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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2015

Static Aeroelastic Modeling of a Sub-Scale Wind Tunnel Model with Novel Flap Concept

This paper examines the static aeroelastic modeling of a flexible wind tunnel model equipped with a novel control effector known as the Variable Camber Continuous Trailing Edge Flap (VCCTEF) system. The wind tunnel model is an approximately 10 percent sub-scale version of a wing designed to be equipped on a commerical transport aircraft such as the full-scale NASA Generic Transport Model (GTM). The structure of the model is made highly flexible such that a 10 percent of semi-span wing tip deflection is expected at a design lift condition, and a representation of the VCCTEF concept is incorporated on the model. Static aeroelastic modeling is conducted by using a representative single beam structural finite-element model coupled to a vortex-lattice aerodynamic model. The resulting aeroelastic model of the flexible wind tunnel model is compared against experimental wind tunnel test results from the actual model tested at the University of Washington Aeronautical Laboratory (UWAL). Comparison cases are made using reference and VICON measurements of VCCTEF flap deflections from the wind tunnel test data, and percent errors between the lift curve parameters are presented. The results show up to a maximum percent of error of <10% with regards to lift curve slope values between the aeroelastic model and the UWAL test data. The agreement of lift curve slope values from the aeroelastic model and experimental test results serves as validation for the coupled vortex-lattice finite-element static aeroelastic model.

Aeroelasticity↗
NASA NTRSDate not supplied

Aeroelastic Modeling and CFD Simulation of Wind-Tunnel Scale Aspect Ratio 13.5 Common Research Model

This paper presents an aeroelastic modeling and simulation study of an aspect ratio 13.5 wind-tunnel scale Common Research Model (CRM) with distributed flaps. A vortex-lattice VSPAERO model of the CRM model is developed. A transonic small disturbance/integral boundary layer correction method is implemented in the VSPAERO model to account for the transonic and viscous flow effects. The structural deformation of the CRM model is calculated using a NASTRAN equivalent beam model. The VSPAERO model is coupled to the NASTRAN equivalent beam model to provide a rapid aero-structural analysis. A validation of the VSPAERO aeroelastic model is conducted by comparing the results to FUN3D CFD aeroelastic simulation results. An aerodynamic database is generated using the developed VSPAERO aeroelastic model for the real-time drag optimization and maneuver load alleviation study of the wind-tunnel scale CRM model.

Aeroelastic Modeling↗
NASA NTRS1990

Reduced size first-order subsonic and supersonic aeroelastic modeling

Various aeroelastic, aeroservoelastic, dynamic-response, and sensitivity analyses are based on a time-domain first-order (state-space) formulation of the equations of motion. The formulation of this paper is based on the minimum-state (MS) aerodynamic approximation method, which yields a low number of aerodynamic augmenting states. Modifications of the MS and the physical weighting procedures make the modeling method even more attractive. The flexibility of constraint selection is increased without increasing the approximation problem size; the accuracy of dynamic residualization of high-frequency modes is improved; and the resulting model is less sensitive to parametric changes in subsequent analyses. Applications to subsonic and supersonic cases demonstrate the generality, flexibility, accuracy, and efficiency of the method.

Karpel, Mordechay↗
NASA NTRS1989

Results of including geometric nonlinearities in an aeroelastic model of an F/A-18

An integrated, nonlinear simulation model suitable for aeroelastic modeling of fixed-wing aircraft has been developed. While the author realizes that the subject of modeling rotating, elastic structures is not closed, it is believed that the equations of motion developed and applied herein are correct to second order and are suitable for use with typical aircraft structures. The equations are not suitable for large elastic deformation. In addition, the modeling framework generalizes both the methods and terminology of non-linear rigid-body airplane simulation and traditional linear aeroelastic modeling. Concerning the importance of angular/elastic inertial coupling in the dynamic analysis of fixed-wing aircraft, the following may be said. The rigorous inclusion of said coupling is not without peril and must be approached with care. In keeping with the same engineering judgment that guided the development of the traditional aeroelastic equations, the effect of non-linear inertial effects for most airplane applications is expected to be small. A parameter does not tell the whole story, however, and modes flagged by the parameter as significant also need to be checked to see if the coupling is not a one-way path, i.e., the inertially affected modes can influence other modes.

