Aerodynamic Design of Airbus High

Transcription

DLR Ehemaligentreffen Braunschweig 17-Jun-05
Presented by
Daniel Reckzeh
Airbus
Aero Design & Data Dept.
© AIRBUS DEUTSCHLAND GMBH. All rights reserved. Confidential and proprietary document.
Bremen / Germany
Aerodynamic Design of Airbus High-Lift Wings
Use menu "View - Header and Footer" for Presentation Title - Siglum - Reference
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Overview
• Zur Person
• Process & tools for high-lift design at Airbus
4The
high-lift wing design process
4CFD
4Windtunnel testing
• Examples from High-lift Wing Design Tasks
4Integrated
High-Speed / Low-Speed Design
4Aero optimisation & Systems constraints
4Multidisciplinary optimisation
4Configuration issues
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Zur Person
Stationen im DLR:
1998-2000
Wissenschaftlicher Mitarbeiter im DLR Braunschweig (SM-EA)
im Rahmen der DLR-DASA „Nachwuchsinitiative“,
abgeordnet zu Airbus Bremen, Segment Produktaerodynamik,
Fachgebiet: Aerodynamischer Entwurf von
Hochauftriebssystemen
Stationen außerhalb des DLR:
1997-98
Daniel Reckzeh
34 Jahre
2000-03
Selbständige Tätigkeit (eigenes Ingenieurbüro) im Unterauftrag von
Airbus Bremen im Tragflügelentwurf
Airbus Bremen - Entwurfsingenieur im aerodynamischen Entwurf in
der Abteilung „High-Lift devices“
Meine jetzige Tätigkeit:
Seit 2003
Seit 2005
Airbus Bremen – Engineering / Flight-Physics
Aerodynamic Design & Data Domain (EGA)
Leitung der transnationalen Abteilung „High-lift devices“ (Bremen &
Filton)
Leitung des Segments „Configuration design“ (Bremen)
Was ich aus dem DLR mitgenommen habe:
¦
¦
¦
Einstieg in die Luftfahrtbranche
Erfahrungen in der „akademischen“ & „industriellen“ Aerodynamik
Netzwerkbildung im Rahmen der NWI (Nachwuchsinitiative)
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Zur Person
Welche Tätigkeitsbereiche habe ich durchlaufen ?
• Build up of a process chain for Geometry tools and CFD-Methods for
high-lift wing design
• CFD-Tool development: Modelling of 3D separated flows on complete
aircraft configurations
• Windtunnel model specification for high-lift wing development
• High-lift windtunnel testing and analysis for R&T and A380
• In charge of A380 high-lift wing aerodynamic design
• Coordination of A400M Airbus high-lift wing aerodynamic design
• Transnational Lead of High-Lift Devices Group, responsible for all
Airbus High-Lift Wing Design activities
• Capability Manager Configuration Design
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Organisation Airbus Engineering
Research / Technology
Architecture & Integration
Flight Physics
Systems and Integration Tests
Powerplant Systems
Structure
Flight Safety Enhancement
Product Integrity
Flight Operations
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Organisation Airbus Flight Physics
Resources Management
Policy and Development
Flight Physics
Aerodyn. Design & Data
Aerodyn. Windtunnel Testing
Loads & Aeroelasticity
Mass Properties
Aircraft Performance
Flight Dynamics Simulation
College of Experts
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Organisation
Aero Design & Data Domain Germany
Aerodynamic Design
& Data Domain
Germany
Config Design
High-lift Devices
Data Modelling
Aero Data for
Performance
Support
Methods & Tools
Far-field Impact
Methods, Tools
& Processes
Ice Prdiction
Fuselage/Tails
Aero Data for
Loads
Complex CFD
Complete Aircraft
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Requirements to the High-Lift Configuration
• Sufficient high lift performance
• Low take-off drag
• Acceptable handling quality
• Low system weight & complexity
a multidisciplinary
design problem
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The High-Lift Wing Aero Design Process
Inputs
• TLAR (requirements,
performance & noise
targets)
• General A/C layout
• Wing planform
• Cruise Wing surface
High Lift Devices
Aero design &
Master Geometry
Outputs
•High-lift configuration layout
•High-lift devices shapes
•Requirements for system design
(Target kinematics, Settings, etc)
Tools
•CAD
•KBE aero design tools
•CFD Flow Analysis
•Windtunnel testing
•Aeroacoustic analysis
Clean
Take off Flap 16°
Landing Flap 34°
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Parametric Shape Design & Analysis Tools
Clean-Wing
Component Design
Geo-Analysis
2D-Setting
3D-Setting
Planform Definition
2D CFD
3D CFD
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Parametric Shape Design & Analysis Tools
• Examples from Droop Nose Device Design
Shape design incl kinematic
constraints
Aerodynamic analysis
Target kinematics
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CFD-based High-Lift Wing Design
Quasi-3D
2D-Panel
3D-Panel
3D-Euler
2D-Navier-Stokes
3D-Navier-Stokes
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Windtunnels for Airbus High-Lift Development
A380 „Model chain“ (1)
Small Halfmodel X03
(Scale 1:32)
Complete model X06
• LSWT Filton
(Re=1.5 Mio)
• F1 Toulose
(Re=8 Mio)
• Q5m Farnborough
(Re=6 Mio)
• LSWT Bremen (Re=1.5 Mio)
• KKK Cologne (Re=7 Mio)
• ETW Cologne (Re=25 Mio)
Large complete model X08
(Scale 1:17)
• DNW Emmeloord (Re=3.5 Mio)
Large halfmodel X08H
l LSWT Filton (Re=3.5 Mio)
l F1 Toulouse (Re=12 Mio)
l Q5m Farnborough (Re=10 Mio)
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Tools for design verification: CFD vs Windtunnel ?
?
Designers’ view (provocative) :
• CFD and Wintunnel are tools for design analysis.
4 “CFD
delivers fast pretty pictures but with partly questionable results”
