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Natascha Jansson

Aeronautical and Vehicle Engineering

Royal Institute of Technology

SE-100 44 Stockholm, Sweden

TRITA/AVE 2012:27

ISSN 1651-7660

Preface

The work presented in this thesis was performed between January 2010

and April 2012 at the Department of Aeronautical and Vehicle Engineering of the Royal Institute of Technology. The financial support provided

by the National Program for Aeronautical Research (NFFP) is gratefully

acknowledged.

I would like to express my appreciation to my supervisors, Professor Ulf Ringertz and Doctor David Eller. I highly value the support,

guidance and engagement that they have offered me during the last few

years.

The interesting people that I have had the pleasure of getting to

know at the department have all had a very positive impact on my daily

life since I started as a PhD-student. I would never the less like to

especially thank Doctor Gloria Stenfelt for being an excellent colleague!

She possesses several personal strengths which I unfortunately do not

share, like the great care she put into details.

Another important group of people who deserves to be acknowledged

are those who help me to remember to prioritize all important aspects

of my life. The list of people who should be mentioned here can also

be made quite long, but I will stick to the core. So a final thank you

goes to my family (my mother Rose-Marie, my stepfather Luis and my

sisters Sara and Josefine), the women in my life (Annica, Hanna and Ia)

and the man, David.

Natascha Jansson

Abstract

This thesis deals with the determination of loads on an aircraft structure during flight. The focus is on flight conditions where the loads

are significantly time-dependent. Analysis of flight loads is primarily

motivated to ensure that structural failure is avoided. The ability to accurately determine the resulting structural loads which can occur during

operation allows for a reduction of the safety margins in the structural

design. Consequently it is then possible to decrease the aircraft structural weight. The demand for safe and fuel efficient aircraft creates a

desire for efficient and accurate methods for determining the structural

loads.

The first paper of this thesis discusses the use of control laws for

robust atmospheric turbulence load alleviation in the time domain. A

numerical aircraft model including structural elasticity and unsteady

aerodynamic effects is used. A limited set of longitudinal flight mechanic

degrees of freedom are considered and two methods for structural load

analysis are compared for evaluation of the wing root bending moment.

In the second paper a method to perform time domain simulation

of both motion of center of gravity and elastic deformation is described.

The intention with the development of this simulation method is to

enable efficient analysis of dynamic flight loads.

A third study is finally included, where steady and unsteady pressure

measurements have been carried out during wind tunnel testing. The

motivation for performing these experiments is that knowledge about

the aerodynamic force distribution which affect an aircraft structure is

needed to correctly determine the structural loads.

Dissertation

This licentiate thesis is based on a brief introduction to the area of

research and the following appended papers:

Paper A

N. Jansson and D. Eller. Robust turbulence load alleviation. Proceedings of the International Forum of Aeroelasticity and Structural Dynamics, IFASD11, Paris, June 26-30, 2011.

Paper B

N. Jansson. Time-domain simulation for flight loads analysis. Technical report, Department of Aeronautical and Vehicle Engineering, KTH,

April 2012.

Paper C

N. Jansson and G. Stenfelt. Steady and unsteady pressure measurements on a swept-wing aircraft. TRITA/AVE 2011:91, Department of

Aeronautical and Vehicle Engineering, KTH, December 2011. To be

submitted for publication.

Contents

Preface

Abstract

Dissertation

Introduction

Objective

10

Flight mechanics

11

Aerodynamic loads

13

Unsteady aerodynamics . . . . . . . . . . . . . . . . . . . . . . 14

Flexible aircraft structures

17

Modal description of structural deformation . . . . . . . . . . . 18

Structural loads

19

Modal acceleration method . . . . . . . . . . . . . . . . . . . . 21

Modal truncation augmentation method . . . . . . . . . . . . . 21

Discussion and future work

22

References

25

28

Appended papers

Introduction

The first successful powered flight with a heavier-than-air aircraft was

accomplished by the Wright brothers. This well-known event took place

on December 17, 1903, in Kitty Hawk, North Carolina. What is less commonly known is that just nine days earlier another attempt to perform

the first piloted flight was conducted. This was attempted by Samuel

Pierpont Langley and his assistant Charles Manly from a houseboat in

the Potomac River near Quantico, Virginia [1]. Figure 1 shows a photograph taken just as the aircraft, called the aerodrome, had been launched

using a catapult mechanism. This photograph shows that structural fail-

Smithsonian Institution Libraries).