Buttrill, Carey S.↗
NASA NTRS1984

Application of transonic codes to aeroelastic modeling of airfoils including active controls

A study is performed using aeroelastic modeling to investigate the stability behavior of airfoils in small-disturbance transonic flow. Two conventional airfoils, NACA 64.A006 and NACA 64A010, and a supercritical airfoil, MBB A-3, are considered. Three sets of unsteady aerodynamic data are computed using three different transonic codes (LTRAN2-NLR, LTRAN2-HI, and USTS) for comparison purposes. Stability results obtained using a constant matrix, state-space, aeroelastic model are presented in a root-locus format. Use of the state-space model is demonstrated through application to flutter suppression using active controls. Aeroelastic effects due to simple, constant gain, partial feedback, control laws that utilize displacement, velocity, and acceleration sensing are studied using a variety of control gains. Calculations are also performed using linear subsonic aerodynamic theory to reveal the differences between including and not including transonic effects in the aeroelastic model. Aeroelastic stability behavior of these airfoils is physically interpreted and discussed in detail.

Batina, J. T.↗
NASA NTRS2017

Aeroelastic Modeling of X-56A Stiff-Wing Configuration Flight Test Data

Aeroelastic stability and control derivatives for the X-56A Multi-Utility Technology Testbed (MUTT), in the stiff-wing configuration, were estimated from flight test data using the output-error method. Practical aspects of the analysis are discussed. The orthogonal phase-optimized multisine inputs provided excellent data information for aeroelastic modeling. Consistent parameter estimates were determined using output error in both the frequency and time domains. The frequency domain analysis converged faster and was less sensitive to starting values for the model parameters, which was useful for determining the aeroelastic model structure and obtaining starting values for the time domain analysis. Including a modal description of the structure from a finite element model reduced the complexity of the estimation problem and improved the modeling results. Effects of reducing the model order on the short period stability and control derivatives were investigated.

Grauer, Jared A.↗
NASA NTRS1985

Aeroelastic model helicopter rotor testing in the Langley TDT

Wind-tunnel testing of a properly scaled aeroelastic model helicopter rotor is considered a necessary phase in the design development of new or existing rotor systems. For this reason, extensive testing of aeroelastically scaled model rotors is done in the Transonic Dynamics Tunnel (TDT) located at the NASA Langley Research Center. A unique capability of this facility, which enables proper dynamic scaling, is the use of Freon as a test medium. A description of the TDT and a discussion of the benefits of using Freon as a test medium are presented. A description of the model test bed used, the Aeroelastic Rotor Experimental System (ARES), is also provided and examples of recent rotor tests are cited to illustrate the advantages and capabilities of aeroelastic model rotor testing in the TDT. The importance of proper dynamic scaling in identifying and solving rotorcraft aeroelastic problems, and the importance of aeroelastic testing of model rotor systems in the design of advanced rotor systems are demonstrated.

Mantay, W. R.↗
NASA NTRS1984

Aeroelastic model helicopter rotor testing in the Langley TDT

Wind-tunel testing of a properly scaled aeroelastic model helicopter rotor is considered a necessary phase in the design development of new or existing rotor systems. For this reason, extensive testing of aeroelastically scaled model rotors is done in the Transonic Dynamics Tunnel (TDT) located at the NASA Langley Research Center. A unique capability of this facility, which enables proper dynamic scaling, is the use of Freon as a test medium. A description of the TDT and a discussion of the benefits of using Freon as a test medium are presented. A description of the model test bed used, the Aeroelastic Rotor Experimental System (ARES), is also provided and examples of recent rotor tests are cited to illustrate the advantages and capabilities of aeroelastic model rotor testing in the TDT. The importance of proper dynamic scaling in identifying and solving rotorcraft aeroelastic problems, and the importance of aeroelastic testing of model rotor systems in the design of advanced rotor systems are demonstrated.

