Applied Mechanics and Materials Vols.

215-216 (2012) pp 438-442 Online: 2012-11-12

© (2012) Trans Tech Publications, Switzerland
doi:10.4028/www.scientific.net/AMM.215-216.438

An aero-thermo-elasticity method applied on

the supersonic aircarft model
TANG Hong 1,2,a ,CHEN Guoguang1 ,HE Huizhu 1,2
1
College of Mechatronic Engineering, North University of China, China
2
Jinxi Industries Group, Taiyuan, China
a
xichenght@126.com

Keywords: Coupling; Aerothermoelasticity; Supersonic; Aircraft; CFD;CSD; Flutter; heat transfer

Abstract. Coupling between the vibration frequencies and the unsteady aerodynamic will reduce
the flutter speed and ride quality through the aerodynamic heat transfer. As the flight speed
improved, the aeroelastic analysis has become an essential means of aircraft design. The method of
aero-thermo-elastic (ATE) analysis is coupled with aircraft aeroelastic analysis and thermal
deformation, and is more realistic reflection of the actual flight of the aircraft. In this paper, an ATE
analysis of aircraft adopted by computational fluid dynamics/computational structural dynamics
(CFD/CSD) methods, and compared with the traditional analysis, to provide analytical tools for the
supersonic aircraft design.

Introduction
Aeroelastic problem [1] is a typical fluid-structure interaction problem, the solution process
involves the disciplines of aerodynamics, structural dynamics, such as the problem itself has a larger
complex, and an accurate aerodynamic model is to carry out aeroelastic analysis the basis of
aerodynamic modeling is an important component of aeroelasticity studies and key technologies.
Currently，aeroelastic analysis of aerodynamic model[2] as follows: 1) Dipole Subdivisions
subsonic lifting surface theory (DLM); 2) ZONA51 supersonic lifting surface theory; 3) subsonic
wing body interference theory; 4) Mach box method (MBM); 5) strip theory; 6) supersonic piston
theory.
In the aeroelastic analysis, the structure of degrees of freedom is independent degrees of
freedom, while the aerodynamic is dependent on the degree of freedom. In order to better adapt to
the specific structure or aerodynamic theory, the aerodynamic cell division and the division of the
structural unit is independently carried out during the aeroelastic analysis, the displacement
transformation and power transformation is essential provide an interconnected way, between
structural data and aerodynamic data, namely: structural displacement transformation for the
aerodynamic displacement, aerodynamics transform for the role in the structure of grid points on the
effectiveness of this force displacement transformation through the spline matrix.
Aero-thermo-elasticity (ATE) [3] is a comprehensive discipline including interaction structure
dynamics, thermodynamics, and unsteady aerodynamics etc. Aerodynamic heating is typical
example of ATE, and that can reduce critical velocity of structure oscillation, oscillation frequency
of aircraft structure. It is sensitive to environment temperature that results in flight instability by the
interaction between aero-elasticity and thermodynamics of supersonic aircraft [4,5].
However, many released paper about the analysis of ATE don’t analyze whole aircraft but some
part of aircraft by used of ACT method. Some part and whole of aircraft have coupling in structure
and control system actually. Therefore, holistic research on ATE of supersonic aircraft is an
important task and absolute necessarily in the modern design aircraft, experimentation and flight
process [6,7]. This paper's intention is to analyze ATE of supersonic aircraft.

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 Applied Mechanics and Materials Vols. 215-216 439

