A transonic, viscous nonlinear frequency domain Vortex Lattice Method for aeroelastic analyses

Parenteau, Matthieu; Laurendeau, Éric

doi:10.1016/j.jfluidstructs.2021.103406

Cited by 6 publications

(2 citation statements)

References 24 publications

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“…Non-linear aerodynamics are of great interest to the aerospace community. It not only plays a significant effect on the performance and stability of an aircraft in cruise and unsteady manoeuvering but also largely plays a vital role in aerodynamic and aeroelastic analysis for transonic speeds [34] and supersonic speeds. The transition from subsonic to supersonic is followed by complex flow interactions which can include shockwaves, separated flows and complex boundary layer interaction [35].…”

Section: Non-linear Vortex Lattice Methodsmentioning

confidence: 99%

Review of vortex lattice method for supersonic aircraft design

Joshi

Thomas

2023

Aeronaut. j.

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There has been a renewed interest in developing environmentally friendly, economically viable, and technologically feasible supersonic transport aircraft and reduced order modeling methods can play an important contribution in accelerating the design process of these future aircraft. This paper reviews the use of the vortex lattice method (VLM) in modeling the general aerodynamics of subsonic and supersonic aircraft. The historical overview of the vortex lattice method is reviewed which indicates the use of this method for over a century for development and advancements in the aerodynamic analysis of subsonic and supersonic aircraft. The preference of VLM over other potential flow-solvers is because of its low order highly efficient computational analysis which is quick and efficient. Developments in VLM covering steady, unsteady state, linear and non-linear aerodynamic characteristics for different wing planform for the purpose of several different types of design optimisation is reviewed. For over a decade classical vortex lattice method has been used for multi-objective optimisation studies for commercial aircraft and unmanned aerial vehicle’s aerodynamic performance optimisation. VLM was one of the major potential flow solvers for studying the aerodynamic and aeroelastic characteristics of many wings and aircraft for NASA’s supersonic transport mission (SST). VLM is a preferred means for solving large numbers of computational design parameters in less time, more efficiently, and cheaper when compared to conventional CFD analysis which lends itself more to detailed study and solving the more challenging configuration and aerodynamic features of civil supersonic transport.

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Section: Non-linear Vortex Lattice Methodsmentioning

confidence: 99%

Review of vortex lattice method for supersonic aircraft design

Joshi

Thomas

2023

Aeronaut. j.

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“…VLM is more widely used for time-domain analysis, while DLM is most commonly used for frequency-domain analysis. Traditional VLM is a computationally efficient tool for both steady and unsteady aerodynamic calculations, providing good accuracy in subsonic regimes with attached flow, with some proposed VLM models suitable for modeling both transonic and detached flow [15,16].…”

Section: Introductionmentioning

confidence: 99%

Aeroelasticity Model for Highly Flexible Aircraft Based on the Vortex Lattice Method

Dagilis,

Kilikevičius

2023

Aerospace

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With the increasing use of composite materials in aviation, structural aircraft design often becomes limited by stiffness, rather than strength. As a consequence, aeroelastic analysis becomes more important to optimize both aircraft structures and control algorithms. A low computational cost aeroelasticity model based on VLM and rigid-body dynamics is proposed in this work. UAV flight testing is performed to evaluate the accuracy of the proposed model. Two flight sections are chosen to be modeled based on recorded aerodynamic surface control data. The calculated accelerations are compared with recorded flight data. It is found that the proposed model adequately captures the general flight profile, with acceleration peak errors between −6.2% and +8.4%. The average relative error during the entire flight section is 39% to 44%, mainly caused by rebounds during the beginning and end of pull-up maneuvers. The model could provide useful results for the initial phases of aircraft control law design when comparing different control algorithms.

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