MADCenterAdvisory Board Meeting November 13, 1998
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1 MADCenterAdvisory Board Meeting November 13, 1998
2 Overview and Team Composition Aerodynamics and MDO John Gundlach IV Andy Ko Structures Amir Naghshineh-Pour Dr. Frank H. Gern Aeroelasticity Erwin Sulaeman CFD and Interference Drag Philippe-Andre Tetrault Faculty Members Dr. B. Grossman, Dr. R.K. Kapania Dr. W.H.Mason Dr. J.A. Schetz Dr. R.T. Haftka (University of Florida) 2
3 VPI Strut-Braced Wing Studies Dennis Bushnell Challenges the VPI MAD Center: Perform a MDO study of a strut-braced wing Consider natural laminar flow Consider tip mounted engines Design cruise at M = 0.85 Werner Pfenninger Concept Lockheed Martin Work Advanced transport study Industry experts add realism to design studies Airline Acceptance Issues Certification Issues Mutually Beneficial Interactions 3
4 VPI Strut-Braced Wing Studies Technology Integration Objectives High aspect ratio and small t/c via strut bracing Laminar flow via low sweep Engine Integration Special Challenges Wing-strut interference drag CFDDesign Engine-out condition Circulation control on vertical tail Structures Strut buckling requires innovative bi-linear strut stiffness Flutter, load alleviation and active control 4
5 Strut-Braced Wing Advantages The strut increases the structural efficiency of the wing Wing t/c reduced without a weight penalty Lower weight and increased span reduce induced drag Reduced t/c allows less sweep without wave drag penalty Parasite drag is reduced via increased laminar flow Un-sweeping the wing reduces cross-flow instability Higher aspect ratio means smaller chords and smaller Re 5
6 Design Mission >31,000 FT Initial Cruise Altitude Mach 0.85 Cruise 140 Knot Approach Speed 11,000 FT T/O Field Length 7,500 NMi Range 11,000 FT LDG Field Length Two GE-90 Class Engines 325 Passengers 6
7 1995 Baseline Configuration Length ft. Span ft. Wing Area 5,584.3 ft. 2 H-Tail Area 1,410.0 ft. 2 V-Tail Area ft. 2 Thrust (per ENG.) 97,540 lb Baseline Configuration Empty Weight Operating Weight Zero Fuel Weight Ramp Weight 333,055 lb. 350,834 lb. 419,084 lb. 714,499 lb. 7
8 2010 Baseline Configuration Length ft. Span ft. Wing Area 4,672.0 ft. 2 H-Tail Area ft. 2 V-Tail Area ft. 2 Thrust (per ENG) 76,529 lb Baseline Configuration Empty Weight Operating Weight Zero Fuel Weight Ramp Weight 272,279 lb. 289,907 lb. 358,157 lb. 568,134 lb. 8
9 Optimized Strut-Braced Wing Concept Length ft. Span ft. Wing Area 4,237.3 ft. 2 H-Tail Area ft. 2 V-Tail Area ft. 2 Thrust (per ENG) 62,662 lb Strut-Braced Wing Empty Weight Operating Weight Zero Fuel Weight Ramp Weight 249,670 lb. 267,350 lb. 335,600 lb. 504,835 lb. 9
10 Descriptionofthe MDO Process Updated Design Variables Baseline Design Initial Design Variables Geometry Definition Induced Drag Friction and Form Drag Offline Aeroelasticity Structural Optimization Weight Aerodynamics Drag Propulsion Wave Drag Interference Drag Performance Evaluation Offline CFD Analysis Stability and Control Objective Function, Constraints Optimizer 10
11 MDO Problem Statement Objective: minimize ramp weight Design variables (19): Wing Sweep Span Thickness-to-Chord (3) Root & Tip Chord Strut Sweep Chord Thickness-to-Chord Offset Distance Wing-Strut Attachment 11
12 MDO Constraints *Range: 7,500 NM Reserve: 500 NM *Balanced field length=<=11,000 ft *2nd segment climb gradient > 2.4% *Approach speed < 140 KT Missed approach climb gradient > 2.1% Fuel volume ratio >1.0 (Fuel In Wing Only) *Initial cruise altitude: ROC > 500 ft/min *Tail volume coefficients or C n constraint Wingtip deflection *Section C l at cruise limited to prevent shock stall (0.8) 12