Structural grids and aerodynamic conversion

The spline matrix Gkg is the displacement from the structural grid points u g to the aerodynamic
grid point displacement uk of a transformation, it can be expressed as:
uk = Ggk ⋅ u g (1)
Based on virtual displacement, the aerodynamic grid point can be transformed formula for the
equivalent value in the structure of the grid points as follows:
Fg = GkgT ⋅ Fk (2)
We can see from the above: the spline matrix is a very important part of the process of structural
and aerodynamic data transfer method of spline matrix arised mainly infinite plate spline method,
thin-plate spline method and linear spline methods. The article only gives the results of the
interpolation method and the derivation see Harder, Desmarais, and Rodden literature.
Assume that the M interpolation point coordinates, the M interpolation points corresponding to
the slope of the displacement along the airflow used by infinite plate spline method, respectively:
0  0 
0  0 
1 x1a y1a K1a ,1 K1a ,2 K1a , N    0 −1 0 DK1a ,1 DK1a ,2 DK1a , N   
1 x  0  0 −1 0 DK  0 
y2 a K 2 a ,1 K 2 a ,2 K 2 a , N  −1   DK 2 a ,2 DK 2 a , N  −1  
wa =  C p  w1  , α a = 
2a 2 a ,1
    p  1
C w (3)
   w    w 
 2  2
1 xMa yMa K Ma ,1 K Ma ,2 K Ma , N 
  0 −1 0 DK Ma ,1 DK Ma ,2 DK Ma , N 
 
   
 wN   wN 
M aerodynamic grid points bending wka , torsion torsion angle φka , linear spline method can be
expressed as:
  01× 2 
η N ,k η N , k 
3 3 3
η1, k η2, k ηN ,k η1, k η1, k η 2, k η2, k

w =  1 y − − −  CB−1  WB 
 ka  k
12 12 12 4 4 4 
   θ 
  B  (4)
  η η η k , N  −1  0 
φ = 1 − k ,1 − k ,2 −  CT  
 ka
 2 2 2  ΦT 

Where, ηi , k = yka − yi ,ηk ,i = yi − yka ， yka is Aerodynamic grid point coordinates, and yi is The
coordinates of the structure of the grid points.

ATE model
With continuous energy exchange of atmosphere, the temperature of supersonic aircraft is
increased rapidly. Under the energy exchange, the strain and stress of materials will be reduced
quickly, because aircraft have brought thermodynamic stress. Thermodynamic stress will be
aroused aero-elastic distortion and changed non-constant aerodynamics of supersonic aircraft.
That unsteady compressible Navier-Stokes equations adopting Euler method is shown in eq.(5).
The equations are discretized in space by finite volume approach. More detailed variables can be
found in [3].
∂U (5)
∫ ∂t dΩ + ∫ F ⋅ ndS = 0
Ω ∂Ω

Aerodynamics load of aircraft is basic parameter of aero-elasticity, which can be solved from
Navier-Stokes equations. Base on first law of thermodynamics namely principle of energy
conversation, aerodynamics heating is process of instantaneous transfer heating. In the Descartes
coordinate, the transfer heating equation as follows:
 ∂T 
Q = ρC  T
+ Vtran ⋅ ∇T  − [ K ] ⋅ ∇ 2 T (6)
 ∂t 
440 Advances in Design Technology

The coupling thermo-elastic constitutive equations will be described as follows:

ε = [ D ]−1σ + Cte ⋅ ∆T S = CteT σ + ρC p ⋅ ∆T / T0 (7)
The stress equations and the equations of heat energy conversation are applied coupled variation
principle in the aero-thermo-elasticity of supersonic aircraft. And the ATE equations will be
described as follows:
M 0 u   C 0  u   K K12  u   F 
0  +    +    =   (8)
 0 T  C1 C2  T   0 K 22  T  Q 

Basic equations of static aeroelastic

For static aeroelastic problem，the washing relation is:
W j = D jk ⋅ uk + D jx ⋅ u x (9)
Where W j is downwash matrix ， D jk is material derivative matrix ， uk is aerodynamic grid
displacement， u x is aerodynamic trim variable, D jx is material derivative matrix about aerodynamic
trim variable.
Static aeroelastic trim analysis of the basic equation is:
Lu2 = Ru x (10)

