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Transonic aircraft wing aeroelasticity and airstream energy extraction

Presentation · May 2019

DOI: 10.13140/RG.2.2.31070.79685

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Revisiting wing aeroelasticity
and airstream energy extraction
with transonic aircraft examples
Aero 2019 May 14-16, Canadian Aeronautics and Space Institute

Denis Kholodar, Senior Engineering Specialist,

Dynamics, Bombardier
May 15, 2019
 Motivation

• How do fundamental wing modes and corresponding modal

aerodynamic forces compare for different airplanes?

• Are conditions for aircraft wing energy extraction at flutter similar to

those of a typical section?

• What is the influence of the transonic Mach numbers and mean

AoA?

• Energy approach as applications in active flutter and gust

suppression (as well as energy harvesting)

2 PRIVATE AND CONFIDENTIAL. © Bombardier Inc. or its subsidiaries. All rights reserved.
 Wing planforms of different airplanes (A1-A8)

0.0
Aircraft:
• Regional (4)
0.5
• Narrow body (1)
Fuselage coordinate / root chord

• Mid-size
business (1)
1.0 • Ultra-long range
business (2)
Aspect Ratio:
1.5 • 7¸11
MTOW:
• 20¸70 tons
2.0
0.0 0.5 1.0 1.5 2.0 2.5

Span coordinate / root chord

3 PRIVATE AND CONFIDENTIAL. © Bombardier Inc. or its subsidiaries. All rights reserved.
 Local chords and leading edge modal displacements
Chord distribution along the span Leading edge bending mode vertical displacement
1.0 1.2

Displacement / tip displacement

A1 A2 A3 A4
A5 A6 A7 A8
1.0
Local chord / root chord

0.8
0.8
0.6 0.6

0.4 0.4

0.2
0.2
0.0
Span coordinate Span coordinate
0.0 -0.2
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0

Leading edge torsion mode twist Leading edge bending mode twist
1.2 1.2
Displacement / tip displacement

Displacement / tip displacement

A1
1.0 1.0
A2
A3
0.8 0.8 A4
A5
0.6 0.6 A6
A7
0.4 0.4 A8

0.2 0.2

0.0 0.0
Span coordinate Span coordinate
-0.2 -0.2
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0

The displacements are rather similar between the models.

90% of wing aeroelasticity occurs outboard?
4 PRIVATE AND CONFIDENTIAL. © Bombardier Inc. or its subsidiaries. All rights reserved.
 Equations of motion and energy exchange
• Flutter aeroelastic equations of motion + − + − =0
• p is the eigenvalue, q – dynamic pressure, b – semi-chord, k – reduced frequency, V – true airspeed, M, B, K, are
structural mass, damping, and stiffness matrices, and A – complex valued aerodynamic matrix containing
generalized aerodynamic forces (GAF) as its elements
• Consider a single degree of freedom (DOF) system ̈+ ̇+ =0
±
• eigenvalues l , = are oscillatory if −4 <0

• aeroelastic oscillatory roots , = ± −

• what can we say about the frequency when q is small, what about when it is large?
• Work done by the air on the system1,2
/w
• 1DOF: = −∫ × ℎ̇ - lift due to plunge ℎ
• NDOF: =∑ (linear case)
• Zero aerodynamic energy contours
• binary (two mode) case
• ℎ( ) = ℎ w positive down, ( ) = (w j) positive leading edge up, x = ℎ /( )
• x −[ − sin j + − − cos j]x + =0
• solution gives regions of phase state (x vs j) where energy extraction may occur
• zero energy boundaries become actual flutter points if x, j, k satisfy the equations of motion

Knowing vibrational mode shapes, we can examine phase space for possible regions of
energy extraction from airstream.
1. Fung, Y. C., “An Introduction to the Theory of Aeroelasticity,” Dover Publications; 2nd Edition, 2002, 512 pages
2. Bendiksen, O. O. "Energy Approach to Flutter Suppression and Aeroelastic Control", Journal of Guidance, Control, and Dynamics, Vol. 24, No. 1 (2001),
pp. 176-184.
5 PRIVATE AND CONFIDENTIAL. © Bombardier Inc. or its subsidiaries. All rights reserved.
 Generalized aerodynamic forces, subsonic DLM1
A11(k), M=0.0 A22(k), M=0.0
-0.2 0.0 0.2 -0.1 0.0 0.1 Real 0.2
Real
0.0 0.0

A1 A1
-0.2 A2 -0.2 A2
A3

Imaginary
Imaginary

A3
A4 A4
A5 A5
A6 A6
-0.4 -0.4 A7
A7
A8 A8
k=0.10 k=0.30
k=0.30 k=1.20
-0.6 -0.6

A11(k), M=0.6 A22(k), M=0.6

-0.1 0.0 0.1 Real 0.2
-0.2 0.0 0.2
Real 0.0
0.0
A1
A2
A3
A4
-0.2
-0.2 A5 A1

Imaginary
A6 A2
Imaginary

A7 A3
A8 A4
k=0.10 A5
-0.4 -0.4 A6
k=0.30
A7
A8
k=0.30
k=1.20
-0.6 -0.6

Aerodynamic forces are rather similar between models and the Mach number effect is small.
1. DLM – Doublet Lattice Method (linearized potential lifting surface method)
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 Flutter trend plots and zero energy contours, subsonic
V-f, DLM M=0.6 V-k, DLM M=0.6
9 1.0
A1 A2 A3 A4
0.9
Frequency / Reference Frequency

