• Journal of Industrial Technology
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• v.18
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• pp.335-341
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• 1998

A numerical investigation was performed to determine the effect of a Gurney flap on a NACA 23012 airfoil. A Navier-Stokes code, RAMPANT, was used to calculate the flow field about airfoil. The fully turbulent results were obtained using the standard $k-{\varepsilon}$ two-equation turbulence model. To provide a check case for our computational method, computations were performed for NACA 4412 airfoil which compared with Wedcock's experimental data. Gurney flap sizes of 0.5, 1.0, 1.5, and 2% of the airfoil chord were studied. The numerical solutions showed the Gurney flap increased both lift and drag. These results suggested that the Gurney flap served to increased the effective camber of the airfoil. But Gurney flap provided a significant increase in lift-to-drag ratio relatively at low angle of attack and for high lift coefficient. Also, it turned out that 0.5% chord size of flap was best one among them.

• Journal of Industrial Technology
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• v.22 no.A
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• pp.59-65
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• 2002

The objective of this study is to provide the quantitative and qualitative computational data about the aerodynamic performance of Gurney flap on NACA 00XX airfoils and to show the optimum Gurney flap height for each airfoil. The test was performed on 7 different airfoils from NACA 0006 to NACA0024, which have a 3% chord(=c) thickness interval. For every NACA 00XX airfoil, Gurney flap heights were changed by 0.5% or 0.25% chord interval from 0 to 2.0%c to study their effects. The aerodynamic characteristics of clean and Gurney flap airfoil were compared, and the influences of Gurney flap on each airfoil were compared. As a CFD (Computational Fluid Dynamics) solver, FLUENT, based on Navier-Stokes code, was used to calculate the flow field around the airfoil. The fully-turbulent results were obtained using the standard $k-{\varepsilon}$ two-equation turbulence model. The test results showed that Gurney flap increased the lift coefficient much more than the drag coefficient over a certain range of the lift coefficient, so the lift-to-drag ratio, which is the important index of airfoil performance, was increased. Based on the test results, the relationship between the airfoil thickness and the optimum Gurney flap heights was suggested.

• Journal of Industrial Technology
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• v.20 no.B
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• pp.71-76
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• 2000

A numerical investigation was performed to determine the effect of the Gurney flap on NACA 0015 airfoil. A Navier-Stokes code. FLUENT, was used to calculate the flow field about the airfoil. The fully-turbulent results were obtained using the standard ${\kappa}-{\varepsilon}$ two-equation turbulence model. The numerical solutions showed the Gurney flap increased both lift and drag. These results suggested that the Gurney flap served to increase the effective camber of the airfoil. Gurney flap provided a significant increase in lift-to-drag ratio relatively at low angle of attack and for high lift coefficient. It turned out that 0.75% chord size of flap was best. The numerical results exhibited detailed flow structures at the trailing edge and provided a possible explanation for the increased aerodynamic performance.

• Journal of Mechanical Science and Technology
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• v.14 no.9
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• pp.1013-1019
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• 2000

A numerical investigation was performed to determine the effect of the Gurney flap on a NACA 23012 airfoil. A Navier-Stokes code, RAMPANT, was used to calculate the flow field about the airfoil. Fully-turbulent results were obtained using the standard ${\kappa}-{\varepsilon}$ two-equation turbulence model. The numerical solutions showed that the Gurney flap increased both lift and drag. These results suggested that the Gurney flap served to increase the effective camber of the airfoil. The Gurney flap provided a significant increase in the lift-to-drag ratio relatively at low angle of attack and for high lift coefficient. It turned out that 0.6% chord size of flap was the best. The numerical results exhibited detailed flow structures at the trailing edge and provided a possible explanation for the increased aerodynamic performance.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.35 no.7
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• pp.565-574
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• 2007

The flow control effect of blending Gurney flap with jet flap for flow around an NACA 0012 airfoil was numerically investigated through parameter variation of each flow control mechanism on unstructured meshes. The aerodynamic force and moment variations due to flow control were examined, and the results were compared between the blending control and each individual flow control. The results showed that the blending control required less energy input to achieve the same level of lift increment than that of the jet flap, and at the same time alleviated drag increment caused by introducing the Gurney flap.