ure of the aerodrome tail has occurred and, as would be expected, this

resulted in that the aircraft crashed into the river.

The cause of failure was not entirely agreed upon, but some experts

argued that the aircraft structure was simply to weak. Due to the power

and weight of the engines that were used at this time a very light-weight

aircraft structure was required, explaining the origin of this problem.

What this historical example illustrates is that even though a thorough

10

N. Jansson

evaluation of structural loads during flight might not by itself put your

name in the history books, an insufficient estimation of flight loads can

cost you the success.

Light-weight structures have for the entire history of flight been an

important aircraft design criterion. The minimum weight required to

carry a certain load is discussed by Shanley in the early 1950s [2]. Already at this time large and sophisticated airplanes had been developed,

using analysis methods based on greatly simplified geometries and evenly

distributed aerodynamic loads. This was undeniably a very impressive

accomplishment and required a large amount of common sense of the

design engineers at the time.

During the 1960s and 1970s the ability to handle more details in

both the modeling of the aerodynamic loading and the modeling of the

aircraft structure improved significantly. The introduction of finite element structural analysis [3] allowed for a more complex description of the

aircraft structural geometry and properties. In the field of aerodynamic

analysis, for example lifting surface modeling [4] allowed for a more accurate three-dimensional evaluation of an aerodynamic response. The

development of increasingly effective computers is what made it possible

to use these new analysis methods.

The continued development in the accuracy of flight loads analysis

is due to the increased detail and accuracy in several related fields of

research. The importance of aerodynamics, solid mechanics, structural

dynamics and flight mechanics must all be acknowledged. However,

the refinement in those computational models and methods increase the

computational cost. For a time-dependent analysis when solutions must

be evaluated a large number of times there is an evident need for computationally efficient analysis methods.

Objective

The motivation for performing analysis of the structural loads acting on

an aircraft during flight can be greatly simplified to be about a desire

to avoid structural failure. For steady level flight when the solution is

not time dependent, the structural strains that arise due to the pressure

distributions acting on the structure of the aircraft can be calculated by

only performing one cycle of computations. For such a case the computational cost can be allowed to be comparably high. Detailed computational models and rigorous methods can consequently be employed.

When a solution is requested for a time history where the solution is

11

changing between the time steps the computational cost for each time

step can no longer be allowed to be as high. This is for example the case

for maneuvers and flight through atmospheric turbulence and gusts.

Methods used for structural loads analysis need to be computationally efficient to be feasible for obtaining time dependent solutions. This

puts a requirement on these methods to not include a too large number

of degrees of freedom in the problem description, while still providing

sufficient accuracy in the results.

The objective of this thesis is to develop a method for performing

structural load analysis in a computationally efficient and accurate manner. The approach to achieving this aim is to execute a flight simulation

with a reduced order model and then use the time history of the retained states to reproduce the structural strains that occurred for the

simulated time period. To ensure that the accuracy of the solution is

sufficient, the flight simulation must take structural elasticity and more

sophisticated aerodynamic effects than steady responses into account,

even for a reduced order model representation.

Flight mechanics

Traditionally, when using the term flight mechanics, the motion of an

aircraft is evaluated with no consideration of the elasticity of the aircraft

structure. The inadequacy of the rigid body assumption is possibly

partly accounted for by applying corrections to the aerodynamic force

and moment coefficients, due to deformation of the wings and fuselage

in steady flight [5]. The pressure field that the airstream inflicts on the

outer structure of the aircraft is modeled as resulting integrated forces

and moments acting at the center of gravity, just as the inertial forces

are assumed to do.

