Enginyeria Aeroespacial Computacional: Joaquín A. Hernández Ortega

Enginyeria Aeroespacial Computacional
Joaquín A. Hernández Ortega 1,2
1
Despacho 129, Edificio TR45. Campus Terrassa, UPC
2
Despacho 101, Edificio C1. Campus Nord, UPC/CIMNE (Barcelona)
Enginyeria Aeroespacial Computacional 1 / 32

Detalles de la asignatura
◮ Nombre de la asignatura : Enginyeria Aeroespacial Computacional (código

220056)
◮ Guía docente: ver documento en
https://www.up .edu/ ontent/master/guiado ent/pdf/ing/220056
◮ Créditos ECTS: 4.5
◮ Departamento: Departament de Resistència de Materials i Estructures a
l’Enginyeria (737)
◮ Objetivo General:
◮ Aprender los fundamentos del Método de los Elementos Finitos

(MEF) como una herramienta numérica general para resolver
problemas de ingeniería gobernados por ecuaciones diferenciales
ordinarias y parciales.
◮ Aprender la metodología utilizada para obtener las “formas
débiles” de las ecuaciones de gobierno y su discretización por
elementos finitos.
◮ Familiarizarse con el desarrollo de un código de elementos finitos
y, paralelamente, con el uso de un programa comercial.
J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 2 / 32

Planificación de la asignatura
◮ Sistema de evaluación
NF = 0.3EM + 0.3EF + 0.4TC
◮ NF: Nota final

◮ EP: Examen parcial
◮ ER: Examen parcial de recuperación
◮ EM: max(EP,ER)
◮ EF: Examen final
◮ TC: Prácticas

INTRODUCTION

Motivation
Benefits of computational modeling and simulation (see VID_01_10.mkv and SLIDEaux_1_10.pptx)
“Imagine1 engineers without computers! It is true the great

aeronautical discoveries were made without millions of transistors
in pursuit of an optimal design [...] However, without digital
computers solving the navigation equations, Neil Armstrong would
not have set foot on the moon. [...] Today, we design a big airplane
like the Boeing 777 without a scrap of paper [...]”
Ultimate goal of all computational modeling efforts: virtual testing

“[...] Virtual prototyping has become the Holy Grail. Engineers
are challenged to design, build, and test a prototype without ever
bending metal [...] Modeling and simulation are important
elements of virtual engineering. They do not replace creativity,
but enable the engineer to define the design and explore its
performance [...] The foundation is physics, the blocks are the
vehicle components, and calculus is the mortar that joins them
together. The simulation is the finished structure, programmed for
computer and ready for execution.
1 [7]: Modeling and simulation of aerospace vehicle dynamics (Zipfel 2000)

Limitations of computational modeling
Role of computers in aircraft design process
“It 2 is natural that students, whose everyday lives are filled with
computer usage for everything from interpersonal communication to the
solution of complex engineering problems, should believe that the aircraft
design process is one in which they need only to enter the operational
requirements into some supercomputer and wait for the final design report
to come out of the printer ”
(a) Student view of design (b) “Real” design process (source: [4])
◮ Computer simulations are there to guide engineering judgement in the design
process (but not to replace it !!)
◮ There is no such a thing as an “all-encompassing aircraft model!!!”.
2 Aircraft design projects, Jenkinson et al. 2003 [4]
Computational modeling in engineering design
Flowchart
3
3 www.adina. om/fem_one/MIT2_092F09_le 01.pdf

Idealization process
What is a mathematical model ?
◮ Mathematical models are the result of idealization of real

engineering systems.
◮ Level of idealization ⇐⇒ Complexity of the mathematical model
Figure 1: Aircraft structural breakdown of a military fighter (from Ref. [7])
.
Simplest mathematical model in aircraft design
◮ The level of idealization of a model depends on its goal within the design
process
◮ Simplest mathematical model of an aerospace vehicle: rigid body
◮ Three translational degrees describe the motion of the center of
mass (c.m.), also called the trajectory [7]
◮ Three attitude degrees orient the vehicle (yawing, pitching, and
rolling)4.
◮ Newton’s second law governs the translational degrees of freedom
◮ Euler’s law controls the attitude dynamics
(a) Rolling (b) Yawing (c) Pitching
5
4 Guiñada, cabeceo y alabeo
5 From https://howthingsfly.si.edu/flight-dynami s/roll-pit h-and-yaw