• Proceeding of EDISON Challenge
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• 2016.11a
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• pp.23-26
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• 2016

Gurney Flap은 자동차의 스포일러 부분에 장착되는 고속주행용 Flap으로써 항공기에는 제한적으로 사용되고 있다. 매우 짧게 설치되는 특성이 있기 때문에 Flap의 길이를 항공기의 기준으로 10%로 증가시켜 Flap으로써의 역할을 확인해 보고자 실험을 진행하였다. Gurney Flap을 장착한 형상 3가지 모두 기본형의 NACA0012형상보다는 양력과 항력이 모두 증가하는 형상을 보였다. 양항비의 경우는 항력의 증가로 인해서 NACA0012에 비해서 모두 감소하는 것으로 나타났다. Gurney Flap은 고양력장치로 사용하기에는 다소 무리가 있지만, Dogfight와 같이 고항력장치를 사용하는 경우에는 좋은 성능을 기대할 수 있다.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.34 no.1
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• pp.18-23
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• 2006

Flutter analysis of NACA 0012 with Gurney flap was conducted in time domain. Flutter analysis was performed with a conjunction of two governing equations; one is 2D Navier-Stokes equation and, the other is Lagrange equation of two dimensional plunge & pitch model. Both governing equations were coupled by loose-coupling method. From the computed results, the effect of Gurney flap was concluded to move the flutter boundary of NACA 0012 downward, which means flutter occurs at lower speed than that of NACA 0012. Although flutter boundary of gurney flap was above the safety margin when mach number was lower than 0.85, there might be a possibility of crossing the safety margin when mach number was between 0.85 and 0.9. For safety, the effect of gurney flap needs to be investigated carefully before using it.

• Proceedings of the KSME Conference
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• 2000.11b
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• pp.568-572
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• 2000

A numerical investigation was performed to determine the effect of airfoil thickness on the optimum Gurney flap height using NACA 00XX series airfoils. Seven airfoils which have 3% chord thickness difference were used. These were NACA 0006, 0009, 0012, 0015, 0018, 0021, and 0024. A Navier-Stokes code, FLUENT, was used to calculate the flow field about airfoil. The fully turbulent results were obtained using the standard $k-{\varepsilon}$ two-equation turbulence model. To provide a check case fur our computational method, numerical studies for NACA 4412 airfoil were made and compared with already existing experimental data for this airfoil by Wadcock. For every NACA 00XX airfoil, Gurney flap heights ranging from 0.5% to 2.0% chord were changed by 0.5% chord interval and their effects were studied. With the numerical solutions, the relationship between $(L/D)_{max}$ and airfoil thickness as a function of flap height and the relationship between $(L/D)_{max}$ and flap height as a function of airfoil thickness were investigated. The same relationship for $(C_l)_{max}$ also were shown. From these results, the optimum flap size for each airfoil thickness can be determined and vice versa.

• Proceeding of EDISON Challenge
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• 2016.03a
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• pp.619-621
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• 2016

자동차 주행 중 차 문이 열리는 경우에 운전자가 조향을 유지하는 채로 대응하기란 쉽지 않고, 이것이 방치될 경우 대형사고로 이어질 가능성이 생긴다. 따라서 이를 기계적 또는 역학적으로 해결해야 할 필요성이 있으며, 본 연구에서는 고양력 장치중의 하나인 gurney flap을 응용하여 항력 발생장치로 이용함으로써 자동차 문이 더 빨리 닫힐 수 있는지에 대한 연구를 진행하였다. 해석 결과, 문 모서리에 flap, 특히 판형 flap을 장착하였을 때, 그렇지 않았을 때보다 2배에 가까운 항력상승 효과가 나타남을 확인하였다.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.33 no.1
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• pp.11-19
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• 2005

In order to improve dynamic stall characteristics of an oscillating airfoil, optimal design has been performed for fixed nose droop and Gurney flap. Fixed nose droop is known to be very effective to improve pitching moment characteristics but may cause degeneration of aerodynamic lift at the same time. On the other hand, Gurney flap has the opposite characteristics. For fixed nose droop, location and angle are chosen as design variables, while length is defined as design variable for Gurney flap. Higher order response surface methodology and sensitivity based optimal design method are employed to handle highly nonlinear problem such as dynamic stall. Optimal design has been performed so that lift and pitching moment are simultaneously improved. The design results show that aerodynamic characteristics can be remarkably improved through present design approach and the present passive control method is as good as active control method which combines variable nose droop and Gurney flap.