4 “Windtunnel testing is extremely expensive and requires too much time”
• Way out ?
4 “Despite
their discrepancies we can not live without the one or the other,
the combination of both advantages makes it.”
4 CFD to be used in far more intensive combination with Windtunneltesting
4 The major step ahead for design will be the close-coupled use of reliable
(i.e. validated) complex CFD
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Integrated High-Speed / Low-Speed Design
• Thin outer wing profiles with small leading edge radius:
high Slat-angle necessary, therefore long Slat-tracks with high weight and
intregration problems
• Thin rear profile thickness (high rear-loading in cruise):
low flap-thickness with high boundary layer loading, high flap structure
weight, flexible structure gives difficulties in maintaining target flap gap
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The droop-nose device
Droop Nose Device
Slat
lower drag
reduced maximum lift
higher maximum lift
increased drag
Actuator link
Lug 122°
Lever
Link
Arm
HL rotation
axis
26°
Selected for inboard wing of A380
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Kinematics system versus Aero target
14,00
Overlap %
Gap [% of cleanwing]
2,10
Target Gap 27-87 FVF (track)
Target Gap 27-87 FVF (dropped hinge)
1,80
12,00
Target OL 27-87 FVF (track)
Target OL 27-87 FVF (dropped hinge)
1,50
10,00
1,20
8,00
0,90
6,00
0,60
Gap
4,00
Overlap
0,30
2,00
0,00
0,00
0
5
10
15
20
25
30
35
40
45
50
55
60
Flap angle
14
2,1
12
1,8
10
1,5
8
1,2
6
0,9
4
0,6
2
0,3
0
Gap %
Dropped Hinge mechanism
insuffiecient to Aero Target, but
less complex and lighter
Track mechanism fulfills Aero Target,
but complex and heavy
0
0
10
20
30
40
50
60
Flap Angle °
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Multidisciplinary design optimisation
•Aero dependancies
Gap
Coupled Sensitivities
•Performance dependancies
Takeoff Performance
MEGALINER
Megaliner Reference
Overlap
Gross Weight [1000 kg]
Startposition des
Flaps für die Optimierung
Starting point
Runway length [1000 m]
•Systems dependancies
Referenzposition des
Flaps
Optimierte Flap-Position
Reference
Optimum
1,4
1,2
Gap
1
100,0%
100,0%
90,0%
81,5%
80,0%
Systemgewicht
Megaliner Reference - delta CD =0,0025
1,4
1,2
1
0,8
70,0%
75,0%
0,8
0,6
Result of coupled
optimisation
0,4
60,0%
0,2
50,0%
40,0%
0
30,0%
6
5,5
5
4,5
4
3,5
20,0%
0,6
Pivot-Kinematics
0,0%
0,4
3
2,5
2
Overlap
1,5
1
0,5
Track-System
0,2
Linkage-System
Linkage-Kinematics
Track-Kinematics
Pivot-System
0
6
5,5
5
4,5
4
3,5
3
2,5
2
1,5
1
0,5
0
-0,5
-1
Overlap O/L [% of chord]
Pivot-Kinematics
Linkage-Kinematics
0
Overlap O/L [% of chord]
10,0%
Track-Kinematics
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-0,5
-1
Wing Layout Studies
• Flexible wing structure with aileron reversal tendency:
Application of an inboard „All-Speed-Aileron“ with increased
outer flap span, resp. application of an inboard „Taberon“
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Impact of the landing gear height
Relatively short landing gear legs required
• to control aircraft weight
• to improve space allocation for I/B flap
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Impact of the landing gear height
engine close to wing
è engine exhaust jet blowing on flaps
fuselage close to ground
è rotation limit
CL
α−rot
CL 0
"rotati on
0°
α
challenge :
sufficient lift at α = 8°...10°
but maximum lift can be somewhat
compromised (without negative
effect on T/O performance)
challenges :
• prediction of aerodynamic ínterference
• vibrations by turbulent engine exhaust
• temperatures on high lift elements –
material ?
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Conclusions
• High-Lift Design is a major driver for overall wing design
• Continuing adaptation of the high-lift wing layout to the current
aircraft requirements:
aerodynamic design not better than necessary
• Optimisation under multidisciplinary constraints:
small penalty for aerodynamics can cause large benefit for other
disciplines
• Consequent design verification with high Reynolds-number testing
and CFD predictions is necessary to reduce (unwanted) margins
for the aircraft as far as possible
• Design decisions more and more based on CFD alone
• A closed multidisciplinary design loop is not possible due to the
complexity of the task
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Vielen Dank für die Aufmerksamkeit !
Fragen ?
Jetzt, gleich, oder: Daniel.Reckzeh@airbus.com
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© AIRBUS DEUTSCHLAND GMBH. All rights reserved.
Confidential and proprietary document.
This document and all information contained herein is the sole
property of AIRBUS DEUTSCHLAND GMBH. No intellectual
property rights are granted by the delivery of this document or
the disclosure of its content. This document shall not be
reproduced or disclosed to a third party without the express
written consent of AIRBUS DEUTSCHLAND GMBH. This
document and its content shall not be used for any purpose
other than that for which it is supplied.
The statements made herein do not constitute an offer. They
are based on the mentioned assumptions and are expressed
in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS DEUTSCHLAND GMBH
will be pleased to explain the basis thereof.
AIRBUS, its logo, A300, A310, A318, A319, A320, A321,
A330, A340, A350, A380, A400M are registered trademarks.
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Aerodynamic Design of Airbus High

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