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J. Schetz - One of the best experts on this subject based on the ideXlab platform.
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A Numerical and Experimental Aerodynamic Analysis of an Inboard-Wing/Twin-Fuselage Configuration
19th AIAA Applied Aerodynamics Conference, 2001Co-Authors: Z. Wang, S. Magill, S. Preidikman, D. Mook, J. SchetzAbstract:In this paper, we present and compare numerical and experimental studies of the flowfield around a configuration consisting of an inboard wing mounted between twin Fuselages. The results of both studies show that behind the doubleFuselage configuration a "virtual wing-tip vortex system" forms. The trailing vortex system for the twin-Fuselage configuration is shed from both the Fuselages as well as the trailing edge of the wing. The vorticity shed from the Fuselages combines with the vorticity from the trailing edge in a manner that is very similar to what happens in a conventional single-Fuselage configuration. The numerical and experimental results are in qualitative agreement. Introduction The aviation industry has been urged to develop faster and/or bigger airplanes and to fly them closer together as part of a large effort to meet the needs of an ever-increasing air transportation system. One of the innovative ideas for a large airplane comes from the NASA Langley Research Center. Spearman and Feigh suggested a configuration that differs from a conventional wing-body-tail design. Instead of one Fuselage located in the center of the configuration, twin Fuselages are placed at the tips of an inboard wing. The intent is "to provide an increase in payload capacity without an increase Graduate Research Assistant Currently Prof., Univ. Nacional, Rio Cuarto, Argentina N. Waldo Harrison Prof., Assoc. Fellow AIAA Fred D. Durham Chair, Fellow AIAA Copyright© American Institute of Aeronautics And Astronautics, All Rights Reserved in overall length and width when compared to current designs and to achieve two-dimensional flow on the wing by eliminating free wing tips so that the wing tip flow that produces an induced drag and a hazardous trailing vortex would not exist." One aerodynamic model' has been tested in Virginia Tech's Stability Wind Tunnel to study this inboard-wing, twin-Fuselage concept. The configuration is represented schematically in Figure 1. In addition, the configuration represented in Figure 1 has been modeled aerodynamically. Here we present some comparisons between the numerical and experimental data and respond to some of Spearman's and Feigh's comments. To model the flowfield, we use (1) the wellknown code PMARC, ignoring the deformations of the wake but accounting for the aerodynamic interference, and (2) the general unsteady vortex-lattice method (VLM), accounting for the deformations of the wakes and the aerodynamic interference among the various components of the configuration. The version of VLM that we use in this work has been developed at Virginia Tech over several years 16 to solve for the incompressible flow over both lifting and nonlifting bodies. The method utilizes a lattice of discrete vortex lines distributed over the surfaces of the configuration. The circulations around the discrete vortex segments are obtained by imposing the no-penetration condition on the body surfaces. Imposing the unsteady "Kutta condition" along the edges where separation occurs provides the vorticity-shedding rate, and convecting the vorticity in the wake with the local particle velocity renders the wake forcefree. The advantages of this method are that it also satisfies the no-slip condition and readily provides the surface velocity and pressure, and it
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a numerical and experimental aerodynamic analysis of an inboard wing twin Fuselage configuration