8 A5 A6 A7 A8
0.8
7

Reduced Frequency, k
0.7
6
0.6
5
0.5
4
0.4
3
0.3
2 0.2
1 0.1
0 0.0
Equivalent Airspeed Equivalent Airspeed

Zero aerodynamic energy contours, airfoil1 and aircraft Zero aerodynamic energy contours, aircraft
A1 k=0.3
2D section M=0.0 k=0.10 8 A2 k=0.3
12

Amplitude Ratio, Bending/Torsion

2D section M=0.0 k=0.30 A3 k=0.3
Amplitude Ratio, Beding/Torsion

2D section M=0.0 k=1.00 A4 k=0.3

10 6
2D section M=0.0 k=10.0 A5 k=0.2
8 A6 M=0.0 k=0.30 A6 k=0.3
A6 M=0.6 k=0.30 A6 flutter k=0.36
4
6 A7 k=0.3
A7 flutter k=0.39
4 A8 k=0.3
2
A8 flutter k=0.30
2

0 0
0 20 40 60 80 100 120 140 160 180 0 20 40 60 80 100 120 140 160 180
Phase, Deg Phase, Deg

Energy is extracted when torsion lags bending for typical section and aircraft alike.
1. Airfoil results are for the elastic axis at the quarter chord
7 PRIVATE AND CONFIDENTIAL. © Bombardier Inc. or its subsidiaries. All rights reserved.
 Animations of torsion leading and lagging bending
Torsion leads bending – no flutter Torsion lags bending - flutter
Bending mode

Energy is extracted1 when torsion lags bending.

1. For “practical” reduced frequencies
8 PRIVATE AND CONFIDENTIAL. © Bombardier Inc. or its subsidiaries. All rights reserved.
 Generalized aerodynamic forces, transonic (single aircraft)
A11(k), NS1 A22(k), NS1
-0.2 0.0 0.2 -0.1 0.0 Real 0.1 0.2
Real
0.0 0.0

M=0.6
Cruise M
Imaginary

Imaginary
High Speed Cruise M
-0.2 M > Transonic Dip M M=0.60
-0.3 Cruise M
High M <1 (flow separation)
High Speed Cruise M
M=1.0
M > Transonic Dip M
M=1.1
High M <1 (flow separation)
k=0.20 M=1.0
k=0.46 M=1.1
k=0.20
-0.4 -0.6 k=0.46

A12(k), NS1 A12(k), DLM scaled by steady state CFD

M=0.60 M=0.6
0.40 Cruise M 0.20 Cruise M
High Speed Cruise M High Speed Cruise M
M1 > Transonic Dip M M > Transonic Dip
M2 > M1 k=0.25
High M < 1 (flow separation) 0.10 k=0.45
M=1.0
0.20 M=1.1
Imaginary

k=0.25
k=0.45 Imaginary 0.00
0.50 0.60 0.70 0.80 0.90 1.00 1.10
Real
0.00 -0.10
0.00 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 1.00 1.10

-0.20 Real
-0.20

Significant effect of Mach number.

1. NS – Navier-Stokes (with a wall function approximation of the boundary layer), linearized about mean angle of attack
9 PRIVATE AND CONFIDENTIAL. © Bombardier Inc. or its subsidiaries. All rights reserved.
 Flutter trend plots and zero energy contours, transonic
V-f V-k
7 0.7
M=0.6
Cruise M
Frequency / Bending Frequency

6 0.6
M=0.6 High Speed Cruise M
Cruise M M > Transonic Dip M
5 0.5 High M < 1 (flow separation)

Reduced Frequency, k
High Speed Cruise M
M > Transonic Dip M M=1.0
4 High M < 1 (flow separation) 0.4 M=1.1
M=1.0
3 M=1.1 0.3

2 0.2

1 0.1

0 0.0
Equivalent Airspeed Equivalent Airspeed

Zero aerodynamic energy contours Zero aerodynamic energy contours, effect of mean AoA
12 M=0.6, k=0.304 12 High Speed Cruise M, AoA=1.0° k=0.20
Cruise M, k=0.211 High Speed Cruise M, AoA=0.0° k=0.20
High Speed Cruise M, AoA=0.0° k=0.22

Amplitude Ratio, Bending/Torsion

High Speed Cruise M, k=0.202
Amplitude Ratio, Bending/Torsion

10 M1 > Transonic Dip M, k=0.196 10 High M < 1 (flow separation), AoA=1.0° k=0.20
M2 > M1, k=0.204 High M < 1 (flow separation), AoA=0.0° k=0.20
High M < 1 (flow separation), k=0.200 flutter point
8 M=1.0, k=0.187 8
M=1.1, k=0.200
flutter point
6 6

4
4

2
2
Phase, Deg Phase, Deg
0
0
-20 0 20 40 60 80 100 120 140 160 180 200 220
-20 0 20 40 60 80 100 120 140 160 180 200 220 240

Torsion still lags bending1 for energy extraction. Importance of Mach number and AoA is apparent.
1. For these reduced frequencies
10 PRIVATE AND CONFIDENTIAL. © Bombardier Inc. or its subsidiaries. All rights reserved.
 Conclusions

• For considered aircraft

• in subsonic Mach numbers, the wing torsion lagging wing bending is the
condition for energy extraction from the airstream for practical range of
reduced frequencies agreeing with book knowledge based on 2D
examples
• in the transonic regime, the above is still the case mostly, but at some
Mach numbers possibilities of the torsion leading the bending also exist

• Computation of aerodynamic work is beneficial

• in important aeroelastic control applications such as designing flutter and
gust suppression strategies
• in energy harvesting

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