Figure 2 illustrates the notations used for the forces, F , and moments, M , defined in a body-fixed frame of reference according to [5].

In the Figure a flight path is included together with the velocity vector,

V , which is always tangential to the flight path if the surrounding air is

at rest. If V is defined by the contributions from the directions in the

body-fixed frame of reference, as shown in Figure 3, then the angle of

attack, , is given as

w

= tan1

,

(1)

u

12

N. Jansson

yB

Flight path

FY

FX

xB

MX

MY

MZ

FZ

zB

analysis.

and the side slip angle, , is defined as

v

= sin1

.

||V ||

(2)

yB

Flight path

v

xB

u

V

zB

Figure 3: Division of velocity vector V in the body-fixed frame of

reference.

A common way to express an aerodynamic force [6], Faero , is by

introducing a non-dimensional force coefficient, CF , and relating the

force and the force coefficient to each other as

Faero = q Sref CF .

(3)

of the free-stream, q , and the reference area of the aircraft, Sref . How-

13

different states and conditions of flight. For the provided example of a

generic aerodynamic force, all complexity is contained within the force

coefficient.

For the simplified case of steady flow and no influence of structural

elasticity, CF is essentially a function of only , , the Mach number

of the free-stream and the Reynolds number [6]. Even for this limited

use, the dependence of the angles of incidence and the flow conditions

on CF is in general highly non-linear. It is possible to find regions

where for example compressibility effects are negligible or the incidence

dependence can be approximated by linear or quadratic functions. Never

the less, such models must be used with caution.

When effects of for example structural elasticity and unsteady flow

is taken into account the flight mechanical behavior of an aircraft is becoming more complex to analyze. The non-dimensional force coefficient

CF , defined in (3), will then depend on an increasing number of states.

Aerodynamic loads

When the subject of flight mechanics was introduced above, it was explained that all forces and moments acting on the aircraft was considered

to act at the center of gravity of the structure. When the assumption

is made that the aircraft is a rigid body, this is a valid modeling of the

problem. However, many different aerodynamic pressure distributions

can result in the same integrated forces and if the structural loading is

of interest these different pressure distributions are not equivalent.

To illustrate how different pressure distributions can result in the

same integrated forces, but varying structural loading, a simple example

is given in Figure 4. Here a two-dimensional problem is shown where

MA

MA

MB

MB

the same structure is exposed with two different pressure distributions

indicated by grey areas over the wings. The pressure distributions

14

N. Jansson

have the same area and result in the same integrated forces at the center

of the symmetric structure and there is no resulting rolling moment for

either of the two cases.

However, if the structural loading is evaluated by simply looking at

the wing root bending, called MA and MB for the left and right case

respectively, the results are not equal. For the right case the pressure

is higher further away from the wing root and therefore the bending

moment is higher.

Unsteady aerodynamics

Flight in cruise with conventional airplanes is often assumed to be steady

and level, i.e. the forces acting on the aircraft is not considered to

change from one instant to the next. Even though other conditions

must of course also be taken into account, steady aerodynamic forces

generally have the largest influence on the aerodynamic performance of

the aircraft.

The investigation of unsteady aerodynamics was first motivated by

a desire to understand the flight of birds. When some birds fly, the

flapping of their wings is inducing unsteady aerodynamic forces. The

flapping motion is essential for generating thrust and, depending on the

weather conditions, also needed to sustain the flight.

In 1924 Walter Birnbaum [7, 8] finished his PhD thesis in this new

field of research. Birnbaum both performed experiments and, together

with Ludwig Prandtl, developed theoretical modeling of the oscillating

motion of an airfoil and the forces acting on it. It was precisely the

aim to understand and investigate the efficiency of flight of birds that

first motivated the early study of unsteady aerodynamics that Birnbaum

conducted. He concluded that it was not the frequency of the motion

that determined the unsteady aerodynamic response. Instead he defined

a non-dimensional quantity called the reduced frequency of vibration

that was of particular interest. The meaning and importance of the

reduced frequency will be described later in this section.