19th AIAA Applied Aerodynamics Conference, 2001Co-Authors: Z. Wang, S. Magill, S. Preidikman, D. Mook, J. SchetzAbstract:In this paper, we present and compare numerical and experimental studies of the flowfield around a configuration consisting of an inboard wing mounted between twin Fuselages. The results of both studies show that behind the doubleFuselage configuration a "virtual wing-tip vortex system" forms. The trailing vortex system for the twin-Fuselage configuration is shed from both the Fuselages as well as the trailing edge of the wing. The vorticity shed from the Fuselages combines with the vorticity from the trailing edge in a manner that is very similar to what happens in a conventional single-Fuselage configuration. The numerical and experimental results are in qualitative agreement. Introduction The aviation industry has been urged to develop faster and/or bigger airplanes and to fly them closer together as part of a large effort to meet the needs of an ever-increasing air transportation system. One of the innovative ideas for a large airplane comes from the NASA Langley Research Center. Spearman and Feigh suggested a configuration that differs from a conventional wing-body-tail design. Instead of one Fuselage located in the center of the configuration, twin Fuselages are placed at the tips of an inboard wing. The intent is "to provide an increase in payload capacity without an increase Graduate Research Assistant Currently Prof., Univ. Nacional, Rio Cuarto, Argentina N. Waldo Harrison Prof., Assoc. Fellow AIAA Fred D. Durham Chair, Fellow AIAA Copyright© American Institute of Aeronautics And Astronautics, All Rights Reserved in overall length and width when compared to current designs and to achieve two-dimensional flow on the wing by eliminating free wing tips so that the wing tip flow that produces an induced drag and a hazardous trailing vortex would not exist." One aerodynamic model' has been tested in Virginia Tech's Stability Wind Tunnel to study this inboard-wing, twin-Fuselage concept. The configuration is represented schematically in Figure 1. In addition, the configuration represented in Figure 1 has been modeled aerodynamically. Here we present some comparisons between the numerical and experimental data and respond to some of Spearman's and Feigh's comments. To model the flowfield, we use (1) the wellknown code PMARC, ignoring the deformations of the wake but accounting for the aerodynamic interference, and (2) the general unsteady vortex-lattice method (VLM), accounting for the deformations of the wakes and the aerodynamic interference among the various components of the configuration. The version of VLM that we use in this work has been developed at Virginia Tech over several years 16 to solve for the incompressible flow over both lifting and nonlifting bodies. The method utilizes a lattice of discrete vortex lines distributed over the surfaces of the configuration. The circulations around the discrete vortex segments are obtained by imposing the no-penetration condition on the body surfaces. Imposing the unsteady "Kutta condition" along the edges where separation occurs provides the vorticity-shedding rate, and convecting the vorticity in the wake with the local particle velocity renders the wake forcefree. The advantages of this method are that it also satisfies the no-slip condition and readily provides the surface velocity and pressure, and it
Andreas Schreiber - One of the best experts on this subject based on the ideXlab platform.
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DLR-SC/tigl: TiGL 3.0.0 RC1
2017Co-Authors: Martin Siggel, Bernhard Manfred Gruber, Tobias Stollenwerk, Jan Kleinert, Andreas SchreiberAbstract:General Changes: CPACS 3 compatibility, including the new component-segment coordinate-system math. Note: As CPACS 3 is not officially released yet, the development version of CPACS as of December 18th, 2017 is used. Note: The wing structure is not yet adapted to CPACS 3 but uses the 2.3 definition. Guide curve support for wings and Fuselages for high-fidelity surface modeling according to the CPACS 3 defintion. Automated creation of CPACS reading and writing routines. This allows much better vality checks of the CPACS document. Improved speed of ::tiglFuselageGetPoint function. Also, the paramter xsi is now interpreted as the relative curve parameter instead of the relative circumference. The TIGL library was renamed to tigl3. The TIGLViewer was renamed to tiglviewer-3. The windows builds are now using the Visual C++ 2015 Toolchain. - New API functions: - ```tiglWingComponentSegmentPointGetEtaXsi``` computes the eta/xsi coordinates of a point on the component segment. - ```tiglIntersectWithPlaneSegment``` computes the intersection of a CPACS shape (e.g. wing) with a plane of finite size. - ```tiglGetCurveIntersection``` to compute the intersection of two curves. - ```tiglGetCurveIntersectionPoint``` to query the intersection point(s) computed