More complex models (aeroelasticity)
◮ Aircraft structures are prone to distortion under load (see Ref. [5])
◮ Loads caused by aerodynamic forces depend on the geometry of the
structure ⇒ structural distortion results in changes in aerodynamic load,
leading to further distortion and so on.
◮ An aircraft possesses an infinite number of natural or normal modes of
vibration
◮ Example of simplifying assumption: breaking down the structure into a
number of concentrated masses connected by weightless beams
(lumped mass concept, see Figure6 2 )
Figure 2: Structure of complete aircraft configuration discretized by beam elements

6 From http://www. ats.rwth-aa hen.de/resear h/ ae
.
The finite element method (FEM)

The finite element method
Essence of the method (see VID_11_32.mkv and SLIDEaux_11_32.pptx)
◮ General method for solving partial differential equations

◮ Based upon the concept of breaking the domain (aircraft, wing...) into numerous,
small (finite) elements
◮ Equations describing the behavior of these finite elements are derived using
various approximations
◮ The element equations are then linked together using matrix algebra so that the
entire structure’s response to a given external loading condition can be
determined.
7
7Source: Ref. [6]
The finite element method
Finite elements: bars, beams, plates, solid elements
Figure 3: Warren truss( Ref. [3])
Figure 5: Typical finite elements (Ref. [6])
Figure 4: Monocoque fuselage design ( Ref. [3])

Origins of the finite element method
Classical methods of analysis of frames and trusses
1. Flexibility (or force) method

◮ Employed in classical Strength of Materials
◮ Statically indeterminate structures are transformed into statically
determinate structures by selecting appropriate set of redundant

forces/moments
◮ Forces/moments are taken as unknowns
◮ Not readily amenable to computer implementation
2. Stiffness (or displacement) method

◮ Based on partitioning the (discrete) structure into elements (bars or
beams)
◮ Displacement/rotations at the ends of the elements are the
unkowns
◮ Nodal internal forces are related to nodal displacements through
stiffness influence factors

◮ Substitution of the above force-displacement relations into nodal
equilibrium equations leads to a matrix system of equations
Kd =F
◮ Amenable to computer implementation
Inception of the method
◮ Investigations leading to the present FEM were fostered by

aircraft design demands during 1950s

Inception of the method
Investigations leading to the present FEM were fostered by aircraft design

demands during 1950s
“When8 I applied for the Boeing Summer Faculty job in June 1952, I
was assigned to the Structural Dynamics Unit under the supervision of Mr
M. J. Turner [...] The job that Jon Turner had for me was the analysis of the
vibration properties of a fairly large model of a “delta” wing structure [...]
and I spent the summer of 1942 trying to formulate a mathematical model
of the delta wing representing it as an assemblage of typical 1D beam
components. The results [...] were very disappointing, and I was quite
discouraged when I went to say goodbye to my boss, Jon Turner. But he
suggested that I come back in Summer 1953 [...] and formulate the
mathematical model as an assemblage of 2D plate elements
interconnected at their corners. With this suggestion, Jon had essentially
defined the concept of the finite element method.
So I began my work in Summer 1953 developing in-plane stiffness
matrices for [triangular] 2D plates with corner connections [...] With an
assemblage of such triangular elements, I was able to get rather good
agreement between the results of a mathematical model vibration analysis
and those measured with the physical model in the laboratory. Of special
interest was the fact that the calculated results converged toward those of
the physical model as the mesh of the triangular elements in the
mathematical model was refined”.
8
J.A. HernándezEarly history of the finite element method from the view point of a pioneer (R. Clough, 2004) [1]
(joaquin.alberto.hernandez@upc.edu) 16 / 32
Evolution of the finite element method
Commercial softwares
◮ One of the earliest FEM is NASTRAN (NASA STRuctural ANalysis),

developed by NASA in the mid-1960s to handle the analysis of missiles
and aircraft structures.
◮ NASA funded this project with $3 000 000 (like $40 000 000 today
[2] ).
◮ At about the same time, John Swanson developed a finite element
program at Westinghouse Electric Corp. for the analysis of nuclear
reactors. In 1969, Swanson left Westinghouse to market a program
called ANSYS. The program had both linear and nonlinear capabilities,
and it was soon widely adopted by many companies. In 1996, ANSYS
went public, and, (in 2006) has a capitalization of$1.8 billion [2].
◮ ABAQUS was developed by a company called HKS, which was founded
in 1978. The program was widely used by researchers because HKS
introduced gateways to the program, so that users could add new
material models and elements. In 2005, the company was sold for $413
million [2].

