Design of a canard configured TransCruiser using CEASIOM

Rizzi, Arthur; Eliasson, Peter; Goetzendorf‐Grabowski, Tomasz; Vos, Jan B.; Zhang, Mengmeng; Richardson, Thomas

doi:10.1016/j.paerosci.2011.08.011

Cited by 19 publications

(17 citation statements)

References 3 publications

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“…The final configuration includes an all-moving canard for longitudinal control. More details on the model design are given, for example, in ' Rizzi et al (2011)'. The aircraft design is driven by the requirement for a design cruise speed in the sonic speed range.…”

Section: Aircraft Test Casesmentioning

confidence: 99%

Virtual Flight Simulation using Computational Fluid Dynamics

Akram¹,

Cristofaro

Ronch

2017

Advanced UAV Aerodynamics, Flight Stability and Control

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The aim of this Chapter is to present recent advances in the development of high-fidelity simulation software for virtual flight testing of unconventional and next-generation aircraft. The accurate and efficient simulation of the full set of physics associated with aircraft flight operations including flight control, aerodynamics, and structural dynamics is discussed. Pivotal to this framework is a novel adaptive design of experiment algorithm for the rapid generation of the aerodynamic database that is developed and demostrated on a complete aircraft with highly nonlinear aerodynamics. Throughout the Chapter, several worked-out examples and problems are introduced to aid the reader to gain competence and proficiency in the methods and computer codes accompanying this Chapter. The Chapter continues with Section 1.1 overviewing the state-of-the-art in virtual flight simulation. It continues in Section 1.2 with a discussion of the aerodynamic model traditionally used for flight simulation. Then, surrogate modelling and adaptive design of experiment are developed in Section 1.3. Finally, advanced models used for virtual flight simulation are presented in Section 1.4.

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Section: Aircraft Test Casesmentioning

confidence: 99%

Virtual Flight Simulation using Computational Fluid Dynamics

Akram¹,

Cristofaro

Ronch

2017

Advanced UAV Aerodynamics, Flight Stability and Control

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“…Its design study revealed that a very large horizontal tail deflection should be applied to trim the aircraft at the design point. 1 The initial design was then investigated further within the SimSAC projects to improve the aircraft stability and control characteristics; the final design became a canard-wing-vertical tail configuration as shown in Fig. 1 (a).…”

Section: Power Plants: Two Turbofansmentioning

confidence: 99%

“…The traditional handbook methods and low-fidelity aerodynamic tools fail to predict accurately the aerodynamic behavior over an extended flight envelope and/or of a novel configuration. 1 The flight tests are expensive, sometimes require risky maneuvers, and become available late in the design cycle. As a result, CFD predictions and wind tunnel experiments play a crucial role in the development of modern aircraft prior to fabrication.…”

Section: Introductionmentioning

confidence: 99%

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Simulation Validation of Static and Forced Motion Flow Physics of a Canard Configured TransCruiser

Ghoreyshi

Korkis-Kanaan

Jirasek

et al. 2015

22nd AIAA Computational Fluid Dynamics Conference

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The basic objective of this work is to validate CFD simulations performed on a transonic cruiser configuration called the TCR. The low speed aerodynamic characteristics of the TCR have previously been investigated at the Russian TsAGI T-103 wind tunnel as part of the European Framework 6 SimSAC project. The experimental results showed that static and dynamic pitch moment curves are very nonlinear. These experimental data are used in this work to validate CFD predictions with an overset grid approach. Two types of wind tunnel tests were conducted: static tests have been done for the angle-of-attack sweeps at zero degrees sideslip and the angle-of-sideslip sweeps at different angles of attack. Dynamic tests include forced sinusoidal oscillations in one of three modes of pitch, yaw, and roll. Both static and dynamic tests were conducted with/without a vertical tail and at different canard deflections. Dynamic tests are small-and large-amplitude motions with frequencies of 0.5, 1.0, and 1.5 Hz. CFD results were predicted with different turbulence models with a single mesh and an overset grid approach, and then compared with experimental data. The effects of the canard downwash flow on the wing aerodynamic performance are investigated. The comparison between the experimental and CFD simulations show that the results match well. The overset mesh with a gap between the canard and fuselage leads to the same predictions as the single grid (without a gap). CFD solutions show that vortices are formed over the canard, fuselage, LEX, wing, and the vertical tail (at sideslip angles). Each vortex appears to have a primary vortex accompanied by a smaller counter-rotating secondary vortex. These vortices are influenced by the canard presence and deflection. At high angles of attack, the canard vortex has two favorable effects in terms of increasing the maximum lift and delaying the wing vortex breakdown. In the range of angles of attack between 18 • to 24 • , the LEX and wing vortices interact and then merge, leading to a sudden change in the slopes of force and moment curves. Finally, CFD data show that increasing the canard angle produces a stronger vortex over the canard, but smaller fuselage and LEX vortices. NomenclatureA 0 motion amplitude, rad a speed of sound, m/s