by ```tiglGetCurveIntersection```. - ```tiglGetCurveIntersectionCount``` returns the number of intersection points computed by ```tiglGetCurveIntersection```. - ```tiglGetCurveParameter``` projects a point onto a curve and returns the curve parameter of the point. - ```tiglFuselageGetSectionCenter``` computes the center of a Fuselage section defined by its eta coordinate. - ```tiglFuselageGetCrossSectionArea``` computes the area of a Fuselage section. - ```tiglFuselageGetCenterLineLength``` computes the length of the centerline of the Fuselage. - ```tiglCheckPointInside``` checks, whether a point lies inside some object (defined by its uid). - ```tiglExportFuselageBREPbyUID``` and ```tiglExportWingBREPByUID``` - Changed API: - Removed deprectated intersection functions. These include - tiglComponentIntersectionLineCount - tiglComponentIntersectionPoint - tiglComponentIntersectionPoints - Fixes: - TiGL Viewer: Fixed missing fonts on macOS - Language bindings: - Python: the tiglwrapper.py module was renamed to tigl3wrapper.py. The Tigl object is renamed to Tigl3. - Java: the tigl package moved from de.dlr.sc.tigl to de.dlr.sc.tigl3 - TiGL Viewer: - New design - Custom OpenGL shaders. If problems with the 3D rendering occur, please file a bug. - Display of reflection lines to inspect surface quality. - Display of textured surfaces. - Angle of perspective can be adjusted using the scripting API with ```setCameraPosition``` and ```setLookAtPosition```. This allows e.g. to create videos of the geometry. - Option to display face names. - Number of U and V iso-lines can be adjusted independently
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DLR-SC/tigl: TiGL 2.2.1
2017Co-Authors: Martin Siggel, Bernhard Manfred Gruber, Tobias Stollenwerk, Andreas SchreiberAbstract:General changes: Improved calculation time of tiglFuselageGetPointAngle by roughly a factor of 30. The results might be a different than in previous versions, but the function should be more robust now. Improved calculation time of tiglFuselageGetPoint by applying caching. This leads only to a benefit in case of a large number of GetPoint calls (~30) per Fuselage segment. This will be even improved in TiGL 3. New API functions: New API function tiglExportVTKSetOptions. This function can be used e.g to disable normal vector writing in the VTK export. Changed API: Ignore Symmetry face in tiglFuselageGetSurfaceArea for half Fuselages In tiglFuselageGetPointAngle the cross section center is used as starting point of the angle rather than the origin of the yz-plane Fixes: Fixed bug, where the VTK export showed no geometry in ParaView Improved accuracy of the VTK export. The digits of points are not truncated anymore to avoid duplicate points Triangles with zero surface are excluded from the VTK export Fixed incorrect face name ordering in WingComponentSegmen
Deden Dominik - One of the best experts on this subject based on the ideXlab platform.
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Automated, Quality Assured and High Volume Oriented Production of Fiber Metal Laminates (FML) for the Next Generation of Passenger Aircraft Fuselage Shells
2019Co-Authors: Ucan Hakan, Scheller Scheller, Nguyen, Duy Chinh, Nieberl Dorothea, Beumler Thomas, Haschenburger Anja, Meister Sebastian, Kappel Erik, Prussak Robert, Deden DominikAbstract:The use of fiber-metal laminates (FML) allows for substantial advantages over a Fuselage skin made of monolithic aluminum materials. The combination of glass-fiberreinforced plastic and aluminum is characterized by low fatigue, high load tolerance and the resistance to residual stress. For this reason, FML, and GLARE in particular, have been identified as superior materials for aerospace applications. It has already been used extensively in the wide body aircraft of the Airbus Group A380, specifically on the upper Fuselage shells. FML possess the potential to become the baseline material for next-generation single-aisle aircrafts. The development of a new production chain that will allow automated Fuselage production for future short-haul aircrafts is the focus of the studies that make up the joint project AUTOGLARE. As part of the fifth call-up for the German Aeronautical Research Programme (LuFo), DLR is working with its project partners Airbus Operations, Premium Aerotech (PAG) and the Fraunhofer Gesellschaft (FhG). The development of a production chain for stiffened Fuselage panels based on fiber-metal-laminates as a material is aimed at allowing a scaling-up to 60 aircrafts per month. This study contains the research work of the DLR and FhG regarding the automated and quality assured process for chain stiffened FML Fuselages. In Addition to a detailed explanation of the systems that were set up, this paper covers the planned tests, the completed demonstration models and the findings derived from them
