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Introduction
Aeroelasticity deals with the interaction between aerodynamic, elastic and inertial forces acting on atmospheric flight vehicles. The aerodynamic and inertial loads deform the structure. The deformations affect the airloads, which closes the aeroelastic loop. Static aeroelasticity deals with the effects of structural deformations on steady aerodynamic load distributions and total force and moment coefficients, and with static instability (divergence). It is assumed that: The 6 d.o.f. airplane maneuvers are slow compared to the structural dynamics. The structure deforms but structural vibrations have negligible effects. The aerodynamic loads due to change in local angles of attack develop with no delays.
Dynamic aeroelasticity deals with the interaction between structural dynamics and unsteady aerodynamics. Delays in the development of aerodynamic loads are important. The main topics are dynamic instability (flutter) and response to atmospheric gusts (deterministic and stochastic) Aeroservoelasticity (ASE) deals with the interaction between aeroelastic and control systems. The control system reads structural vibrations and activates aerodynamic control surfaces, which closes the aeroservoelastic loop. The models in this lecture series assume linearity of the aerodynamic, structural and control systems.
L(S ) = 2V 2b 0 (S )
where (S) is Wagner's function for indicial lift where S=Vt/b. The leading edge encounters at time t=0 a sharp-edged vertical gust of constant velocity wg= w0 . The lift per unit span is:
L(S ) = 2Vbw0 (S ) where (S) is Kussner's function.
Wagner's and Kussner's functions with V = 200 m/sec and b = 1 m: S=20 corresponds to t=0.1 sec.
ZONA7U
ZONA6
3D Spline
Geometric Fidelity
ZAERO/UAIC
ZAERO/UAIC
ZSAP at M = 1.0
ZONA51
DLM
NASTRAN NASTRAN
ZONA7
Pilot Input
5
ZTAIC
Time (sec)
Subsonic
Transonic
Supersonic
Hypersonic
ZDM
Time (sec)
Trim/Flight Loads
Y
10.00
9 .00 8 .00 7 .00 6 .00 5 .00 0.00 5 .00 10.00 1 5.0 0 20.00 25 .00
Wind Tunnel Model ASTROS - LIFT TRIM AOA = 1 Deg., M=0.9 V=12053 in/sec
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0 .20 0 .10 0 .00 -0.10 -0.20 -0.30 0.00 5 .00 10.00 1 5.0 0 20.00 25 .00
Stress Distribution
ASTROS RESULT M = 1.2, q = 350 psf AOA = 5 Deg. VSS/ON
.1 30 -2 06
-20630.1
-25638.4
.1 -20630
4411.4
-5605.2
.1 30 06 -2
-2
063
0.
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Course Outline
1. 2. 3. 4.
5.
Structural vibrations and modal coordinates Static aeroelasticity Unsteady aerodynamics Flutter analysis
Dynamic response to gust excitation
Use of Symmetry
Flight vehicles normally have a plane of symmetry. The structural model is constructed for one half only. Boundary conditions at the plane of symmetry determine whether the model is symmetric or antisymmetric. Symmetric and antisymmetric analyses are performed separately. Unmanned Aerial Vehicle (UAV) model Advanced Fighter Aircraft (AFA)
Z 101
[ K ]{u}
= { P}
(1.2)
A column {Kj} in [K] is the force vector required to obtain a unit displacement at the j-th d.o.f. and zero displacements elsewhere. The stiffness matrix is symmetric. A single finite element affects only the terms associated with the grid points to which the element connected. A free-free structure can move as a rigid body with no external forces. A rigid-body mode {} satisfies
[ K ]{R }
= {0}
(1.3)
which implies that a free-free stiffness matrix is singular. A stress model can be normally used for dynamic analysis. Parts which are not required to be very detailed in the aeroelastic analysis (i.e. fuselage) can be reduced to a beam-like model.