FEM capabilities
FEM and CAD systems
Finite element software contain translators that generate finite element meshes from
CAD databases; they can also generate finite element meshes from digitizations of
surface data [2].
(a) CAD model of missile (b) Finite Element mesh ( source:

www.adina. om/fem_one/MIT2_092F09_le 01.pdf )
In airframe design, loads from Computational Fluid Dynamic (CFD) calculations and
wind tunnel tests are used to predict loads on the airframe. A finite element model is
then used with thousands of load cases, which include loads in various maneuvers
such as banking, landing, takeoff and so on, to determine the stresses in the
airframe. Almost all of these are linear analyses; only determining the ultimate load
capacity of an airframe requires a nonlinear analysis [2].
FEM capabilities
FEM in virtual testing
◮ Car industry uses simulation codes on a regular basis (car crash)
◮ Finite element method

FEM capabilities
◮ Virtual testing would dispense for the need of costly experimental

tests

FEM capabilities
◮ The finite element method is an important tool in aircraft

predictive engineering
9
9 https://www.youtube. om/wat h?v=L9 YuTbh2qs
Stiffness method

Stiffness or “displacement” method
Navier-Bernoulli beam theory
1. Divide the structure into beams

2. For each beam, deduce the relation between nodal forces and
nodal displacements ⇒ Element stiffness matrix
X B1 M B2 M C2
M B1 X B2
B X C2
C YB1
YB2 YC2
A
M 1A YA1
X 1A

Stiffness matrix for a beam
General concept
fB
fA
MA MB vB
vA uA uB
XA
XB
YA YB
L
◮ End forces and moments ◮ Beam properties
◮ Axial forces (XA , XB ) ◮ Length (L), Young’s

◮ Shear forces (YA , YB ) modulus(E), Area (A), Moment
of Inertia (Iz )
◮ Bending moments (MA , MB )
◮ External loads
◮ End displacements
◮ Axial displacement (uA , uB )
◮ Lateral displacements (vA , vB )
◮ Rotations (φA , φB )
[XA , XB , YA , YB , MA , MB ] = f (uA , uB , vA , vB , φA , φB , E, A, Iz , L)

Stiffness matrix for a beam
General expression
For es/Mom. Stiness matrix (beam) Displ.

f(External loads)
z }| z }| {
{ z }| z }|
{  {
XA 0
 
XA K11 K12 K13 K14 K15 K16 uA
 YA  Y 0 




 K21 K22 K23 K24 K25 K26   vA


  A 
 MA  0 

 
 = K31 K32 K33 K34 K35 K36   φA


+  MA 
 
 XB




 K41 K42 K43 K44 K45 K46   uB


  XB 0 
 
 YB   K51 K52 K53 K54 K55 K56   vB   YB 0 
MB K61 K62 K63 K64 K65 K66 φB MB 0
◮ Stiffness coefficients depend on the geometric and materials

properties of the beam (E, A, Iz , L)
◮ Coefficients XA0 , YA0 , MA0 . . . depend on the external loads acting
on the beam.

