Application of the transpiration method for aeroservoelastic prediction using CFD

Stephens, Cole; Arena, Andrew S.; Gupta, K. K.

doi:10.2514/6.1998-2071

Cited by 24 publications

(10 citation statements)

References 12 publications

(12 reference statements)

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“…A straightforward approach to the solution of the coupled fluid-structure system requires changing the fluid grid at each time step, which is computationally very expensive. Therefore, several different approaches have emerged as alternatives to partial regridding in transient aeroelastic computations, among them being dynamic meshes [39], the space-time formulation [40][41][42], the arbitrary/mixed Eulerian-Lagrangian formulation [43,44], the multiple-field formulation [45,46], the transpiration method [7,47], the exponential-decay/transfinite-interpolation (TFI) method [48,49], the modified spring analogy [33], and the finite macroelement method [49,50]. Note that the exponential-decay/ TFI, modified spring analogy, and finite macroelement methods are all available in the CFL3D code for fluid-structural coupling [33,49,50].…”

Section: Computational Methods For Fluid-structure Couplingmentioning

confidence: 99%

Aeroelastic and Aerothermoelastic Behavior in Hypersonic Flow

et al. 2008

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The testing of aeroelastically and aerothermoelastically scaled wind-tunnel models in hypersonic flow is not feasible; thus, computational aeroelasticity and aerothermoelasticity are essential to the development of hypersonic vehicles. Several fundamental issues in this area are examined by performing a systematic computational study of the hypersonic aeroelastic and aerothermoelastic behavior of a three-dimensional configuration. Specifically, the flutter boundary of a low-aspect-ratio wing, representative of a fin or control surface on a hypersonic vehicle, is studied over a range of altitudes using third-order piston theory and Euler and Navier-Stokes aerodynamics. The sensitivity of the computational-fluid-dynamics-based aeroelastic analysis to grid resolution and parameters governing temporal accuracy are considered. In general, good agreement at moderate-to-high altitudes was observed for the three aerodynamic models. However, the wing flutters at unrealistic Mach numbers in the absence of aerodynamic heating. Therefore, because aerodynamic heating is an inherent feature of hypersonic flight and the aeroelastic behavior of a vehicle is sensitive to structural variations caused by heating, an aerothermoelastic methodology is developed that incorporates the heat transfer between the fluid and structure based on computational-fluid-dynamics-generated aerodynamic heating. The aerothermoelastic solution procedure is then applied to the low-aspect-ratio wing operating on a representative hypersonic trajectory. In the latter study, the sensitivity of the flutter margin to perturbations in trajectory angle of attack and Mach number is considered. Significant reductions in the flutter boundary of the heated wing are observed. The wing is also found to be susceptible to thermal buckling. Nomenclature a 1 = speed of sound C L , C M , C D = coefficients of lift and moment about the elastic axis and drag C p = coefficient of pressure CFL = Courant-Friedrichs-Lewy three-dimensional input parameter regulating pseudo-time-step size C w = Chapman-Rubesin coefficient c = reference chord length of the double-wedge airfoil c pw = specific heat of the wall h ht = heat-transfer coefficient k ! = reduced frequency M = freestream Mach number M, K = generalized mass and stiffness matrices of the structure M f = flutter Mach number n = normal vector n m= number of modes p = pressure p 1 = freestream pressure Q = generalized force vector for the structure= heat-transfer rate due to aerodynamic heating, radiation, conduction, and stored energy q i = modal amplitude of mode i q vf = virtual-flutter dynamic pressure q 1 = dynamic pressure Re = Reynolds number S = surface area of the structure T = temperature T AW = adiabatic-wall temperature T E = kinetic energy of the structure T R = radiation equilibrium wall temperature= potential energy of the structure V = freestream velocity v n = normal velocity of airfoil surfaces w = displacement of the surface of the structure x, y, z = spatial coordinates y = law-of-the-wall coordinate Zx; y;...

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Section: Computational Methods For Fluid-structure Couplingmentioning

confidence: 99%

Aeroelastic and Aerothermoelastic Behavior in Hypersonic Flow

et al. 2008

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“…This procedure enables the original aerodynamic mesh to remain unaltered throughout the aeroelastic simulation process. The current procedure has proved to produce accurate results for a wide range of deformations [5]. Once the solution convergence is achieved, the acoustic results [in the shape of sound pressure level (SPL) and acoustic wave frequencies] are directly computed from the unsteady aerodynamic pressure data.…”

Section: Introductionmentioning

confidence: 99%

Aerothermoelastic-Acoustics Simulation of Flight Vehicles

2017

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This paper describes a novel computational-fluid-dynamics-based numerical solution procedure for effective simulation of aerothermoacoustics problems with application to aerospace vehicles. A finite element idealization is employed for both fluid and structure domains, which fully accounts for thermal effects. The accuracies of both the fluid and structure capabilities are verified with flight-and ground-test data. A time integration of the structural equations of motion , with the governing flow equations, is conducted for the computation of the unsteady aerodynamic forces, which uses a transpiration boundary condition at the surface nodal points in lieu of the updating of the fluid mesh. Two example problems are presented herein to that effect. The first one relates to a cantilever wing with a NACA 0012 airfoil. The solution results demonstrate the effect of temperature loading that causes a significant increase in acoustic response. A second example, the hypersonic X-43 vehicle, is also analyzed; and relevant results are presented. The common finite element-based aerothermoelastic-acoustics simulation process, its applicability to the efficient and routine solution of complex practical problems, the employment of the effective transpiration boundary condition in the computational fluid dynamics solution, and the development and public domain distribution of an associated code are unique features of this paper.

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“…In their study they compared the results obtained from their velocity transpiration enabled full potential code with the same full potential ow solver using re-meshing algorithm. In their study the group quantied the dierences in the solutions obtained from two codes when analyzing the NACA 64A006 airfoil with an oscillating trailing edge ap, F-5 ghter wing, and large aspect highlight time savings transpiration provides [17].…”

Section: Velocity Transpirationmentioning

confidence: 99%

Incorporating Nonlinear Aerodynamic Methods Into Transonic Preliminary Design Of A Wing

Thompson

2012

12th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference and 14th AIAA/ISSMO Multidisciplinary Analysis And

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Nonlinear, high delity aerodynamic analysis methods are considered computationally expensive and impractical for use in the preliminary design investigations. In lieu of nonlinear aerodynamic analysis methods, linear aerodynamic analysis tools are often utilized in the execution of preliminary design tasks. Within the preliminary design environment, linear aerodynamic analysis codes are considered accurate in low Mach number ight regimes, but are not considered accurate when analyzing nonlinear ow phenomena. This work demonstrates that nonlinear aerodynamic methods are necessary when developing the preliminary design of a vehicle that operates in the transonic ight regime. An empirical study was carried out where linear and nonlinear aerodynamic methods were utilized independently to optimize a wing that was subjected to stress and rolling moment constraints. Initially, only structural sizing parameters were considered in the design space, but the design space was later expanded to include aerodynamic shape variables. The design investigations executed in this investigation were carried out at Mach numbers 0.50 and 0.89. At Mach 0.50, the linear and nonlin-

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Application of the transpiration method for aeroservoelastic prediction using CFD

Cited by 24 publications

References 12 publications

Aeroelastic and Aerothermoelastic Behavior in Hypersonic Flow

Aeroelastic and Aerothermoelastic Behavior in Hypersonic Flow

Aerothermoelastic-Acoustics Simulation of Flight Vehicles

Incorporating Nonlinear Aerodynamic Methods Into Transonic Preliminary Design Of A Wing

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