{l}/C_{d}}\) are similar. Thel of the obtuse angle airfoil (OAA) decreases to negative value when the corrugation number is 4, and the data don’t show when the corrugation number of 5-8. So, the l and \(\overset{\overline{}}{C_{l}/C_{d}}\)are the highest when the corrugation angle is obtuse angle and the corrugation number is 1. And thel and \(\overset{\overline{}}{C_{l}/C_{d}}\)of obtuse angle are 50.47% and 67.68% higher than the FPA model (where corrugation number is 0) at 55 Hz, respectively. The l and\(\overset{\overline{}}{C_{l}/C_{d}}\) of obtuse angle are similar at 65 Hz and 75 Hz, which is 76.36% and 90.93% higher than the FPA model. Furthermore, the right angle airfoil (RAA) and the acute angle airfoil (AAA) appear the largest l and\(\overset{\overline{}}{C_{l}/C_{d}}\) when the corrugation number is 5. Compared to the FPA model, the aerodynamic performance of the corrugated airfoils is higher. This is because the corrugated airfoils can lock the vortex into the corrugated groove at the reasonable corrugation number and corrugation angle (Engels et al., 2020; Shahzad et al., 2017). In other words, corrugated airfoils have better performance than the flat plate wing in preventing large-scale flow separation and airfoil stall at lowRe . But continuing to increase corrugation is not beneficial to improve lift. This result show that when the number of corrugations is greater than 5, the l and\(\overset{\overline{}}{C_{l}/C_{d}}\) begins to decrease. When there are too many corrugations, the airflow cannot effectively transition at the boundary layer of the trailing edge, the turbulence will be increased, as shown in Figure 7 (d).