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Automated, Quality Assured and High Volume Oriented Production of Fiber Metal Laminates (FML) for the Next Generation of Passenger Aircraft Fuselage Shells
'Walter de Gruyter GmbH', 2019Co-Authors: Ucan Hakan, Nguyen, Duy Chinh, Nieberl Dorothea, Beumler Thomas, Haschenburger Anja, Meister Sebastian, Kappel Erik, Prussak Robert, Scheller Joachim, Deden DominikAbstract:The use of fiber-metal laminates (FML) allows for substantial advantages over a Fuselage skin made of monolithic aluminum materials. The combination of glass-fiberreinforced plastic and aluminum is characterized by low fatigue, high load tolerance and the resistance to residual stress. For this reason, FML, and GLARE in particular, have been identified as superior materials for aerospace applications. It has already been used extensively in the wide body aircraft of the Airbus Group A380, specifically on the upper Fuselage shells. FML possess the potential to become the baseline material for next-generation single-aisle aircrafts. The development of a new production chain that will allow automated Fuselage production for future short-haul aircrafts is the focus of the studies that make up the joint project AUTOGLARE. As part of the fifth call-up for the German Aeronautical Research Programme (LuFo), DLR is working with its project partners Airbus Operations, Premium Aerotech (PAG) and the Fraunhofer Gesellschaft (FhG). The development of a production chain for stiffened Fuselage panels based on fiber-metal-laminates as a material is aimed at allowing a scaling-up to 60 aircrafts per month. This study contains the research work of the DLR and FhG regarding the automated and quality assured process for chain stiffened FML Fuselages. In Addition to a detailed explanation of the systems that were set up, this paper covers the planned tests, the completed demonstration models and the findings derived from them
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Automated, Quality Assured and High Volume Oriented Production of Fiber Metal Laminates (FML) for the Next Generation of Passenger Aircraft Fuselage Shells
2019Co-Authors: Ucan Hakan, Nguyen, Duy Chinh, Nieberl Dorothea, Beumler Thomas, Haschenburger Anja, Meister Sebastian, Kappel Erik, Prussak Robert, Scheller Joachim, Deden DominikAbstract:The use of fiber-metal laminates (FML) allows for substantial advantages over a Fuselage skin made of monolithic aluminum materials. Glass fiber prepreg reinforced aluminium is characterized by high damage tolerance capabilities, supporting the structural strength capability in case of any kind of damage. For this reason, FML, and GLARE in particular, have been identified as superior materials for aerospace applications. More than 400m2 FML is applied on each A380, as skin panels and as D-noses for both, vertical and horizontal stabilizer. FML possess the potential to become the baseline material for next-generation single-aisle aircrafts. The development of a new production chain that will allow automated Fuselage production for future short-haul aircrafts is the focus of the studies that make up the joint project AUTOGLARE. As part of the fifth call-up for the German Aeronautical Research Programme (LuFo), the German Aerospace Center (DLR) is working with its project partners Airbus Operations, Premium Aerotech (PAG) and the Fraunhofer Gesellschaft (FhG). The development of a production chain for stiffened Fuselage panels made of Fiber metal Laminates should support a production rate of 60 aircraft per month. This study contains the research work of the DLR and FhG regarding the automated and quality assured process for chain stiffened FML Fuselages. In addition to a detailed explanation of the systems that were set up, this paper covers the planned tests, the completed demonstration models and the findings derived from them
Ralf Sturm - One of the best experts on this subject based on the ideXlab platform.