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“…It is thus a tri-disciplinary analysis brought to bear on the design of the aero-servo-elastic aircraft. 11,12 CEASIOM however does not carry out the initial sizing of a baseline configuration.…”

Section: Flight Control System Design Module Fcsdt 10mentioning

confidence: 99%

Towards a Unified Framework using CPACS for Geometry Management in Aircraft Design

Rizzi

Zhang

Nagel

et al. 2012

50th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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The performance requirements for the next generations of airliners are stringent and require invention and design of unconventional configurations departing from the classical Cayley functional decomposition. The break with tradition calls for higher fidelity physicsbased predictions of performance early on in the project. The paper makes the case for a unified, open, data-centric software environment for aircraft design and describes the merge of the CEASIOM conceptual design software package, developed by a number of partners including KTH, with the CPACS formalized data management system developed at DLR. The system provides multi-fidelity and multi-disciplinary analysis capabilities for concurrent design by geographically distributed expert teams. The data-centric architecture uses the CPACS schema and access mechanisms for management of design data across all disciplines and fidelity levels. This makes the system extensible and mitigates the problems encountered in handing over the model to later design phases. The concepts have been tested by interfacing external modules to CEASIOM/CPACS through a graphical CPACS XML editor, the ACbuilder gateway. Results of comparative analyses on models imported in this way from the RDS and VAMPzero conceptual design packages are reported here. CPACS will be released to the general public in spring '12. The CEASIOM team experience of joining forces via CPACS with DLR is altogether positive and further in-house development of software for aircraft performance prediction and design by the CEASIOM team will use the CPACS system. I. Introduction & Overview A. Classical Conceptual-Preliminary DesignPresent trends in aircraft design towards lighter more flexible airframes flying expanded flight envelopes with augmented stability call for more tightly-coupled multi-disciplinary design procedures to efficiently evaluate the flying qualities of the aero-servo-elastic aircraft. Numerous textbooks 1-4 explain in detail how the entire aircraft design process can be categorized into three distinct phases, each with its own distinct objectives and tasks: (1) conceptual definition at the aircraft level; (2) preliminary definition of its components; and (3), detailed definition for flight. The tools and how they are used, and even the people using them, usually change between the phases.Conceptual design is primarily a search process to formulate a set of design variable quantities, which, according to appropriate modeling principles, define a vehicle that fulfills a set of minimum requirements determined by its mission. The tools for the search are provided by mathematical modeling (usually empirically based) to find a quantified description of the aircraft concept and its size, weight, and performance. The first step sizes the aircraft, i.e calculates the aircraft takeoff gross weight, empty weight and fuel weight so that it achieves the range called for in the design specification. This results in a quantification of design parameters that determine the aircraft configuration involvin...

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Design of a canard configured TransCruiser using CEASIOM

Cited by 19 publications

References 3 publications

Virtual Flight Simulation using Computational Fluid Dynamics

Virtual Flight Simulation using Computational Fluid Dynamics

Simulation Validation of Static and Forced Motion Flow Physics of a Canard Configured TransCruiser

Towards a Unified Framework using CPACS for Geometry Management in Aircraft Design

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