Aero-structural Dynamics Experiments at High Reynolds Numbers

Ballmann, J.; Dafnis, Athanasios; Baars, Arndt; Boucke, Alexander; Brakhage, Karl-Heinz; Braun, Carsten; Buxel, Christian; Chen, Bae-Hong; Dickopp, Christian; Kämpchen, M.; Korsch, H.; Olivier, H.; Ray, Saurya Ranjan; Reimer, Lars; Reimerdes, Hans-Günther

doi:10.1007/978-3-642-04088-7_15

Cited by 7 publications

(6 citation statements)

References 9 publications

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“…After the two-dimensional testing were completed, a three-dimensional test case was chosen to be accomplished using the HIRENASD configuration, a configuration funded by the German Aerospace Center (DLR) [32]. The HIRENASD configuration resembles a typical large passenger transport aircraft wing with a leading sweep angle of 34 • with a supercritical wing profile of BAC 3-11.…”

Section: The Hirenasd Modelmentioning

confidence: 99%

“…Experimental data of the HIRENASD configuration is available from the European Transonic Wind tunnel (ETW), which is a cryogenic facility with a closed circuit with nitrogen gas as a fluid. The measurements include a pressure coefficient data at different span wise positions given in [32]. These measurements correspond to Mach 0.7 and a Reynolds per length of 7 million and is considered in this work as validation for the computational results.…”

Section: The Hirenasd Modelmentioning

confidence: 99%

“…Test cases considered include a flat plate, a two-dimensional NACA0012 airfoil, and the high Reynolds number aero-structural dynamics (HIRENASD) [31,32] configuration, which resembles a typical large passenger transport aircraft. Test cases are assumed to be rigid and only longitudinal (upward) gust profiles are considered, though the developed codes can model any flow field and gust angled to a body.…”

Section: Introductionmentioning

confidence: 99%

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Simulation and Modeling of Rigid Aircraft Aerodynamic Responses to Arbitrary Gust Distributions

et al. 2018

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Abstract:The stresses resulting from wind gusts can exceed the limit value and may cause large-scale structural deformation or even failure. All certified airplanes should therefore withstand the increased loads from gusts of considerable intensity. A large factor of safety will make the structure heavy and less economical. Thus, the need for accurate prediction of aerodynamic gust responses is motivated by both safety and economic concerns. This article presents the efforts to simulate and model air vehicle aerodynamic responses to various gust profiles. The computational methods developed and the research outcome will play an important role in the airplane's structural design and certification. COBALT is used as the flow solver to simulate aerodynamic responses to wind gusts. The code has a user-defined boundary condition capability that was tested for the first time in the present study to model any gust profile (intensity, direction, and duration) on any arbitrary configuration. Gust profiles considered include sharp edge, one minus cosine, a ramp, and a 1-cosine using tabulated data consisting of gust intensity values at discrete time instants. Test cases considered are a flat plate, a two-dimensional NACA0012 airfoil, and the high Reynolds number aero-structural dynamics (HIRENASD) configuration, which resembles a typical large passenger transport aircraft. Test cases are assumed to be rigid, and only longitudinal gust profiles are considered, though the developed codes can model any gust angle. Time-accurate simulation results show the aerodynamic responses to different gust profiles including transient solutions. Simulation results show that sharp edge responses of the flat plate agree well with the Küssner approximate function, but trends of other test cases do not match because of the thin airfoil assumptions made to derive the analytical function. Reduced order aerodynamic models are then created from the convolution integral of gust amplitude and the time-accurate responses to sharp-edge gusts. Convolution models are next used to predict aerodynamic responses to arbitrary gust profiles without the need of running time-accurate simulations for every gust shape. The results show very good agreement between developed models and simulation data.

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Section: The Hirenasd Modelmentioning

confidence: 99%

Section: The Hirenasd Modelmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Simulation and Modeling of Rigid Aircraft Aerodynamic Responses to Arbitrary Gust Distributions

et al. 2018

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“…23,24,25,26,27 The HIRENASD was tested in the European Transonic Wind tunnel (ETW) in 2007, shown in figure 6 using Nitrogen as the test medium. The model has a 34…”

Section: Vc High Reynolds Number Aerostructural Dynamics Hirenasdmentioning

confidence: 99%

Overview of the Aeroelastic Prediction Workshop

Heeg

Chwalowski²,

Florance³

et al. 2013

51st AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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The Aeroelastic Prediction Workshop brought together an international community of computational fluid dynamicists as a step in defining the state of the art in computational aeroelasticity. This workshop's technical focus was prediction of unsteady pressure distributions resulting from forced motion, benchmarking the results first using unforced system data. The most challenging aspects of the physics were identified as capturing oscillatory shock behavior, dynamic shock-induced separated flow and tunnel wall boundary layer influences. The majority of the participants used unsteady Reynolds-averaged Navier Stokes codes. These codes were exercised at transonic Mach numbers for three configurations and comparisons were made with existing experimental data. Substantial variations were observed among the computational solutions as well as differences relative to the experimental data. Contributing issues to these differences include wall effects and wall modeling, nonstandardized convergence criteria, inclusion of static aeroelastic deflection, methodology for oscillatory solutions, post-processing methods. Contributing issues pertaining principally to the experimental data sets include the position of the model relative to the tunnel wall, splitter plate size, wind tunnel expansion slot configuration, spacing and location of pressure instrumentation, and data processing methods.

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“…The HIRENASD model was tested in the European Transonic Windtunnel (ETW) in 2006. [11][12][13] For this experiment, a rigid, semi-span, transport-type wing configuration was mounted to the tunnel ceiling and oscillated at or near the frequency of the first bending mode, the second bending mode, or the first torsion mode.…”

Section: Introductionmentioning

confidence: 99%

FUN3D Analyses in Support of the First Aeroelastic Prediction Workshop

Chwalowski

Heeg

2013

51st AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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This paper presents the computational aeroelastic results generated in support of the first Aeroelastic Prediction Workshop for the Benchmark Supercritical Wing (BSCW) and the HIgh REynolds Number AeroStructural Dynamics (HIRENASD) configurations and compares them to the experimental data. The computational results are obtained using FUN3D, an unstructured grid Reynolds-averaged Navier-Stokes solver developed at NASA Langley Research Center. The analysis results for both configurations include aerodynamic coefficients and surface pressures obtained for steady-state or static aeroelastic equilibrium (BSCW and HIRENASD, respectively) and for unsteady flow due to a pitching wing (BSCW) or modally-excited wing (HIRENASD). Frequency response functions of the pressure coefficients with respect to displacement are computed and compared with the experimental data. For the BSCW, the shock location is computed aft of the experimentallylocated shock position. The pressure distribution upstream of this shock is in excellent agreement with the experimental data, but the pressure downstream of the shock in the separated flow region does not match as well. For HIRENASD, very good agreement between the numerical results and the experimental data is observed at the mid-span wing locations.

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Aero-structural Dynamics Experiments at High Reynolds Numbers

Cited by 7 publications

References 9 publications

Simulation and Modeling of Rigid Aircraft Aerodynamic Responses to Arbitrary Gust Distributions

Simulation and Modeling of Rigid Aircraft Aerodynamic Responses to Arbitrary Gust Distributions

Overview of the Aeroelastic Prediction Workshop

FUN3D Analyses in Support of the First Aeroelastic Prediction Workshop

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