Numerical simulations of dynamic/aerodynamic interactions

Mook, Dean T.; Nayfeh, Ali H.

doi:10.1016/0956-0521(90)90030-o

Cited by 8 publications

(5 citation statements)

References 44 publications

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“…3; see Ref. 8. It appears that around 20-deg angle of attack some sort of partial stall occurs and the numerical results begin to overpredict the lift substantially.…”

Section: A Steady Flowsmentioning

confidence: 92%

Numerical simulation of steady and unsteady, vorticity-dominated aerodynamic interference

Elzebda

Mook

Nayfeh

1994

Journal of Aircraft

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The problem of modeling steady and unsteady aerodynamic interference is discussed. A configuration resembling the X-29 is used as an example. The general unsteady vortex-lattice method is used to model the flowfield. By considering the components operating alone and as members of the complete configuration, we demonstrate the importance of accurately simulating the wakes of the upstream components. The wakes of the canards as well as the canards themselves have a strong negative influence on the lift generated by the main wing; the main wing has a positive influence on the lift generated by the canards. The forward sweep of the main wing tends to focus the generated upwash in the vicinity of the canards. It is shown that the maximum influence of the vorticity shed from the canards does not develop until the shed vorticity convects downstream directly over the main wing. The general unsteady vortex-lattice method appears to be a reasonably accurate model of closely coupled, vorticity-dominated flowfields as long as the lines of the separation are known and vortex bursting does not occur near the wings.

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“…3; see Ref. 8. It appears that around 20-deg angle of attack some sort of partial stall occurs and the numerical results begin to overpredict the lift substantially.…”

Section: A Steady Flowsmentioning

confidence: 92%

Numerical simulation of steady and unsteady, vorticity-dominated aerodynamic interference

Elzebda

Mook

Nayfeh

1994

Journal of Aircraft

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“…35 This method is inherently nonlinear and has been successfully applied to many applications. [37][38][39][40] The velocity associated with each segment in the vortex lattice is calculated by the well-known Biot-Savart law; 36,41 hence, the calculated velocity field away from the vortex sheets is both irrotational and incompressible and decays with distance. For the steady case, we make use of the Prandtl-Glauert transformation 36 equation to include the correction for compressibility.…”

Section: A Uvlmmentioning

confidence: 99%

Dynamic Nonlinear Aeroelastic Analysis of the Joined Wing Configuration

Bhasin¹,

Chen²,

Wang³

et al. 2012

53rd AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference

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The unsteady vortex lattice method (UVLM) is coupled via OpenFSI with MD Nastran's dynamic nonlinear structural solver to study the aeroelastic response of the joined wing configuration in a subsonic regime. Initially, a number of static nonlinear structural analyses are performed on the nonlinear beam model to investigate the nonlinearities associated with the structure. The primary reason for the investigation of the structural nonlinearities is to make intelligible the aeroelastic response of the structure. After a successful validation of UVLM.OpenFSI, a panel based aerodynamic model is splined with the structural model for accurate transfer of forces and displacements at every time step via OpenFSI. A new boundary value problem is solved for the modified aerodynamic model at every time step. Evolution of the wake and its aerodynamic effects are well accounted for. Time domain responses of the lift generated by the joined wing configuration under various loading conditions is obtained. The flutter boundary of the joined wing configuration is calculated by interpolating between the dampings values evaluated for stable and unstable time domain responses. Also presented is the time domain response of the joined wing configuration when subjected to external excitations, predicting the onset of flutter and the post flutter behavior.

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“…A number of other nonlinear effects have already been described in this paper, namely, the geometric stiffness effect in lifting surfaces loaded in plane or subject to signi cant deformation. Aerodynamic nonlinearitiescan be caused by interference,separation, and vortex shedding, 101¡110 rolling up of wakes, 109 or shock oscillations in the transonic regime. 19;20 Emerging computational-uid-dynamic (CFD) and computational-structural-dynamic (CSD) numerical capabilities 102¡105;111¡113 for complex structures undergoing large rigidbody and elastic motions will make the analysis of nonlinear aeroelastic effects on complex new con gurations ying in all ight regimes more feasible.…”

Section: Other Nonlinearitiesmentioning
confidence: 99%

Aeroelasticity of Nonconventional Airplane Configurations-Past and Future
Livne
¹
,
Weisshaar
²

2003
Journal of Aircraft
101
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27
0
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At the end of the rst century of manned, powered ight, it is worthwhile to look backward to understand how innovation in airplane design required developments in aeroelasticity and how aeroelasticity has played a role in shaping the rst 100 years of aircraft design. The insights gained will help to predict how and where aeroelasticity and aeroservoelasticity will in uence the future development of ef cient, more capable, innovative air vehicles, and de ne the needs for technology and tools to enable this future. By de nition, all new aircraft begin as unconventional to a certain extent. Designs that never see universal use remain curiosities, but still help our quest for better vehicles and guide the development of analysis, design, and testing tools. Innovative, nontraditional designs affected by aeroelastic considerations have included oblique wing aircraft, forward-swept wing aircraft, Xwings, ying wings, and large joined wings. Designs that were unusually innovative at the time of their introduction but later became widespread include the swept-back wing jet, the T-tail, and the y-by-wire control con gured vehicle. Control and exploitation of aeroelasticity depends on the continued development of new materials, new structural and aerodynamicconcepts, sensors, actuators, and active control techniques. Such developments must be accompanied by proper integrated analysis/design tools, and, most importantly, by the same human inquisitiveness and creativity that has driven aircraft design for over a century. This paper uses the history of nonconventional airplane con gurations to review some of the steps taken during the past century to establish aeroelastic effects as integrated design features that must be anticipated, controlled, and exploited. The paper goes on to discuss the potential impact of past lessons on emerging airplane con gurations currently in various stages of study and development.

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Numerical simulations of dynamic/aerodynamic interactions

Cited by 8 publications

References 44 publications

Numerical simulation of steady and unsteady, vorticity-dominated aerodynamic interference

Numerical simulation of steady and unsteady, vorticity-dominated aerodynamic interference

Dynamic Nonlinear Aeroelastic Analysis of the Joined Wing Configuration

Aeroelasticity of Nonconventional Airplane Configurations-Past and Future

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