Mantay, W. R.↗
NASA NTRS1982

Simplified aeroelastic modeling of horizontal axis wind turbines

Certain aspects of the aeroelastic modeling and behavior of the horizontal axis wind turbine (HAWT) are examined. Two simple three degree of freedom models are described in this report, and tools are developed which allow other simple models to be derived. The first simple model developed is an equivalent hinge model to study the flap-lag-torsion aeroelastic stability of an isolated rotor blade. The model includes nonlinear effects, preconing, and noncoincident elastic axis, center of gravity, and aerodynamic center. A stability study is presented which examines the influence of key parameters on aeroelastic stability. Next, two general tools are developed to study the aeroelastic stability and response of a teetering rotor coupled to a flexible tower. The first of these tools is an aeroelastic model of a two-bladed rotor on a general flexible support. The second general tool is a harmonic balance solution method for the resulting second order system with periodic coefficients. The second simple model developed is a rotor-tower model which serves to demonstrate the general tools. This model includes nacelle yawing, nacelle pitching, and rotor teetering. Transient response time histories are calculated and compared to a similar model in the literature. Agreement between the two is very good, especially considering how few harmonics are used. Finally, a stability study is presented which examines the effects of support stiffness and damping, inflow angle, and preconing.

Wendell, J. H.↗
NASA NTRS2013

Development of an Aeroelastic Modeling Capability for Transient Nozzle Side Load Analysis

Lateral nozzle forces are known to cause severe structural damage to any new rocket engine in development. Currently there is no fully coupled computational tool to analyze this fluid/structure interaction process. The objective of this study was to develop a fully coupled aeroelastic modeling capability to describe the fluid/structure interaction process during the transient nozzle operations. The aeroelastic model composes of three components: the computational fluid dynamics component based on an unstructured-grid, pressure-based computational fluid dynamics formulation, the computational structural dynamics component developed in the framework of modal analysis, and the fluid-structural interface component. The developed aeroelastic model was applied to the transient nozzle startup process of the Space Shuttle Main Engine at sea level. The computed nozzle side loads and the axial nozzle wall pressure profiles from the aeroelastic nozzle are compared with those of the published rigid nozzle results, and the impact of the fluid/structure interaction on nozzle side loads is interrogated and presented.

Wang, Ten-See↗
NASA NTRS2012

Aeroelastic Modeling of Elastically Shaped Aircraft Concept via Wing Shaping Control for Drag Reduction

Lightweight aircraft design has received a considerable attention in recent years as a means for improving cruise efficiency. Reducing aircraft weight results in lower lift requirements which directly translate into lower drag, hence reduced engine thrust requirements during cruise. The use of lightweight materials such as advanced composite materials has been adopted by airframe manufacturers in current and future aircraft. Modern lightweight materials can provide less structural rigidity while maintaining load-carrying capacity. As structural flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. Abstract This paper describes a recent aeroelastic modeling effort for an elastically shaped aircraft concept (ESAC). The aircraft model is based on the rigid-body generic transport model (GTM) originally developed at NASA Langley Research Center. The ESAC distinguishes itself from the GTM in that it is equipped with highly flexible wing structures as a weight reduction design feature. More significantly, the wings are outfitted with a novel control effector concept called variable camber continuous trailing edge (VCCTE) flap system for active control of wing aeroelastic deflections to optimize the local angle of attack of wing sections for improved aerodynamic efficiency through cruise drag reduction and lift enhancement during take-off and landing. The VCCTE flap is a multi-functional and aerodynamically efficient device capable of achieving high lift-to-drag ratios. The flap system is comprised of three chordwise segments that form the variable camber feature of the flap and multiple spanwise segments that form a piecewise continuous trailing edge. By configuring the flap camber and trailing edge shape, drag reduction could be achieved. Moreover, some parts of the flap system can be made to have a high frequency response for roll control, gust load alleviation, and aeroservoelastic (ASE) modal suppression control. Abstract The aeroelastic model of the ESAC is based on one-dimensional structural dynamic theory that captures the aeroelastic deformation of a wing structure in a combined motion that involves flapwise bending, chordwise bending, and torsion. The model includes the effect of aircraft propulsion due to wing flexibility which causes the propulsive forces and moments to couple with the wing elastic motion. Engine mass is also accounted in the model. A fuel management model is developed to describe the wing mass change due to fuel usage in the main tank and wing tanks during cruise. Abstract The model computes both static and dynamic responses of the wing structures. The static aeroelastic deflections are used to estimate the effect of wing flexibility on induced drag and the potential drag reduction by the VCCTE flap system. A flutter analysis is conducted to estimate the flutter speed boundary. Gust load alleviation via adaptive control has been recently investigated to address flexibility of aircraft structures. A multi-objective flight control approach is presented for drag reduction control. The approach is based on an optimal control framework using a multi-objective cost function. Future studies will demonstrate the potential benefits of the approach.