13 Propulsion Technical Results Empirical engine performance formula matches within 1% of GE-90 tabulated engine deck Projected SFC reductionof3%by year 2010 Projected thrust growthlimitofge90 class engines is 110,000 lb. SFC, lb/hr/lb Climb1 SFC vs Altitude Typical Mission Profile Climb Altitude, Feet Cruise LMAS MDO
14 Aerodynamics Drag Build-up Modified and calibrated skin friction and form drag to agree with LMAS methods Added form factors from LMAS Modular Drag (MODRAG) program Modified wetted area calculations to agree with ACAD results Calibrated airfoil technology factor in Korn equation to agree with EDET wave drag Induced drag based on optimized spanload Trefftz Plane analysis Interference drag from CFD (wingstrut) and Hoerner (strut-fuselage) L/D L/D vs C L Comparison 1995 Conventional Baseline Mach 0.85, feet LMAS X MDO Lift-to-drag ratios agree closely CL 14
15 Stability & Control Vertical Tail Roskam/DATCOM methods find maximum available yawing moment Vertical tail initially sized by tail volume coefficient method Vertical tail scaling factor applied if yawing moment constraint violated Horizontal Tail Tail volume coefficient method 15
16 Sensitivity Study Technology Waterfall Natural Laminar Flow NLF TOGW = % 1995 Technology SBW TOGW=623,430 lb. Riblets Active Load Management All Moving Control Surfaces Composite Wing And Tails Integrally Stiffened Fuselage Skins Integrated Modular Flight Controls Fly-By-Light, Power-By-Wire Simple High-Lift Adv. Flight Mgt. Systems (Avionics) Propulsion SFC and Engine Systems AERO TOGW = % AIRFRAME TOGW = % SYSTEMS TOGW = % PROPULSION TOGW = % -118,595 lb. (-19%) 2010 Technology SBW TOGW = 504,835 lb. 16
17 Structures Objectives Development of a new methodology to quantify wing and strut structural weights on strut-braced wings Common wing weight calculation models (e.g. FLOPS) are not accurate enough for strut-braced wings Single strut configurations: piecewise linear beam theory Design critical load conditions Sizing for drag reducing strut-to-wing offset member Wing weight calculation procedure Industrial scale wing sizing model (provided by Lockheed Martin Aeronautical Systems, Bob Olliffe) Perform a preliminary aeroelastic analysis 17
18 Structures Assumptions Piecewise linear beam theory Idealized wing box (double plate model) Wing materials State-of-the-art aluminum alloys Composite materials and concepts (weight technology factors applied to attain proper sizing) Critical load conditions 2.5g maneuver -1.0g pushover -2.0g taxi bump Ground strike deflection constraint for taxi bump condition t C b d 18
19 Structures Assumptions Strut design parameters Active only in tension Inactive in compression: to avoid strut buckling Telescoping sleeve mechanism (damper) To achieve optimum strut force, strut engages at a certain positive load factor Airfoil-shaped cross-section to attain acceptable airflow characteristics At 2.5g s, strut force and wing-strut intersection location are determined by design optimization to achieve minimum weight 19
20 Strut-Fuselage Attachment Strut damping system with telescoping sleeve prevents strut buckling prevents sharp initiation of tension loads prevents rapid, dynamic loading of strut Structural synergy with main landing gear frames Active damping system prevent strut flutter 20
21 Wing-Strut Attachment Vertical strut offset to reduce wing/strut interference drag Combined tension/bending loading of the offset member Significant bending loads at wing attachment MDOusedtooptimize offset length strut force wing/strut intersection 21
22 Vertical Strut Offset Two conflicting design requirements minimum strut offset reduced loading and weight maximum strut offset minimize wing/strut interference drag Method developed to size offset member Perform full optimization for offset length strut force wing/strut intersection Wing Neutral Axis Wing Lower Surface Structural Strut Offset Aerodynamic Strut Offset Horizontal Strut Force Vertical Strut Force 22