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Crashworthiness of a twin-walled Fuselage design
2016Co-Authors: Ralf SturmAbstract:Sandwich structures consisting of thin stiff facesheets and a thick, low density core exhibit excellent stiffness-to-weight ratio and are investigated for novel light weight Fuselage concepts. Currently the application of sandwich structures in transport aircraft is limited to secondary structures, since further understanding is required in the field of manufacturing, repair, vulnerability and safety before sandwich design can be applied for primary structures. Folded cores are currently investigated for future Fuselage applications since the open cellular design of foldcore cells would solve the problem of humidity accumulation of closed cellular sandwich cores such as honeycombs. For novel Fuselage concepts safety regulations require an equivalent crashworthiness compared to the conventional metal Fuselage design. Brittle failure mechanisms of CFRP structures make the verification of equivalent crashworthiness for CFRP Fuselage concepts challenging since conventional metal Fuselages absorb a significant portion of the kinetic energy by plasticization.
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failure of cfrp airframe sandwich panels under crash relevant loading conditions
Composite Structures, 2014Co-Authors: Ralf Sturm, Yves Klett, Ch Kindervater, Heinz VoggenreiterAbstract:Abstract New aircraft Fuselage concepts have to prove equivalent crashworthiness standards compared to conventional metallic Fuselages for certification. Brittle failure mechanisms of CFRP structures make the verification of equivalent crashworthiness for novel CFRP Fuselage concepts challenging since conventional metal Fuselages absorb a significant part of the kinetic energy by plasticization. In this context, the damage initiation and failure of twin-walled Fuselage panels were investigated under crash relevant bending–compression loads. Since the sandwich failure is initiated by core failure, a trigger concept for CFRP composite sandwich panels was developed based on local modifications in the fold pattern of the core for controlled failure initiation. By locally adjusting the collapse strength of the core in normal direction, the failure position and failure load can be adapted according to the defined kinematic hinge requirements. The core trigger concept was validated in experiments with triggered and untriggered sandwich panels under identical loading conditions.
Z. Wang - One of the best experts on this subject based on the ideXlab platform.
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A Numerical and Experimental Aerodynamic Analysis of an Inboard-Wing/Twin-Fuselage Configuration
19th AIAA Applied Aerodynamics Conference, 2001Co-Authors: Z. Wang, S. Magill, S. Preidikman, D. Mook, J. SchetzAbstract:In this paper, we present and compare numerical and experimental studies of the flowfield around a configuration consisting of an inboard wing mounted between twin Fuselages. The results of both studies show that behind the doubleFuselage configuration a "virtual wing-tip vortex system" forms. The trailing vortex system for the twin-Fuselage configuration is shed from both the Fuselages as well as the trailing edge of the wing. The vorticity shed from the Fuselages combines with the vorticity from the trailing edge in a manner that is very similar to what happens in a conventional single-Fuselage configuration. The numerical and experimental results are in qualitative agreement. Introduction The aviation industry has been urged to develop faster and/or bigger airplanes and to fly them closer together as part of a large effort to meet the needs of an ever-increasing air transportation system. One of the innovative ideas for a large airplane comes from the NASA Langley Research Center. Spearman and Feigh suggested a configuration that differs from a conventional wing-body-tail design. Instead of one Fuselage located in the center of the configuration, twin Fuselages are placed at the tips of an inboard wing. The intent is "to provide an increase in payload capacity without an increase Graduate Research Assistant Currently Prof., Univ. Nacional, Rio Cuarto, Argentina N. Waldo Harrison Prof., Assoc. Fellow AIAA Fred D. Durham Chair, Fellow AIAA Copyright© American Institute of Aeronautics And Astronautics, All Rights Reserved in overall length and width when compared to current designs and to achieve two-dimensional flow on the wing by eliminating free wing tips so that the wing tip flow that produces an induced drag and a hazardous trailing vortex would not exist." One aerodynamic model' has been tested in Virginia Tech's Stability Wind Tunnel to study this inboard-wing, twin-Fuselage concept. The configuration is represented schematically in Figure 1. In addition, the configuration