Aeroelasticity↗
NASA NTRS1989

Aeroelastic modeling for the FIT team F/A-18 simulation

Some details of the aeroelastic modeling of the F/A-18 aircraft done for the Functional Integration Technology (FIT) team's research in integrated dynamics modeling and how these are combined with the FIT team's integrated dynamics model are described. Also described are mean axis corrections to elastic modes, the addition of nonlinear inertial coupling terms into the equations of motion, and the calculation of internal loads time histories using the integrated dynamics model in a batch simulation program. A video tape made of a loads time history animation was included as a part of the oral presentation. Also discussed is work done in one of the areas of unsteady aerodynamic modeling identified as needing improvement, specifically, in correction factor methodologies for improving the accuracy of stability derivatives calculated with a doublet lattice code.

Zeiler, Thomas A.↗
NASA NTRS1993

Finite state aeroelastic model for use in rotor design optimization

In this article, a rotor aeroelastic model based on a newly developed finite state dynamic wake, coupled with blade finite element analysis, is described. The analysis is intended for application in rotor blade design optimization. A coupled simultaneous system of differential equations combining blade structural dynamics and aerodynamics is established in a formulation well-suited for design sensitivity computation. Each blade is assumed to be an elastic beam undergoing flap bending, lead-lag bending, elastic twist, and axial deflections. Aerodynamic loads are computed from unsteady blade element theory where the rotor three-dimensional unsteady wake is described by a generalized dynamic wake model. Correlation of results obtained from the analysis with flight test data is provided to assess model accuracy.

He, Chengjian↗
NASA NTRS1988

Vibration, performance, flutter and forced response characteristics of a large-scale propfan and its aeroelastic model

An investigation of the vibration, performance, flutter, and forced response of the large-scale propfan, SR7L, and its aeroelastic model, SR7A, has been performed by applying available structural and aeroelastic analytical codes and then correlating measured and calculated results. Finite element models of the blades were used to obtain modal frequencies, displacements, stresses and strains. These values were then used in conjunction with a 3-D, unsteady, lifting surface aerodynamic theory for the subsequent aeroelastic analyses of the blades. The agreement between measured and calculated frequencies and mode shapes for both models is very good. Calculated power coefficients correlate well with those measured for low advance ratios. Flutter results show that both propfans are stable at their respective design points. There is also good agreement between calculated and measured blade vibratory strains due to excitation resulting from yawed flow for the SR7A propfan. The similarity of structural and aeroelastic results show that the SR7A propfan simulates the SR7L characteristics.

August, Richard↗
NASA NTRS1988

Vibration, performance, flutter and forced response characteristics of a large-scale propfan and its aeroelastic model

An investigation of the vibration, performance, flutter, and forced response of the large-scale propfan, SR7L, and its aeroelastic model, SR7A, has been performed by applying available structural and aeroelastic analytical codes and then correlating measured and calculated results. Finite element models of the blades were used to obtain modal frequencies, displacements, stresses and strains. These values were then used in conjunction with a 3-D, unsteady, lifting surface aerodynamic theory for the subsequent aeroelastic analyses of the blades. The agreement between measured and calculated frequencies and mode shapes for both models is very good. Calculated power coefficients correlate well with those measured for low advance ratios. Flutter results show that both propfans are stable at their respective design points. There is also good agreement between calculated and measured blade vibratory strains due to excitation resulting from yawed flow for the SR7A propfan. The similarity of structural and aeroelastic results show that the SR7A propfan simulates the SR7L characteristics.

August, Richard↗