The relationship between an unsteady aircraft motion and the forces

acting on the aircraft is often described in the frequency domain. As an

example, consider a harmonically varying heaving motion as illustrated

in Figure 5. The angle of attack is varying harmonically according to

(t) =

sin(t + )

(4)

with amplitude

, frequency and phase . The vertical force in the

15

Flight path

xB

body-fixed frame of reference is then given by

Z(t) = Z sin(t + Z ),

(5)

where the frequency, , is the same as for the angle of attack variation.

The amplitude and phase of the force is Z and Z .

How unsteady aerodynamic forces depend on the frequency of an

oscillatory motion is not directly known since it also depends on the

free-stream velocity of the motion. Instead a non-dimensional quantity

called the reduced frequency of vibration is introduced according to

k=

c

.

2||V ||

(6)

The physical relevance of this quantity is that it relates the time it takes

for a fluid particle to cross the distance of the mean aerodynamic chord

to the period of the oscillation.

By utilizing the reduced frequency when referring to unsteady aerodynamic forces it is possible to relate the aerodynamic response to an

oscillation of the angle of attack in a more redundant manner according

to

Z, (ik)

Z(ik)

= q Q

(ik).

(7)

Z, (ik)

Now Z(ik)

and

(ik) are defined in the frequency domain and Q

is a complex valued transfer function used to relate the amplitude and

phase of

(ik) to that of Z(ik).

Q

oscillation of the angle of attack.

A more complicated problem is then how to evaluate the aerodynamic forces during a time-dependent motion which can not be described as a harmonic oscillation with a certain reduced frequency. One

16

N. Jansson

frequencies to rational aerodynamic functions according to the theory

described in [9].

Z, (ik), used for describing the

The aerodynamic transfer function, Q

relationship between an undamped angle of attack harmonic variation

and the corresponding vertical force, is then replaced with the rational

Z, (ik) according to

aerodynamic approximation Q

Z, (ik) Q

Z, (ik) = A0 + A1 (ik) + A2 (ik)2 +

Q

+ D T (I(ik) R)1 E(ik),

(8)

1

1

1

2

D = ,R =

..

.

A3

A4

,E = ,

..

..

.

.

(9)

and where A0 , A1 , ... are real valued coefficients that give rise to the

Z, (ik) resulting in the best match to Q

Z, (ik) in a least squares sense.

Q

By treating (ik) as the Laplace variable and using the inverse Laplace

transform on the rational aerodynamic function in

Z, (ik)

Z(ik)

= q Q

(ik),

(10)

as a function of the angle of attack, the first and second time derivative

of the angle of attack and a set of additional states for the influence

of the previous motion. The number of additional states is equal to

the length of E. This example was given for one resulting integrated

force due to the variation in one state. In Paper A the method is also

outlined for several states and the resulting aerodynamic forces using

Rogers approximation [10].

In Paper C steady and unsteady pressure measurements are carried

out for a tailless aircraft model subjected to a heaving motion at a range

of frequencies of oscillation. Numerical results for the same test cases

based on unsteady potential flow theory are also provided. Experimentally and numerically determined responses in the pressure distribution

at a particular span section are compared. Emphasis is also put on

describing the used experimental procedure and its limitations.

17

Even though the elastic deformation of the aircraft structure is generally

not evaluated when performing a flight mechanics analysis there are

several examples of flight dynamics phenomena when the rigid body

approximation is inadequate. During flight, the aircraft structure is

subjected to both static and dynamic deformation [11].

Nowadays the static deformation, that is occurring when the aerodynamic pressure distribution is acting on the structure during flight,

is already taken into account when the aircraft shape is designed [12].