23 Vertical Strut Offset Influence of Vertical Offset on Strut Weight (Fixed Strut Junction and Strut Force) Weight Changes due to Strut Offset (Full Optimization) 23
24 Structures Technical Results 2.5E+07 Bending Moment Distributions Bending Moment (Ft-Lb) 2.0E E E E E E G Maneuver -1.0G Pushover -2.0G Taxi Bump E E E+07 Wing Half Span (Ft) 24
25 Mass Properties Panel thickness in Panel Thickness Distributions tip constraint 2g taxi bump -1g maneuver 2.5g maneuver Wing half span ft Wing bending weight calculated from panel thickness results 25
26 Mass Properties Wing bending, strut, and offset weight module for MDO tool Wing weight subroutine (wing bending wt.) wing bending wt. strut tension wt. offset bending wt. FLOPS/FLIPS equations (total wing wt.) wing bend. wt. tech. fact. non-optimum factor strut tension wt. tech. fact. non-optimum factor offset bending wt. non-optimum factor overall wing weight (wing, strut + 750, offset) wing weight wing bending weight strut weight strut tension weight offset weight offset bending weight Technology factor = 0.8 Non-optimum factor =
27 Mass Properties Detailed weight breakdown by material and component for costing purposes Group Weight 1995 (325 Pax) 2010 (325 Pax) 2010 (325 Pax) Summary Conventional Conventional Strut Wing Wing 100,230 69,217 56,515 Tail 12,186 7,747 11,302 Body 70,340 66,633 69,046 Landing Gear 34,856 27,044 19,442 Nacelle 9,079 7,123 5,760 Total Wing Propulsion 44,749 35,356 28,954 Bending Flight Controls 6,912 5,223 4,743 Shear 2578 APU 1,657 1,657 1,657 Ribs 4076 Instruments 1,176 1,176 1,229 Secondary Hydraulics 3,436 2,471 2,516 Strut 9368 Electrical 3,262 3,262 3,262 Offset 2740 Avionics 3,786 3,407 3,407 Furnishings & Equip. 37,204 37,837 37,732 ECS 3,790 3,762 3,762 Anti-Ice Weight Empty (333,055) (272,279) (249,670) 27
28 Hexagonal Wing Box Double-plate model z/c Hexagonal model Sc(2) Industrial scale wing sizing model High degree of accuracy (based on LMAS experience in wing sizing) Wing box geometry variable in spanwise direction Optimized area/thickness relationships for spar webs and spar caps stringers wing box skin Minimum gauge and stress cutoffs can be accurately applied Validated as a stand-alone version x/c 28
29 Hexagonal Wing Box Ongoing Activities Incorporation of hexagonal wing box model into the strut-braced wing MDO code Accurate calculation of wing box shear weight Spanwise variation of aeroelastic twist Incorporation of torsional stiffness into wing weight estimation aeroelastic constraints flutter speed divergence speed static aeroelastic response aileron reversal load alleviation 29
30 Hexagonal Wing Box Ongoing Activities Consideration of chordwise strut offset influencing aeroelastic twist and lift distribution increaseof flutter speed divergence speed decrease of wash-out effect aeroelastic tailoring without employment of composites Realistic element sizing Input for detailed FEM analysis 30
31 Structures Wing Model Double plate model used in Wing.f z/c Hexagonal model with optimized thickness/area relationships z/c Detailed FE Model that can be read by NASTRAN 31
32 Aeroelastic Analysis Structural Finite Element Modeling Based on Hexagonal Section Model Structural Dynamics Flutter and Divergence Use NASTRAN code Investigate the Effect of the Strut on the Wing Aeroelastic Behavior Variation on the strut stiffness Variation on the position of the wing-strut junction Variation on the position of the fuselage-strut junction Fuel mass effect 32