Stiffness matrix for beams with constant
cross-sectional area
Final expression
Stiffness matrix for beams with constant cross-sectional area
 
EA EA
0 0 − 0 0

 L L 


 0 EIz EIz EIz EIz 
12 3 6 2 0 −12 3 6 2 


  L L L L 

e ′ ′
 EIz EIz EIz EIz 
K i i K ei j  
 0 6 2 4 0 −6 2 2 
L L L L

 = 
 ′ ′
  EA EA 
K ej i K ej j 0 0 0 0
 
 −
L L

 
EIz EIz EIz EIz
 
 0 0 12
 
−12 −6 −6
L3 L2 L3 L2

 
EIz EIz EIz EIz
 
0 6 2 2 0 −6 2 4
L L L L

Coordinate transformation
Elemental stiffness matrix in global coordinates
e e " e,0 #
Pi Ki i K ei j di Pi
= + (1)
P ej K ej i K ej j dj P e,0
j
where K ei j denotes the block matrix relating the forces/moments acting on

node i to the displacement/rotations of node j, both variables being
expressed in global coordinates
′ T ′ T
K ei i := T e K ei i T e K ei j := T e K ei j T e (2)
′ T ′ T
K ej i := T e K ej i T e K ej j := T e K ej j T e (3)
where T e stands for the corresponding rotation matrix.

Assembly of global stiffness matrix
Example
3 3
F3nod
3 3
1 2 1 2
1 1
é R1x ù éQù
F
1
nod
= êê R1 y úú F2nod = êê 0 úú
2 2
êë M 1 úû
4
ëêQL ûú 4
F4nod
◮ External forces at node i are designated by F nod

i
◮ Reaction forces are regarded as nodal external loads (unknown)

Example
-P33
Equilibrio nudo 3
F3nod
3
P33
Equilibrio barra 3
3 Equilibrio barra 2
P22
Equilibrio nudo 1 Equilibrio barra 1

P23 2
2
-P11 P 1
1
-P 3
2
P42
-P22 2
-P21
4
1
1 -P42
F1nod
P21 nod
F
2
Equilibrio nudo 2 F4nod

Equilibrio nudo 3

Example
◮ Nodal equilibrium
P 11 = F nod
1 (4)
P 12 + P 22 + P 32 = F nod
2 (5)
P 33 = F nod
3 (6)
P 24 = F nod
4 (7)
◮ Equilibrium of each beam
P 11 = K 11 1 d 1 + K 11 2 d 2 + P 1,0
1 (8)
P 12 = K 12 1 d 1 + K 12 2 d 2 + P 1,0
2 (9)
P 22 = K 22 2 d 2 + K 22 4 d 4 + P 2,0
2
(10)
P 24 = K 24 2 d 2 + K 24 4 d 4 + P 2,0
4 (11)
P 32 = K 32 2 d 2 + K 32 3 d 3 + P 3,0
2 (12)
P 33 = K 33 2 d 2 + K 33 3 d 3 + P 3,0
3
(13)

Global equilibrium equations
Substitution of equations (8-13) into expressions (4-7) leads to

K 11 1 d 1 + K 11 2 d 2 = F nod 1,0
1 −P 1 (14)

K 12 1 d 1 + K 12 2 + K 22 2 + K 32 2 d 2 + K 32 3 d 3 + K 22 4 d 4 = F nod
2 − P 1,0 2,0 3,0
2 + P2 + P2 (15)
3 3 nod 3,0
K 3 2 d 2 + K 3 3 d 3 = F 3 −P 3 (16)
2 2 nod 2,0
K 4 2 d 2 + K 4 4 d 4 = F 4 −P 4 (17)
In matrix format, the above equations may be written as
      
K1 K 11 2 0 0 d F nod P 1,0
 11   1  1   1 
 1     nod   1,0 2,0 3,0 
K 12 2 + K 32 2 + K 22 2 K 32 3 K 22 4 

K
 d 2  F 2  P 2 + P 2 + P 2 
    
 21
   =  −  (18)
 0 K 33 2 K 33 3 0  d 3  F nod P 3,0
      
   3   3
  
 
2,0
0 K 24 2 0 K 24 4 d4 F nod
4 P 4

Structural variables
K d F nod P0
z }| { z }| { z }| { z }| {
 1     nod   
K11 K 11 2 0 0 d1 F1 P 1,0
1
K 1 K 12 2 + K 32 2 + K 22 2 K 32 3 K 22 4     nod   1,0 2,0 3,0 
 21  d 2  F 2  P 2 + P 2 + P 2 
    =  nod  −  3,0 
 0 K 33 2 K 33 3 0   d3  F3   P3 
2,0
0 K 24 2 0 K 24 4 d4 F nod
4 P 4
Structural variables (global coordinates)
K d = F nod − P 0
◮ K : Stiffness matrix (3Nx3N)

◮ d : Vector of nodal displacements/rotations
◮ F nod : Vector of forces/moments acting on the nodes
◮ −P 0 : Vector of equivalent nodal forces/moments due to load applied on the
beams

Ray W Clough.
Early history of the finite element method from the view point of a pioneer.
International journal for numerical methods in engineering, 60(1):283–287, 2004.
Jacob Fish and Ted Belytschko.