The aircraft is designed considering a desired deformed shape in flight,

and then the undeformed shape (called the jig-shape) of the structure

that is needed to achieve that deformed shape is determined. The difference between the jig-shape of an aircraft structure and the in-flight,

deformed, aircraft shape is illustrated in Figure 6.

shape (dotted line) of an aircraft.

How an aircraft is deformed in steady level flight depends on both the

distribution of aerodynamic loading, the elastic structural properties and

the inertial forces. To evaluate which static structural deformation that

will occur for a certain flight condition it is necessary to understand that

the deformation which is inflicted by the aerodynamic loading results in

a change in the aerodynamic loading. The static structural deformation

can therefore not be determined directly by the aerodynamic loading for

the undeformed structure.

Dynamic deformation of the structure can occur due to different

reasons, the situation that most people will have experienced is flight

through wind gusts or turbulence. A passenger in a window-seat close

to the main wings can easily observe the dynamic deformation of the

wings during flight with a transport aircraft in such weather conditions.

18

N. Jansson

For computational analysis of an elastic aircraft structure it is common

practice to create a model of the complex structure by using a large

number of more simple finite elements. Each node in the finite element

model often has six degrees of freedom, three translations and three

rotations. The elastic degrees of freedom of the entire structural model

are then the sum of these degrees of freedom of all nodes. The total

size of the model easily results in an unreasonably large computational

problem to be solved if a time dependent solution is desired.

To reduce the order of the problem it is desirable to be able to make

some relevant assumptions about how the elastic deformation can be

described more efficiently. The deformation, B (t), at any time t is then

approximated to be given as some linear combination of a number of

pre-determined deformation shapes, called elastic modes, according to

B (t) = Z(t).

(11)

To successfully reduce the order of the problem the size of the vector

of elastic coordinates, , must be smaller than . The columns of the

matrix Z describes the retained elastic modes of deformation.

The retained elastic modes can be chosen in different ways. A common approach to this choice, especially from an aeroelastic point of view,

is to choose a set of low-order modes of free vibration. A mode of free

vibration, or an eigenmode, is a deformation shape that the structure

could oscillate with if it where to deform without any external forces

acting on it after an initial deformation excitation. Consider an elastic

mode with index i, defined by the modal shape Zi and the eigenfrequency i . If the influence of structural damping is ignored, then the

mode will fulfill the condition

KZi = i2 M Zi ,

(12)

where M is the mass matrix and K is the stiffness matrix for the elastic

degrees of freedom of the original finite element model. The lower-order

modes are characterized by a low frequency of oscillation.

Physically it is reasonable to have low order modes in the set of elastic

states [11] when the aeroelastic motion of the structure and the effect of

the elastic deformation on the global motion is evaluated. Deformation

in the low order modes has the largest influence on the aerodynamic

forces acting on the structure. However, when the structural loads are

to be evaluated the higher order modes can have a significant influence.

19

Figure 7 is provided. Higher order modes are often characterized by less

Figure 7: Lower (upper part) and higher (lower part) order mode

deformation of a portion of a wing.

absolute displacement and more curvature in the structural deformation,

which corresponds to high values of structural strain. Consequently it is

not possible to dismiss the influence of higher order modes to the same

extent for analysis of structural loads as is often done for aeroelastic

analysis.

In Paper A simulations are performed where control laws are utilized

with the aim to reduce the wing root bending moment for flight through

atmospheric turbulence. It is found that dismissing the influence of

higher order modes on the structural loading causes significant errors.

A control law based on such simplifications might actually increase the

wing root bending moment, as compared to the case where no automatic

control is used to decrease the structural loading when flying through

atmospheric turbulence.

Structural loads

In a flight condition with a time dependent behavior of the included

states structural dynamics, flight mechanics and aerodynamics all interact and cause structural loads. To achieve an estimation of the structural

loads it is then necessary to consider the influence of all of those fields.

The direct interaction between flight mechanics and structural dynamics can be neglected for the choice of elastic modes with no contribution from rigid body-modes in the dynamic analysis of structural

deformation. Then the only coupling is caused by aerodynamic forces.