represented in Figure 1 has been modeled aerodynamically. Here we present some comparisons between the numerical and experimental data and respond to some of Spearman's and Feigh's comments. To model the flowfield, we use (1) the wellknown code PMARC, ignoring the deformations of the wake but accounting for the aerodynamic interference, and (2) the general unsteady vortex-lattice method (VLM), accounting for the deformations of the wakes and the aerodynamic interference among the various components of the configuration. The version of VLM that we use in this work has been developed at Virginia Tech over several years 16 to solve for the incompressible flow over both lifting and nonlifting bodies. The method utilizes a lattice of discrete vortex lines distributed over the surfaces of the configuration. The circulations around the discrete vortex segments are obtained by imposing the no-penetration condition on the body surfaces. Imposing the unsteady "Kutta condition" along the edges where separation occurs provides the vorticity-shedding rate, and convecting the vorticity in the wake with the local particle velocity renders the wake forcefree. The advantages of this method are that it also satisfies the no-slip condition and readily provides the surface velocity and pressure, and it
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a numerical and experimental aerodynamic analysis of an inboard wing twin Fuselage configuration
19th AIAA Applied Aerodynamics Conference, 2001Co-Authors: Z. Wang, S. Magill, S. Preidikman, D. Mook, J. SchetzAbstract:In this paper, we present and compare numerical and experimental studies of the flowfield around a configuration consisting of an inboard wing mounted between twin Fuselages. The results of both studies show that behind the doubleFuselage configuration a "virtual wing-tip vortex system" forms. The trailing vortex system for the twin-Fuselage configuration is shed from both the Fuselages as well as the trailing edge of the wing. The vorticity shed from the Fuselages combines with the vorticity from the trailing edge in a manner that is very similar to what happens in a conventional single-Fuselage configuration. The numerical and experimental results are in qualitative agreement. Introduction The aviation industry has been urged to develop faster and/or bigger airplanes and to fly them closer together as part of a large effort to meet the needs of an ever-increasing air transportation system. One of the innovative ideas for a large airplane comes from the NASA Langley Research Center. Spearman and Feigh suggested a configuration that differs from a conventional wing-body-tail design. Instead of one Fuselage located in the center of the configuration, twin Fuselages are placed at the tips of an inboard wing. The intent is "to provide an increase in payload capacity without an increase Graduate Research Assistant Currently Prof., Univ. Nacional, Rio Cuarto, Argentina N. Waldo Harrison Prof., Assoc. Fellow AIAA Fred D. Durham Chair, Fellow AIAA Copyright© American Institute of Aeronautics And Astronautics, All Rights Reserved in overall length and width when compared to current designs and to achieve two-dimensional flow on the wing by eliminating free wing tips so that the wing tip flow that produces an induced drag and a hazardous trailing vortex would not exist." One aerodynamic model' has been tested in Virginia Tech's Stability Wind Tunnel to study this inboard-wing, twin-Fuselage concept. The configuration is represented schematically in Figure 1. In addition, the configuration represented in Figure 1 has been modeled aerodynamically. Here we present some comparisons between the numerical and experimental data and respond to some of Spearman's and Feigh's comments. To model the flowfield, we use (1) the wellknown code PMARC, ignoring the deformations of the wake but accounting for the aerodynamic interference, and (2) the general unsteady vortex-lattice method (VLM), accounting for the deformations of the wakes and the aerodynamic interference among the various components of the configuration. The version of VLM that we use in this work has been developed at Virginia Tech over several years 16 to solve for the incompressible flow over both lifting and nonlifting bodies. The method utilizes a lattice of discrete vortex lines distributed over the surfaces of the configuration. The circulations around the discrete vortex segments are obtained by imposing the no-penetration condition on the body surfaces. Imposing the unsteady "Kutta condition" along the edges where separation occurs provides the vorticity-shedding rate, and convecting the vorticity in the wake with the local particle velocity renders the wake forcefree. The advantages of this method are that it also satisfies the no-slip condition and readily provides the surface velocity and pressure, and it