A first course in finite elements.
John Wiley & Sons, 2007.
Paul E Illman.
The pilot’s handbook of aeronautical knowledge.
TAB books, 1995.
Lloyd R Jenkinson and Jim Marchman.
Aircraft design projects: for engineering students.
Elsevier, 2003.
THG Megson.
Aircraft structures for engineering students. 2007.
Daniel P Raymer.
Aircraft Design: A Conceptual Approach and Rds-student, Software for Aircraft
Design, Sizing, and Performance Set (AIAA Education).
AIAA (American Institute of Aeronautics & Ast, 2006.
Peter H Zipfel.
Modeling and simulation of aerospace vehicle dynamics.
Aiaa, 2000.

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Enginyeria Aeroespacial Computacional

Joaquín A. Hernández Ortega 1,2

Enginyeria Aeroespacial Computacional 1 / 32

◮ Nombre de la asignatura : Enginyeria Aeroespacial Computacional (código

◮ Aprender los fundamentos del Método de los Elementos Finitos

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 2 / 32

NF = 0.3EM + 0.3EF + 0.4TC

◮ NF: Nota final

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 3 / 32

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 4 / 32

“Imagine1 engineers without computers! It is true the great

Ultimate goal of all computational modeling efforts: virtual testing

1 [7]: Modeling and simulation of aerospace vehicle dynamics (Zipfel 2000)

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 7 / 32

◮ Mathematical models are the result of idealization of real

Figure 1: Aircraft structural breakdown of a military fighter (from Ref. [7])

(a) Rolling (b) Yawing (c) Pitching

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 9 / 32

Figure 2: Structure of complete aircraft configuration discretized by beam elements

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 11 / 32

◮ General method for solving partial differential equations

Figure 3: Warren truss( Ref. [3])

Figure 5: Typical finite elements (Ref. [6])

Figure 4: Monocoque fuselage design ( Ref. [3])

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 13 / 32

1. Flexibility (or force) method

◮ Statically indeterminate structures are transformed into statically

determinate structures by selecting appropriate set of redundant

◮ Not readily amenable to computer implementation

2. Stiffness (or displacement) method

stiffness influence factors

equilibrium equations leads to a matrix system of equations

◮ Investigations leading to the present FEM were fostered by

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 15 / 32

Investigations leading to the present FEM were fostered by aircraft design

◮ One of the earliest FEM is NASTRAN (NASA STRuctural ANalysis),

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 17 / 32

(a) CAD model of missile (b) Finite Element mesh ( source:

◮ Car industry uses simulation codes on a regular basis (car crash)

◮ Finite element method

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 19 / 32

◮ Virtual testing would dispense for the need of costly experimental

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 20 / 32

◮ The finite element method is an important tool in aircraft

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 22 / 32

1. Divide the structure into beams

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 23 / 32

◮ End forces and moments ◮ Beam properties

◮ Axial forces (XA , XB ) ◮ Length (L), Young’s

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 24 / 32

For es/Mom. Stiness matrix (beam) Displ.

◮ Stiffness coefficients depend on the geometric and materials

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 25 / 32

Stiffness matrix for beams with constant cross-sectional area

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 26 / 32

where K ei j denotes the block matrix relating the forces/moments acting on

where T e stands for the corresponding rotation matrix.

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 27 / 32

◮ External forces at node i are designated by F nod

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 28 / 32

Equilibrio nudo 1 Equilibrio barra 1

Equilibrio nudo 2 F4nod

J.A. Hernández (joaquin.alberto.hernandez@upc.edu) 29 / 32

For es/Mom. Stiness matrix (beam) Displ.