20

N. Jansson

An illustration of the interactions between the different sources considered to influence the structural loads during a flight simulation is

provided in Figure 8.

Flight

mechanics

Structural

loads

Structural

dynamics

Aerodynamics

In Paper B the current state of the simulation method being developed for structural loads estimation is presented. The method is

intended to be used for unsteady flight, and will continue to be refined.

It has been argued above that structural dynamics, flight mechanics

and aerodynamics must all be considered by the method for structural

loads evaluation that is in development. Having said this, the degree of

sophistication in the methods chosen for doing so can still differ.

Regarding the aerodynamic responses, steady, quasi-steady or unsteady aerodynamics can be considered. The fluid dynamics can be

considered using different types of theoretical models, or based on experimental data. The modeling of the aerodynamic response can be

performed using different types of data for the global motion of the aircraft and for the structural dynamics. It is a desired property of the

developed method that it should be usable together with any type of

data describing the aerodynamic response. The limit is currently set

by that the aerodynamic response can only depend on the set of states

included in the analysis.

To achieve a good computational efficiency, structural dynamics are

often described by a modal basis. The possible structural deformation

shapes are thereby limited and therefore it is important that this modal

basis is chosen such that the resulting deformations are accurate enough

for the intended use. It has been described in a previous section how a

set of low order elastic modes of free vibration might be sufficient for an

aeroelastic analysis, but not for a structural load analysis. Two different methods, the modal acceleration method and the modal truncation

21

augmentation method [13], that can be implemented to handle the issue with insufficient estimation of structural loads are presented in the

following.

The assumption that the physical deformations can be sufficiently described by a linear combination of a set of low order elastic modes of free

vibration is related to a method called the modal displacement method.

As argued in an earlier section, this is not necessarily a valid assumption

when evaluating the strains in an aircraft structure during flight.

One approach to handling the influence of higher order modes on the

structural loading is to use the modal acceleration method [13]. When

employing this method for estimating loads the conventional modal analysis choice of retaining a set of low order elastic modes of free vibration

among the states is made. The method is based on some assumptions

about the choice of retained modes. First it is assumed that the response

of the non-retained elastic modes will have a negligible dynamic amplification. It is also assumed that the physical accelerations and velocities

of the elastic deformation can be given directly by the retained modal

description of the deformation accelerations and velocities.

If the influence of structural damping is again ignored, the deformations in the original degrees of freedom of the finite element model is

given by using the modal acceleration method as

(13)

where F (t) contains the time dependent forces acting in all degrees of

freedom of the finite element model.

When using the modal acceleration method the time integration can

still be performed as if the modal displacement method is used. The

influence of higher order modes is then considered in a post-processing

step. The presence of a computationally efficient method to evaluate

F (t) based on the included set of states is desirable, since the postprocessing step would otherwise become costly.

In contrast to the modal acceleration method, the modal truncation

augmentation method [13] requires that time integration is performed

using another choice of retained elastic modes than some number of low

22

N. Jansson

using both modes of free vibration and some other modes.

The method is based on the assumption that the structural loading

is not adequately described by the retained free vibration modes. To

improve the load representation additional elastic modes are included in

the set of elastic states to be used during the simulation. These added

modal truncation augmentation vectors are not necessarily, nor likely,

modes of free vibration.

To make the choice of the truncation augmentation modes, knowledge about the expected external structural loading is needed. A requirement is that there exists a basis, F0 , for the possible loading distributions during the considered time integration. The portion Fs that

is well represented using the retained free vibration modes can then be

determined. As a consequence, the truncated portion of the loading,

which is not represented, is easily determined as

Ft = F0 Fs .

(14)

the structural load basis is found by solving the equation

KXt = Ft .