33 Wing Vibration Modes MSC/PATRAN Version Sep-98 20:42:09 FRINGE: PLUS STRUT, Mode 1:Freq.=1.7219: Eigenvectors, Translational (Z-COMP) -MSC/NAST DEFORMATION: PLUS STRUT, Mode 1:Freq.=1.7219: Eigenvectors, Translational -MSC/NASTRAN MSC/PATRAN Version Sep-98 20:43:23 FRINGE: PLUS STRUT, Mode 8:Freq.=11.402: Eigenvectors, Translational (Z-COMP) -MSC/NAST DEFORMATION: PLUS STRUT, Mode 8:Freq.=11.402: Eigenvectors, Translational -MSC/NASTRAN Z Y Z Y X X st bending mode, 1.72 Hz. 1 st torsion mode, Hz. 33
34 V flutter for the Wing-Strut Configuration structural damping g st bending 2nd bending 1st torsion frequency (Hz) st bending 2nd bending 1st torsion velocity velocity Preliminary results for the wing-strut configuration No aeroelastic optimization was performed Doublet-Lattice method with compressibility correction NASTRAN, PK method 34
35 Variation of the Strut Position at Fuselage Vflutter / Vref 1200 v divergence v flutter Strutrootposition(ft) Basic condition ( full fuel, sea level, the strut-wing junction at the wing break) The strut root position is measured from the current strut position The divergence speed decreases as the strut position moved forward The flutter speed is more critical than the divergence speed 35
36 Spanwise Variation of the Wing-Strut Junction Vflutter /Vref y / halfspan Basic condition ( full fuel, sea level, the strut-wing junction at the wing break) The FS and RS positions of the struts are varied spanwisely Note that the change in the spanwise position of the strut would change the wing stiffness. The calculation here neglects such changes in the stiffness. y 36
37 Chordwise Variation of the Wing-Strut Junction FS RS Vflutter /Vref The lowest V flutter is if the junction concentrated at the rear spar (Model 4) The junction model 1 and 2 give higher V flutter The flutter calculation is based on the wing and strut with fuel mass configuration at sea level 37
38 Stiffness Variation of the Strut FS RS Percentage of the strut loads connected to the front spar and rear spar FS(%) RS(%) Vflutter /Vref Basic condition ( full fuel, sea level, the strut-wing junction at the wing break) The highest V flutter is for the strut configuration Afs : Ars = 80% : 20% 38
39 Flutter Boundary Flutter Speeds of the SF-Opt-1 Wing at true air-speed flight Vd Flight Envelope Nominal case : Wing-strut configuration for zero/full fuel conditions Altitude (10 3 ft) Isolated Wing, full fuel Wing-Strut, full fuel Wing-Strut, zero fuel Isolated Wing, zero fuel Failure Case : Wing without strut for zero / full fuel conditions The most critical case is the wing without strut at zero fuel condition V flutter /V ref No aeroelastic optimization was performed. Further work will include the effect of the transonic dip correction 39
40 Future Work Nonlinear unsteady transonic aerodynamic correction Aeroelastic optimization Axial-flexural coupling effect in wing flutter and structural vibration Aeroelastic analysis for wing with an archshaped strut configuration Nonlinear strut modeling for inactive compression case T-tail and wing-fuselage-tail flutter 40
41 CFD and Interference Drag Analysis CFD Analyses on Unstructured Grids Grid Generator: VGRIDns Flow Solver: USM3D Transonic Flow: M=0.85 Helpful Interactions Lockheed-Martin Dr. Pradeep Raj NASA Langley Dr. Neal Frink Dr. W. Kyle Anderson Dr. Shahyar Pirzadeh Javier Garriz 41
42 Objectives of the Study Design the wing with a twist distribution for an optimized strut-braced wing geometry (SS5 Design) Evaluate the aerodynamic benefits of an arch-shaped strut compared to a straight strut Obtain the drag penalty compared to the clean wing case Study the effect of the arch radius on the interference drag Determine a parametric relationship between the interference drag and the strut geometry by performing CFD analyses 42
