Some Structural and Aeroelastic Considerations of High-Speed Flight The Nineteenth Wright Brothers Lecture

Bisplinghoff, R. L.

doi:10.2514/8.3557

Cited by 40 publications

(22 citation statements)

References 11 publications

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“…A practical aeroelastic model for the hypersonic regime must include aerodynamic heating effects. Aerodynamic heating significantly alters the flow properties [59], degrades the material properties, and introduces thermal stresses [13,[60][61][62][63]. Aerodynamic heating of the flow surrounding the vehicle leads to significantly different thermodynamic and transport properties, high heat-transfer rates, variable , possible ionization, and nonadiabatic effects from radiation [59,60].…”

Section: G Refined Aerothermoelastic Modelmentioning

confidence: 99%

“…Aerodynamic heating significantly alters the flow properties [59], degrades the material properties, and introduces thermal stresses [13,[60][61][62][63]. Aerodynamic heating of the flow surrounding the vehicle leads to significantly different thermodynamic and transport properties, high heat-transfer rates, variable , possible ionization, and nonadiabatic effects from radiation [59,60]. Thermal stresses can arise from rapidly changing conditions of heat input in which time lags are involved or from equilibrium conditions of nonuniform temperature distribution [13,[61][62][63].…”

Section: G Refined Aerothermoelastic Modelmentioning

confidence: 99%

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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: G Refined Aerothermoelastic Modelmentioning

confidence: 99%

Section: G Refined Aerothermoelastic Modelmentioning

confidence: 99%

Aeroelastic and Aerothermoelastic Behavior in Hypersonic Flow

et al. 2008

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“…Structural components have played a major role in the development and design of hypersonic vehicles [7,[30][31][32][33][34][35][36][37]. The structure experiences high-temperature gradients and intense pressure and heat loading, which can cause local buckling or flutter.…”

Section: Structural Modelmentioning

confidence: 99%

Uncertainty Propagation in Integrated Airframe–Propulsion System Analysis for Hypersonic Vehicles

Lamorte

Friedmann

Dalle

et al. 2015

Journal of Propulsion and Power

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Air-breathing hypersonic vehicles are based on an airframe-integrated scramjet engine. The elongated forebody that serves as the inlet of the engine is subject to harsh aerothermodynamic loading, which causes it to deform. Unpredicted deformations may produce unstart, combustor chocking, or structural failure due to increased loads. An uncertainty quantification framework is used to propagate the effects of aerothermoelastic deformations on the performance of the scramjet engine. A loosely coupled airframe-integrated scramjet engine is considered. The aerothermoelastic deformations calculated for an assumed trajectory and angle of attack are transferred to a scramjet engine analysis. Uncertainty associated with deformation prediction is propagated through the engine performance analysis. The effects of aerodynamic heating and aerothermoelastic deformations at the cowl of the inlet are the most significant. The cowl deformation is the main contributor to the sensitivity of the propulsion system performance to aerothermoelastic effects.across thickness of skin h 1 , h 2 = thickness of thermal protection system layers h 3 = thickness of structural layer k = thermal conductivity M = Mach number m f = expected value of f _ m air = air mass flow rate _ m f = fuel mass flow rate P = pressure q aero = aerodynamic heat flux q ∞ = dynamic pressure Re = Reynolds number based on length of 1 m T = temperature T r = recovery temperature t = flight time u = axial displacement v = lateral displacement w = transverse displacement w j = weight in numerical integration x 0 ; y 0 ; z 0 = coordinate system for corrugated panel x = coordinate along vehicle, from leading edge, positive aft y = coordinate in spanwise direction, from centerline of vehicle z = coordinate normal to vehicle, from leading edge point, positive up α = angle of attack α T = thermal expansion coefficient α f = angle of attack of trajectory γ = specific heat ratio, c p ∕c v ξ 1 , ξ 2 = uncertain variables ν = Poisson ratio ϵ = emissivity ρ = density of air ρ M = density of material σ f = standard deviation of f ϕ j = interpolation function Subscripts i = initial value st = stoichiometric condition wall = at wall 0 = total condition 4 = condition at exit of combustor ∞ = freestream condition

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“…Aerodynamic heating significantly alters the flow properties, 55 degrades the material properties and also introduces thermal stresses. [56][57][58] Aerodynamic heating of the flow surrounding the vehicle leads to significantly different thermodynamic and transport properties, high heat-transfer rates, variable γ, possible ionization, and nonadiabatic effects from radiation. 55,56 Thermal stresses can arise from rapidly changing conditions of heat input where time lags are involved, or from equilibrium conditions of non-uniform temperature distribution.…”

Section: Refined Aerothermoelastic Modelmentioning

confidence: 99%

“…[56][57][58] Aerodynamic heating of the flow surrounding the vehicle leads to significantly different thermodynamic and transport properties, high heat-transfer rates, variable γ, possible ionization, and nonadiabatic effects from radiation. 55,56 Thermal stresses can arise from rapidly changing conditions of heat input where time lags are involved, or from equilibrium conditions of non-uniform temperature distribution. 57,58 Commonly, the heated structure has lowered stiffness due to material degradation and thermal stresses, which manifests themselves as a reduction in frequencies.…”

Section: Refined Aerothermoelastic Modelmentioning

confidence: 99%

Three-dimensional Aeroelastic and Aerothermoelastic Behavior in Hypersonic Flow

McNamara

Friedmann

Powell

et al. 2005

46th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference

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The aeroelastic and aerothermoelastic behavior of three-dimensional configurations in hypersonic flow regime are studied. The aeroelastic behavior of a low aspect ratio wing, representative of a fin or control surface on a generic hypersonic vehicle, is examined using third order piston theory, Euler and Navier-Stokes aerodynamics. The sensitivity of the aeroelastic behavior generated using Euler and Navier-Stokes aerodynamics to parameters governing temporal accuracy is also examined. Also, a refined aerothermoelastic model, which incorporates the heat transfer between the fluid and structure using CFD generated aerodynamic heating, is used to examine the aerothermoelastic behavior of the low aspect ratio wing in the hypersonic regime. Finally, the hypersonic aeroelastic behavior of a generic hypersonic vehicle with a lifting-body type fuselage and canted fins is studied using piston theory and Euler aerodynamics for the range of 2.5 ≤ M ≤ 28, at altitudes ranging from 10,000 feet to 80,000 feet. This analysis includes a study on optimal mesh selection for use with Euler aerodynamics. In addition to the aeroelastic and aerothermoelastic results presented, three time domain flutter identification techniques are compared, namely the moving block approach, the least squares curve fitting method, and a system identification technique using an Auto-Regressive model of the aeroelastic system. In general, the three methods agree well. The system identification technique, however, provided quick damping and frequency estimations with minimal response record length, and therefore offers significant reductions in computational cost. In the present case, the computational cost was reduced by 75%. The aeroelastic and aerothermoelastic results presented illustrate the applicability of the CFL3D code for the hypersonic flight regime.

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Some Structural and Aeroelastic Considerations of High-Speed Flight The Nineteenth Wright Brothers Lecture

Cited by 40 publications

References 11 publications

Aeroelastic and Aerothermoelastic Behavior in Hypersonic Flow

Aeroelastic and Aerothermoelastic Behavior in Hypersonic Flow

Uncertainty Propagation in Integrated Airframe–Propulsion System Analysis for Hypersonic Vehicles

Three-dimensional Aeroelastic and Aerothermoelastic Behavior in Hypersonic Flow

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