(15)

The modal truncation augmentation vectors, Zt , is a basis for possible deformations. The vectors in Zt can describe the same range of

deformations as the basis Xt , but scaled such that the condition

ZtT M Zt = I

(16)

states. Zt is added to the elastic states considered in the flight simulation. For the modal truncation augmentation method it is assumed

that the basis for elastic deformation, with both free vibration modes

and modal truncation augmentation vectors, can be used to directly

determine the structural strains with sufficient accuracy.

To continue the development of the method used for simulation of flight

loads, more detailed evaluation of the external loading will be implemented. Currently the quasi-steady aerodynamic modeling for the test

case presented in Paper B is performed using a potential flow solver that

23

uses panel elements and potential flow theory [14]. Another potential

flow solver using three dimensional finite element modeling of the flow

field around the aircraft geometry is going to be used for determining

the aerodynamic response in the future [15].

The method for structural load analysis is going to be extended with

a possibility to take unsteady aerodynamic effects into account. Due to

the fast dynamics related to flight through atmospheric turbulence and

gusts these are highly interesting test cases when this improvement is

applied. Traditionally these type of dynamic loads are analyzed in the

frequency domain [16]. However, there are several examples of the capability to perform gust load analysis in the time domain nowadays [17].

Other elastic deformation shapes than modes of free vibration, for

example modal truncation augmentation vectors chosen using the modal

truncation augmentation method, is going to be included in the set of

elastic states. The improved accuracy of the structural loads analysis

based on the time history of the states of the developed flight simulation

method for dynamic flight conditions can then be evaluated.

An important aspect for flight loads analysis is that the aerodynamic

model which is used is suitable for the intended application. It is not

sufficient to have a highly sophisticated flight simulation method if the

aerodynamic model that is used is not accurate enough. Steady aerodynamic forces have been studied for a long time, both computationally and experimentally. For a time-dependent analysis where unsteady

aerodynamic effects play an important role it is necessary to base the

analysis on accurate data. Then the unsteady aerodynamic forces should

be considered in order to get reliable results.

In the 1950s an early study was performed by Halfman to investigate

unsteady integrated forces [18]. It was concluded that there were difficulties in determining the difference between the position of the model

and the force response with good precision. In Paper C the similar difficulty in determining the time delay between a position and the resulting

pressure distribution is discussed. This issue causes uncertainties in the

phase of the frequency domain representation of unsteady aerodynamic

effects. The utilized pressure measurement equipment induce frequency

dependent phase delays and amplitude shifts which must also be taken

into account [19, 20]. Continued investigations of the possibility to experimentally validate numerical unsteady aerodynamic models would be

of great interest for the improved reliability of the analysis method.

Unsteady aerodynamics are also known to have an important influence in the transonic region [21], and therefore the possibility to analyze

24

N. Jansson

flight loads in the region using the developed method could also be of interest. More recent work has been done both in the area of investigating

unsteady aerodynamics numerically and experimentally [22].

The utilization of control laws to reduce structural loads during flight

through atmospheric turbulence and gusts is discussed in Paper A. This

is a research area where the opportunity to reduce structural loads with

an existing aircraft is treated. Special instrumentation including forward

looking sensors allow for load alleviation using feedforward control [23],

meaning that the control laws can react to an upcoming disturbance

before the aircraft reaches it. Using the available aircraft sensors feedback control laws [24] has also been successfully designed for gust load

alleviation.

25

References

[1] J. D. Anderson. The Airplane, a history of its Technology. American

Institute of Aeronautics and Astronautics, 2002.

[2] F. R. Shanley. Weight-strength analysis of aircraft structures.

McGraw-Hill, 1st edition, 1952.

[3] I. Babuska B. Szabo. Finite Element Analysis. John Wiley & Sons,

1991.

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26

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27

Paper A

Jansson was responsible for the control law design and flight simulations.

The load estimations were performed by Eller. The paper was written

by Jansson and Eller.

Paper C

Jansson and Stenfelt were responsible for the manufacturing of the interior structure for the pressure taps. The experimental testing and analysis was performed jointly by the authors. Both authors contributed

equally to writing the paper.

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