43 Wing Alone Grid Refinement Study Normal Grid 613,000 Volume Cells Improved Grid 787,000 Volume Cells C L = C D = C M = C L = C D = C M =
44 Advantages of an Arch Compared to a Straight Strut Two alternatives for the strut design Wing + Straight Strut Wing + Arch Strut The arch-braced wing design provides means to reduce the interference drag Intersection of the wing and the strut at 90 o Increased distance between the wing lower surface and the strut upper surface 44
45 Results for the Straight Strut Design Adding a straight strut to the wing has two main effects compared to the wing alone Dramatic increase of the drag: +39% Reduction of the lift at same angle of attack: -27% C L C M C D C D C D is the drag increment compared to the wing alone. It includes the drag of the strut, the wing-strut intersection as well as the strut-fuselage effect. 45
46 Improvements to the Straight Strut Design The pressure distributions show a big effect of the strut near the wing-strut intersection This effect could be alleviated by the shape design of the wing and the strut Even by carefully adding twist to the strut near the junction, the drag penalty is still very important 46
47 Analysis of the Arch-Braced Wing Design An arch-shaped strut was added to the wing The radius of the arch was varied from 1 ft to 4 ft Arch radius The strut was rotated about its leading edge to reduce the incidence to zero (structural reasons) The disruption of the flow field due to the arch is limited to the region close to the junction 47
48 Mach Number Contours on the Arch-Braced Wing Wing Upper Surface Wing and Strut Lower Surface View with strut removed 48
49 Effect of the Arch Radius on the Lift Distribution The arch-braced wing provides about the same lift as the wing alone at the same angle of attack 0.8 Spanload Distribution Wing Alone Arch = 1 ft Arch = 2 ft Arch = 3 ft Arch = 4 ft c*c l /c ave η 49
50 Drag Variation Compared to the Clean Wing For an arch radius of 3 ft, the interference drag is 50% less than for a 1-ft radius Drag Count Variation Due to the Arch-Strut (Wing Alone: C D = 0) C D (counts) Arch Radius (ft) 50
51 Interference Drag in Transonic Flow In subsonic flow, Hoerner [1965] studied the interference drag of strut-wall intersections Effect of the lateral and longitudinal angles Variation of the thickness of the strut Nothing equivalent exists in the literature for transonic flow We want to use CFD to study the effect of the strut angles and geometry on the interference drag 51
52 Method to Determine the Interference Drag Calculate the drag of two 2-D airfoil sections (5% and 10% thick) with Navier-Stokes solver Run Navier-Stokes calculations for 3-D struts with the 5% and 10% thick airfoil sections Vary the angle β of the strut with the wall β Calculate the drag of each arrangement (C Dtot ) Transform the 2-D drag to a 3-D equivalent (C D2D ) Interference drag: C D interf =C D tot -C D2D 52
53 Preliminary Results for NACA 64A- Airfoil Family Unstructured 2-D grids: AFLR2 and FUN2D Freestream conditions: M=0.85, α=0 o FLO36 FUN2D -0.5 FLO36 FUN2D C P 0 C P x/c NACA 64A x/c NACA 64A010 53
54 Future Work Wing and Strut Weight Analysis with Hexagonal Wing-Box Model Strut Interference Drag with CFD analyses Estimate the Benefits of Tip-Mounted Engines Consequences of Aerodynamic Loads on the Strut Detailed Aeroelastic Studies with Composites Improved Structural Analysis of the Strut- Wing Intersection Landing-Gear Pod Drag Analysis with CFD 54
55 Image Rendering and Rapid Prototyping On-Screen Visualization Fortran subroutine creates DXF file AutoCAD is used to create rendered images Rapid Prototyping A solid model is created in I-DEAS Fused Deposition Modelingisusedto create a plastic model 55
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