Structural design of hybrid buoyant aircraft's model for subsonic wind tunnel testing
In subsonic wind tunnel testing, a scaled down model should be rigid enough such that due to model deformations, there is no change in the flow field. In this regard, a computational study is carried out to analyze the stress distribution and deformation of a scaled down model of a hybrid buoya...
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| Main Authors: | , , , , |
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| Format: | Conference or Workshop Item |
| Language: | English English English |
| Published: |
IEEE
2017
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| Subjects: | |
| Online Access: | http://irep.iium.edu.my/62919/1/62919%20Structural%20Design%20of%20Hybrid.pdf http://irep.iium.edu.my/62919/2/62919%20Structural%20Design%20of%20Hybrid%20SCOPUS.pdf http://irep.iium.edu.my/62919/13/62919%20Structural%20design%20of%20hybrid%20buoyant%20WOS.pdf http://irep.iium.edu.my/62919/ http://ieeexplore.ieee.org/document/7868043/ |
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| Summary: | In subsonic wind tunnel testing, a scaled down
model should be rigid enough such that due to model
deformations, there is no change in the flow field. In this
regard, a computational study is carried out to analyze the
stress distribution and deformation of a scaled down model of
a hybrid buoyant (HB) aircraft, while tested in wind tunnel test
section at its maximum operational speed. Model is simulated
in computational fluid dynamics (CFD) to get the pressure
distribution on its surface as an input for computational
engineering analysis. Model is assumed as solid model and
using aluminum material for the aerodynamic surfaces. Some
assumptions such as steady state, smooth wall, incompressible,
isotropic material and filled solid are applied to the said model
to simplify the computational case. In order to know the
maximum stress and deformation of the lifting surfaces of the
model, we only analyze HB aircraft at maximum angle of
attack, before the stall will occur. The value of angle of attack
at given maximum CL was set as HB aircraft’s model position
for estimation of the deformations when being simulated using
ANSYS®. A number of CFD cases were run to get the
coefficient of lift versus angle of attack curve, including the
value of angle of attack at maximum coefficient of lift of the
wing before the stall. The maximum displacement was found at
the tip of the wing and its value is 37 mm. Following any major
design change of the airframe of the model, a quick numerical
analysis is recommended to determine if there any significant
alterations to the original model. |
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