Multidisciplinary Integrated Preliminary Design Applied to Future Green Aircraft Configurations

Werner-Westphal, Christian; Heinze, Wolfgang; Horst, Peter

doi:10.2514/6.2007-655

Cited by 15 publications

(5 citation statements)

References 1 publication

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“…5 The models are based on an Airbus A319 and were generated with the aircraft design synthesis code, Preliminary Aircraft Design and Optimization (PrADO), of TU Braunschweig. 6 PrADO is comprised of dedicated simulation modules that each are assigned to a specific task in the aircraft design process, e.g., mass estimation or wing aerodynamics. The PrADO simulation process can generate all input data that are required for a system noise prediction, e.g., flight trajectories with detailed information on configuration and operation of the aircraft during departure and approach.…”

Section: Aircraft Descriptionsmentioning

confidence: 99%

A Comparison of Aircraft Flyover Auralizations by the Aircraft Noise Simulation Working Group

Rizzi

Legriffon²,

Pieren³

et al. 2020

Aiaa Aviation 2020 Forum

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The Aircraft Noise Simulation Working Group (ANSWr), comprised of NASA, DLR, and ONERA, recently completed an analysis campaign to compare aircraft noise simulation tools, establish guidelines for noise prediction, and launch activities to assess uncertainties associated with the simulation. The campaign included the analyses of two DLR conceptual aircraft, a reference tube-and-wing aircraft, and a low noise aircraft with engines mounted above the fuselage-wing-junction. While the total predicted noise for each of the concepts compared favorably among analyses at the peak level, significant differences were noted at the component level. This paper aims to further that effort by auralizing aircraft flyover noise associated with those predictions. Comparisons are made among the NASA, DLR/Empa, and ONERA generated sounds to determine how differences between the system noise prediction and auralization methods result in changes to the auralized sound.

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Section: Aircraft Descriptionsmentioning

confidence: 99%

A Comparison of Aircraft Flyover Auralizations by the Aircraft Noise Simulation Working Group

Rizzi

Legriffon²,

Pieren³

et al. 2020

Aiaa Aviation 2020 Forum

View full text Add to dashboard Cite

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“…This model is loaded by inertia loads of the payload and the aircraft and by aerodynamic loads calculated with an aerodynamic panel code (see [11] for further details). Because of the fully automated, parametric setup, the program is able to cover a large variety of different aircraft designs (e.g., [12][13][14][15]). As a spin-off, a global aircraft finite-element halfmodel with consistent and physically profound loads is available for further investigation (cf.…”

Section: Load Casesmentioning

confidence: 99%

Evolutionary Multicriteria Design Optimization of Integrally Stiffened Airframe Structures

Hansen¹,

Häusler²,

Horst³

2008

Journal of Aircraft

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In industrial practice, innovative structural aircraft design is, on the one hand, driven by several design criteria like static stress, damage tolerance, and stability, and, on the other hand, by new manufacturing methods and materials, which promise beneficial effects on manufacturing costs and weight. Published optimization approaches are mostly based on pure static stress criteria, albeit the important influence of stability and damage tolerance is neglected. This assumption is perilous but significantly simplifies the investigation. The investigation of unconventional designs under consideration of the preceding criteria is challenging because no analytical or handbook solutions are available. This paper introduces an optimization approach based on an evolution strategy, which incorporates multiple criteria by using nonlinear finite-element analyses for stability and a set of linear analyses for damage-tolerance evaluation. To demonstrate the approach, one design investigation is presented for the window area of a generic aircraft fuselage. The definition of dimensions and the choice of an ideal topology define the optimization problem. The chosen fuselage structure uses an integral design with an innovative combination of window and circumferential frame and is investigated with regard to three load cases that represent relevant in-flight conditions derived from global finite-element analyses. NomenclatureA, B, k, C f , n f , K c = Forman coefficients a = crack length a m , b m , m = shape coefficients of the mass mapping function a u , b u = shape coefficients of the deflection mapping function a SIF , b SIF = shape coefficients of the fatigue-response mapping function C feas , D feas = coefficients of the failure mapping function, feasible state C limit , D limit = coefficients of the failure mapping function, limit state d i = design response i E = Young's modulus G I = energy release rate, mode I G II = energy release rate, mode II g = gravitational acceleration K = stress intensity factor K th = stress intensity factor, threshold value N = load cycle n = load factor p = pressure R = stress ratio t = thickness u = longitudinal displacements at the crack surface v = normal displacements at the crack surface w i = weight factor i X i = longitudinal force at the crack tip Y i = normal force at the crack tip d = exponent of the deflection mapping function SIF = exponent of the fatigue-response mapping function = life span = offspring per generation = population size = Poisson's ratio = density

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“…It is envisioned that such aircraft can operate from small existing airfields in the close vicinity of large cities to spread the more and more saturated air traffic in the urban areas. To this end, a preliminary aircraft design has been created with the aircraft design tool PrADO [4], depicted in Fig. 1.…”

Section: Introductionmentioning

confidence: 99%

Controllability of an aircraft with active high-lift system using a segmentwise controllable flap system

et al. 2018

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Active high-lift aircraft needs exceptional aerodynamic control performance to operate at low airspeed. In this study, a new concept for the improvement of controllability is investigated, incorporating the special capabilities of a blown Coandȃ flap system. The blowing system along the flaps is divided into 12 independently controllable segments. This provides the opportunity to influence the lift distribution along the wingspan by individual blowing performance settings for each segment without changing the flap deflection. This offers the chance to control the airplane in the final approach phase with fully deflected flaps using only the blowing system and to dedicate specific control tasks to particular segments. A model for the blowing system influence on the local wing aerodynamics is implemented in an existing nonlinear full aircraft flight mechanics model. The system capabilities in terms of roll control and the climb performance are investigated by criteria' evaluation and dynamic simulation assessment. The ability to fly turn/altitude change maneuvers by utilizing the active high-lift system is proven and a corresponding control concept is presented. It also includes the compensation of different blowing failure cases, which leads to acceptable but still improvable aircraft reactions.

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Multidisciplinary Integrated Preliminary Design Applied to Future Green Aircraft Configurations

Cited by 15 publications

References 1 publication

A Comparison of Aircraft Flyover Auralizations by the Aircraft Noise Simulation Working Group

A Comparison of Aircraft Flyover Auralizations by the Aircraft Noise Simulation Working Group

Evolutionary Multicriteria Design Optimization of Integrally Stiffened Airframe Structures

Controllability of an aircraft with active high-lift system using a segmentwise controllable flap system

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