Preliminary aeroelastic design of composite wings subjected to critical gust loads

Rajpal, D.; Gillebaart, E.; Breuker, Roeland De

doi:10.1016/j.ast.2018.11.051

Cited by 26 publications

(14 citation statements)

References 40 publications

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“…Such operations are computationally expensive, and therefore it is often difficult to include transient analysis in an optimisation process (Kang et al 2006). Nonetheless, this process has been implemented in dedicated tools like the TU Delft Proteus aeroelastic code (Rajpal et al 2019) and Airbus Lagrange tool (Petersson 2009). The equivalent static load method formalised by Kang et al (2001) is used in this paper to bypass this issues.…”

Section: Dynamic Loads and Equivalent Static Loadmentioning

confidence: 99%

Static and dynamic aeroelastic tailoring with composite blending and manoeuvre load alleviation

Bordogna¹,

Lancelot²,

Bettebghor³

et al. 2020

Struct Multidisc Optim

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In aircraft design, proper tailoring of composite anisotropic characteristics allows to achieve weight saving while maintaining good aeroelastic performance. To further improve the design, dynamic loads and manufacturing constraints should be integrated in the design process. The objective of this paper is to evaluate how the introduction of continuous blending constraints affects the optimum design and the retrieval of the final stacking sequence for a regional aircraft wing. The effect of the blending constraints on the optimum design (1) focuses on static and dynamic loading conditions and identifies the ones driving the optimization and (2) explores the potential weight saving due to the implementation of a manoeuvre load alleviation (MLA) strategy. Results show that while dynamic gust loads can be critical for wing design, in the case of a regional aircraft, their influence is minimal. Nevertheless, MLA strategies can reduce the impact of static loads on the final design in favour of gust loads, underlining the importance of considering such load-cases in the optimisation. In both cases, blending does not strongly affect the load criticality and retrieve a slightly heavier design. Finally, blending constraints confirmed their significant influence on the final discrete design and their capability to produce more manufacturable structures.

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Section: Dynamic Loads and Equivalent Static Loadmentioning

confidence: 99%

Static and dynamic aeroelastic tailoring with composite blending and manoeuvre load alleviation

Bordogna¹,

Lancelot²,

Bettebghor³

et al. 2020

Struct Multidisc Optim

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“…Since the wing has to be tested in a wind-tunnel environment, the load cases are defined in terms of static angle of attack with the aim of mimicking the usual 1g, 2.5g and −1g load conditions. Besides, given that dynamic wind-tunnel tests are envisioned by means of the gust generator available at TUD, a critical gust assessment is performed for the first load case [27]. This means that on top of the static load, the effect of several 1-cosine gusts on the wing is assessed.…”

Section: Fig 5 Wing Planform With Layout Of Spars Ribs and Tip Massmentioning

confidence: 99%

Multi-Fidelity Design of an Aeroelastically Tailored Composite Wing for Dynamic Wind-Tunnel Testing

Mitrotta

Rajpal²,

Sodja³

et al. 2020

AIAA Scitech 2020 Forum

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Aeroelastic tailoring offers an effective way to exploit the anisotropic properties of the composite materials used in lightweight aerospace structures. This paper presents a design methodology for experimental wings that employ a typical wingbox structure. The proposed methodology combines three different analysis tools: P , a low-fidelity aeroelastic framework with tailoring capabilities, O BLESS, an open-source toolbox for optimization of blended stacking sequences and MSC N , a commercial software commonly used in industry for aeroelastic analyses. An experimental wing is designed using the proposed framework. The developed design is manufactured using carbon fibre pre-preg and hand layup technique. Finally, the manufactured wing is tested in the wind-tunnel at speeds up to 25 m/s. Both static and dynamic tests are performed, where for the latter a gust generator is used. The experimental results provide a source of comparison for the numerical models used in the proposed design methodology.

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“…For this task, the code was enabled with a Fluid-Structure Interaction (FSI) algorithm responsible for coupling the structural and aerodynamic models by recurring to a loosely coupled scheme (where despite fluid and structure models being solved separately, the solution only advances in time when convergence between fluid and structure models is reached) that ensures consistency, but not energy conservation. Despite the use of low-medium fidelity aerodynamic (3D panel method with viscous and compressibility corrections) and structural (3D condensed beam model based on wing-box mass and inertia calculations) models, their applicability to preliminary design is adequate since they capture the main physical phenomena and allow exploring the design space [35,36]. The aerodynamic, structural and aeroelastic models were benchmarked [33,34] with existing data available in the literature.…”

Section: Aeroelastic Frameworkmentioning

confidence: 99%

On the Design of Aeroelastically Scaled Models of High Aspect-Ratio Wings

et al. 2020

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Recently, innovative aircraft designs were proposed to improve aerodynamic performance. Examples include high aspect ratio wings to reduce the aerodynamic induced drag to achieve lower fuel consumption. Such solution when combined with a lightweight structure may lead to aeroelastic instabilities such as flutter at lower air speeds compared to more conventional wing designs. Therefore, in order to ensure safe flight operation, it is important to study the aeroelastic behavior of the wing throughout the flight envelope. This can be achieved by either experimental or computational work. Experimental wind tunnel and scaled flight test models need to exhibit similar aeroelastic behavior to the full scale air vehicle. In this paper, three different aeroelastic scaling strategies are formulated and applied to a flexible high aspect-ratio wing. These scaling strategies are first evaluated in terms of their ability to generate reduced models with the intended representations of the aerodynamic, structural and inertial characteristics. Next, they are assessed in terms of their potential in representing the unsteady non-linear aeroelastic behavior in three different flight conditions. The scaled models engineered by exactly scaling down the internal structure suitably represent the intended aeroelastic behavior and allow the performance assessment for the entire flight envelope. However, since both the flight and wind tunnel models are constrained by physical and budgetary limitations, custom built structural models are more likely to be selected. However, the latter ones are less promising to study the entire flight envelope.

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Preliminary aeroelastic design of composite wings subjected to critical gust loads

Cited by 26 publications

References 40 publications

Static and dynamic aeroelastic tailoring with composite blending and manoeuvre load alleviation

Static and dynamic aeroelastic tailoring with composite blending and manoeuvre load alleviation

Multi-Fidelity Design of an Aeroelastically Tailored Composite Wing for Dynamic Wind-Tunnel Testing

On the Design of Aeroelastically Scaled Models of High Aspect-Ratio Wings

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