Stability derivatives and flutter Analysis

Let u x is a unit matrix, and u2 is the acceleration of the flexible aircraft under units trim
parameters, and mr is a rigid body mass matrix , so the force and torque generated by the unit with
parameter as follows：
F = mr ( K 22 − K 21 K11−1 K 2 ) ( P2 − K 21 K11−1 P1 ) = mr L−1 R
−1
(11)
Where，each row of Matrix F corresponds to a support DOF, and each column of matrix F
T
corresponding to each trim parameter. Fcol =  Fx , Fy , Fz , M x , M y , M z  ，where Fx is Drag， Fy is lift，
Fz is lateral force， M x is Rolling moment， M y is Yawing moment， M z is Pitching moment.
Flutter is a self-excited vibration, any lifting surface, when its movement in the gas stream, it
reaches a certain speed, unsteady aerodynamics, the mutual influence and interaction of the inertial
force and elastic force, just that it's vibration phenomenon continues. Small flight speed exceeds a
critical value, even the occasional small disturbance will cause intense vibration, which occurs flutter,
leading to structural damage of the aircraft. During the flutter analysis, mainly using the v-g methods
and p-k, the calculation equation was shown in eq.12 and eq.13 respectively.
   2
 ρa  −V 2 
 −  M  2k  + Q (k, M ∞ )  +
2k iV
D+ Kq = 0 (12)
   cref  2  1 + ig cref 1 + ig 
   

  1   1 
 Mpc +  D − 4 ρa cref VQI ( k , M ∞ ) / k  pc +  K − 2 ρ aV QR ( k , M ∞ )   q = 0
2 2
(13)
    
Based on flight trajectory characteristics of aircraft, trajectory of feature points selected for two
different flight status static aeroelastic analyses of its trajectory feature points as: the dynamic
pressure 514500Pa and 75600Pa. The longitudinal stability derivative calculation results are shown
in Table 1.
 Applied Mechanics and Materials Vols. 215-216 441

Tab.1 Longitudinal stability derivative of supersonic aircraft

Dynamic pressure qd = 75600Pa Dynamic pressure qd = 514500Pa
Derivative
Rigidity Constraint Unconstrained Rigidity Constraint Unconstrained
CL 0 0.005670 0.005406 0.006334 0.004509 0.004265 0.006852
Cm 0 -0.006593 -0.006292 -0.007372 -0.005212 -0.005005 -0.007102
CLα 0.164102 0.172739 0.203222 0.199343 0.195672 0.294712
Cmα -0.018371 -0.019341 -0.025786 -0.006268 -0.006023 -0.010151
CLδ 0.006742 0.008320 0.011938 0.007326 0.011351 0.014916
Cmδ 0.005491 0.001776 0.000271 0.005345 0.001156 0.000129

Under air density 0.413g/cm3 and Mach number 2,4,6 three cases, the flutter calculation used
by only the first 4 modal. The calculated results of V-g method and p-k method were shown in figure
1 and figure 2, respectively. The calculate flutter speed results of v-g and p-k method are consistent.
With the increasing flight speed, aircraft static aeroelastic flutter problem can not be ignored.
0.3

VF=1700m/s
0.2

0.1 VF=1715m/s

0.0
g

-0.1

-0.2

400 800 1200 1600 2000 2400

-0.3
V /(m/s) p-k
0 400 800 1200 1600 2000 2400
V /(m/s) V-g

Fig.1 V-g method Fig.2 p-k method Fig.3 The curves of Fig.4 The curves of
attack angle pitching angle
The results of ATE supersonic aircraft is obtained by Navier-Stokes equations. Based on the
results of ATE of supersonic aircraft, ASTE of pitching closed-loop transfer function is analyzed by
PID control method. Compared to results of ASE and ASTE, the curves of attack angle and pitching
angle were shown in the Fig. 3and Fig. 4 respectively.

Conclusion
ATE system is an all-around domain, which includes aerodynamics, thermo-dynamics, structure
mechanics, and inertia mechanics. And the interaction can bring instability of supersonic aircraft
system possibly. With the improvement of modern aircraft design, the coupling between control
system and the thermal flexibility is considered in the supersonic aircraft system. Because of
complexity and variability of parameters for a supersonic aircraft, it is important that selected the
character point trajectory correctly in the analysis of ATE.

ACKNOWLEDGMENTS
Homemade prototype was constructed with the help from College of Mechatronic Engineering,
North University of China, and Jinxi Industries Group, PR China.
442 Advances in Design Technology

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Advances in Design Technology
10.4028/www.scientific.net/AMM.215-216

An Aero-Thermo-Elasticity Method Applied on the Supersonic Aircraft Model

10.4028/www.scientific.net/AMM.215-216.438