Transonic aeroelastic models of hypersonic highly swept lifting surfaces - Design, analyses, and test

Pendleton, Ed; Moster, Greg; Farmer, M. G.

doi:10.2514/6.1994-1489

Cited by 5 publications

(3 citation statements)

References 2 publications

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“…The thickness from the top skin layer to the bottom skin layer is 4% chord length. [70][71][72] The top and bottom skin layers are each equipped with two 3.8-mm thick thermal protection system layers, and Figure 5. Flowchart illustrating the influence of aerothermoelastic effects on vehicle dynamics and control.…”

Section: Control Surface Modelmentioning

confidence: 99%

Reduced-Order Aerothermoelastic Framework for Hypersonic Vehicle Control Simulation

Falkiewicz

Cesnik

Crowell

et al. 2010

AIAA Atmospheric Flight Mechanics Conference

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Hypersonic vehicle control system design and simulation requires models that contain a low number of states. Modeling of hypersonic vehicles is complicated due to complex interactions between aerodynamic heating, heat transfer, structural dynamics, and aerodynamics in the hypersonic regime. Though there exist techniques for analyzing the effects of each of the various disciplines, these methods often require solution of large systems of equations which is infeasible within a control design and evaluation environment. This work therefore presents an aerothermoelastic framework with reduced-order aerothermal, heat transfer, and structural dynamic models for time-domain simulation of hypersonic vehicles. The problem is outlined and aerothermoelastic coupling mechanisms are described. Details of the reduced-order models are given and a representative hypersonic vehicle control surface to be used for the study is described. The error between the reduced-order models is characterized by comparison with high-fidelity models. The effect of aerothermoelasticity on total lift and drag is studied and is found to result in up to 8% change in lift and 21% change in drag with respect to a rigid control surface for the four trajectories considered. An iterative routine is used to determine the necessary angle of attack needed to match the lift of the deformed control surface to that of a rigid one at successive time instants. Application of the routine to different cruise trajectories shows a maximum departure from the initial angle of attack of 7%.

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Section: Control Surface Modelmentioning

confidence: 99%

Reduced-Order Aerothermoelastic Framework for Hypersonic Vehicle Control Simulation

Falkiewicz

Cesnik

Crowell

et al. 2010

AIAA Atmospheric Flight Mechanics Conference

View full text Add to dashboard Cite

show abstract

“…A finite element model of a representative HSV elevator has been created for use in this study. The thickness from the top skin layer to the bottom skin layer is 4% chord length [49][50][51]. The top and bottom skin layers are each equipped with two 3.8-mm-thick thermal protection system (TPS) layers; thus, the thickness of the outer mold line is 4% chord length plus the 15.2 mm of TPS material.…”

Section: Control Surface Modelmentioning

confidence: 99%

Reduced-Order Aerothermoelastic Framework for Hypersonic Vehicle Control Simulation

Falkiewicz¹,

Cesnik²,

Crowell³

et al. 2011

AIAA Journal

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Hypersonic vehicle control system design and simulation require models that contain a low number of states. Modeling of hypersonic vehicles is complicated due to complex interactions between aerodynamic heating, heat transfer, structural dynamics, and aerodynamics. Although there exist techniques for analyzing the effects of each of the various disciplines, these methods often require solution of large systems of equations, which is infeasible within a control design and evaluation environment. This work presents an aerothermoelastic framework with reducedorder aerothermal, heat transfer, and structural dynamic models for time-domain simulation of hypersonic vehicles. Details of the reduced-order models are given, and a representative hypersonic vehicle control surface used for the study is described. The methodology is applied to a representative structure to provide insight into the importance of aerothermoelastic effects on vehicle performance. The effect of aerothermoelasticity on total lift and drag is found to result in up to an 8% change in lift and a 21% change in drag with respect to a rigid control surface for the four trajectories considered. An iterative routine is used to determine the angle of attack needed to match the lift of the deformed control surface to that of a rigid one at successive time instants. Application of the routine to different cruise trajectories shows a maximum departure from the initial angle of attack of 8%.corresponding to ith column of A C = correlation matrix c = modal coordinate of thermal proper orthogonal decomposition basis vector Cx = correlation model for kriging c p = specific heat at constant pressure d = structural modal coordinates, kriging sample point E = modulus of elasticity F = thermal load vector of full system in physical space f = generalized thermal load vector of reduced system in modal space F s = structural load vector of full system in physical space f s = generalized structural load vector of reduced system in modal space H i = coefficient matrices for integration of equations of motion h i = thickness of ith layer of thermal protection system K = thermal conductivity matrix of full system in physical space k = generalized thermal conductivity matrix of reduced system in modal space K G = geometric stiffness matrix K s = structural stiffness matrix k s = generalized stiffness matrix of reduced system in modal space k T = thermal conductivity of material K s = modified structural stiffness matrix L = aerodynamic lift, length M = thermal capacitance matrix of full system in physical space, Mach number m = generalized thermal capacitance matrix of reduced system in modal space M s = structural mass matrix of full system in physical space m s = generalized mass matrix of reduced system in modal space n = number of proper orthogonal decomposition snapshots n e = number of snapshots for kriging evaluation cases n k = number of kriging snapshots n s = number of structural parameters in reduced-order aerothermodynamic model n t = number of thermal parameters...

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“…The airfoil cross-section is that of a double wedge with a maximum thickness of 4% chord length. [49][50][51] The chord length at the root is 5.2 m (17 ft) 48 and the leading edge is swept by 34 • while the trailing edge is swept by 18 • . 52 Planform and cross-sectional views of the airfoil are given in Fig.…”

Section: Control Surface Modelmentioning

confidence: 99%

Proper Orthogonal Decomposition for Reduced-Order Thermal Solution in Hypersonic Aerothermoelastic Simulations

Falkiewicz

Cesnik

2011

AIAA Journal

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The ability to perform full-order aerothermoelastic simulations of hypersonic vehicles is hindered by the strong coupling exhibited between the aerodynamics, heat transfer, and structural dynamic response in the hypersonic flight regime. As a result of these interactions, alternative techniques are necessary to obtain computationally tractable systems of governing equations and their solutions. This work addresses the use of proper orthogonal decomposition for reduced-order solution of the heat transfer problem within a hypersonic modeling framework. The specific challenge of handling time-dependent boundary conditions due to transient aerodynamic heating is discussed. An overview of the proper orthogonal decomposition is given and two methods for solution of the reduced system of ordinary differential equations are outlined. The methodology is applied to a representative hypersonic vehicle control surface model for two cases in which the time-history of the thermal load vector is known a priori : one in which the boundary conditions are time-independent and another in which they are time-varying. Results demonstrate the ability of the reduced-order solution to approximate the full-order solution with reasonable accuracy. Finally, a time-marching hypersonic aerothermoelastic framework is described in which proper orthogonal decomposition is used for the transient thermal solution.

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Transonic aeroelastic models of hypersonic highly swept lifting surfaces - Design, analyses, and test

Cited by 5 publications

References 2 publications

Reduced-Order Aerothermoelastic Framework for Hypersonic Vehicle Control Simulation

Reduced-Order Aerothermoelastic Framework for Hypersonic Vehicle Control Simulation

Reduced-Order Aerothermoelastic Framework for Hypersonic Vehicle Control Simulation

Proper Orthogonal Decomposition for Reduced-Order Thermal Solution in Hypersonic Aerothermoelastic Simulations

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