10
x1 , y1, z1 , x1 , y1 , z1 , x2 , ..., z2
12
z
2
x
x1 z1 x1 L
z1
y1 y1
x1 , x2 [K ] = EA 1 1 L 1 1
x1 , x2 [K ] = GJ 1 1 1 L 1 xy
y1 , z1 , y2 , z2 12 EIz 6L [K ] = 3 L 12 6L
6L 4L2 6L 2L2
12 6L 6L 2L2 12 6L 6L 4L2
x1 , y1 , z1 , x1 , y1 , z1 , x2 , ..., z2
12
EA L
[K ] =
0 0 0 0 0 EA L 0 0 0 0
12EIz L3
12EIy L3
0 0 0
6EIz L2
sym
GJ L
0
y 6EI L2
0
EIz 12L 3
0 0 0
EIy 12L 3 0 z 6EI L2 0
0 0 0
6EIz L2
0 0 0 0 0 GJ L 0 0
4EIy L
0 0 0
6EIy L2
4EIz L
0
z 6EI L2
EA L
0
2EIy L
0 0 0
2EIz L
0 0 0 0 0
12EIz L3
0 0 0
z 6EI L2
12EIy L3
0
6EIy L3
GJ L
0 0
4EIy L
4EIz L
A column {Mj} in [M] is the force vector required to obtain a unit acceleration at the j-th d.o.f. and zero accelerations elsewhere. unit acceleration at the j-th d.o.f. and zero accelerations elsewhere. The mass matrix is symmetric. A single mass element affects only the terms associated with the grid points to which the element is connected. Example: a mass point rigidly connected to a 2 d.o.f. grid point Mass matrix of a structural element:
Lumped mass matrix: the mass is distributed to the translational d.o.f. Consistent mass matrix: based on a consistent energy formulation
[ M e ] = Vol [ Ne ] [ Ne ] dVol
T
(1.5)
where [Ne] defines the assumed element inner displacements as function of the grid displacements (1.6) {uin } [ N e ]{ue } 13
{u} = {i } ei t
i
(1.8)
i
( [ M ] + [ K ]){ } = {0}
2 i
(1.9)
Eigensolution yields natural frequencies [n] and vibration mode shapes [] that satisfy 2 K = M (1.10) [ ][ ] [ ][ ][ n ] Generalized mass and stiffness matrices:
[ M hh ] = [ ]T [ M ][ ] , [ K hh ] = [ ]T [ K ][ ] = [ M hh ][ n ]2
(1.11)
The maximum number of eigenvectors (mode shapes) that can be calculated is equal to the rank of [M]. Orthogonality: any two different eigenvectors (columns of [] ) satisfy
(1.12)
14
Modal Reduction
Assumption: the displacement vector is a linear combination of a subset of nh low-frequency vibration modes, namely
{u (t )}
= [ ]{ (t )}
(1.13)
The assumption reduces the number of d.o.f. to nh Substitution in Eq. (1.1) and premultiplication by [ ]T yields
} + [ B ]{ } + [ K ]{ } [ M hh ]{ hh hh = { Ph (t )} (1.14)
where the generalized damping matrix and the generalized force vector are
T T [ Bhh ] = [ ] [ B ][ ] , {Ph (t )} = [ ] {P(t )}
(1.15)
If [B] is proportional to [M] and/or [K], [Bhh] is diagonal. In many cases [Bhh] is replaced by a diagonal matrix where
Bhhi = 2 i M hhi i (1.16)
where the i values are determined from previous experience or from resonance tests. Typical values for flight vehicles are 0.01 - 0.04. The equation of motion can be solved for {(t)}. {u(t)} can then be recovered by Eq. (1.13).
15
Generalized Coordinates
Any linearly independent set of displacement vectors that satisfy the boundary conditions can be used as generalized coordinates. The natural vibration modes [ ] are a natural choice because:
they yield a set of uncoupled equations (when the excitation is not a function of the response); they can be (carefully) selected according to the frequency range of interest; their dynamic properties can be verified in vibration tests.
16
{ } = { P (t )} h M hh + Bhh + K hh
{}
{}
(1.18)
where
= [ M ] + [ ]T [ M ][ ] , B = [ B ] + [ ]T [ B ][ ] , K = [ K ] + [ ]T [ K ][ ] M hh hh hh hh hh hh
The generalized forces do not change. The discrete-coordinate recovery process do not change. A larger number of modes might be required.
17
{}
(1.19)
Assume n ] and a square eigenvector matrix []. Eigensolution yields nh natural frequencies [ New generalized masses:
T [ ] = M [ ] hh M hh
{ } = { i } ei t
i
(1.20)
(1.21)
Comparison of the new frequencies and modes with those obtained directly from the finite-element model is used for checking the adequacy of the structural variations in generalized coordinates.
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Z Y 3 X Z 101 X Y
Z
Z
Y 3 X Z 101 X Y
3 X Z 101 X Y Y
Z
Z
Z
Y
Y 3 X Z 101 X Y
3 X Z 101 X Y
Y 3 X Z 101 X Y
19
Z
20