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NASA-TM-111263
AIAA 95-3945
Equivalent Plate Modeling
for Conceptual Design
of Aircraft Wing Structures
Gary L. Giles
NASA Langley Research Center
Hampton, VA
Gary L. Giles*
NASA Langley Research Center, Hampton, Virginia
4
model. Currently, this idealized structural mass is unstructured aerodynamic grid. The effort required to
multiplied by a correlation factor to approximate a value combine the loads and the deflections from the
for actual structural mass. This correlation factor is unslluctured aerodynamic analysis and the equivalent
usually obtained by performing an equivalent plate plate model was minimal because of the continuous
analysis of an existing, baseline vehicle with known definition of the wing deflection in ELAPS. Also, when
measured masses. the number and location of the surface nodes in the
User input of concentrated masses was available in aerodynamic grid was changed, the corresponding forces
earlier versions of ELAPS for representing a variety of were calculated in a consistent manner without any
sources of non-strncmral mass. The capability to readily modifications to the codes.
model mass that is distributed over the wing planform The relatively small size of the ELAPS code offers the
has been added to the present version. This mass can be practicality of embedding it directly into the iterative
uniformly distributed over the planform area and/or procedure of any CFD code so that such a combined code
throughout the internal volume between the upper and would converge to an aerodynamic solution on a
lower surfaces of each plate segment. The user is given deformed shape with a minimal increase in
the option to input either total or unit masses computational time over that required for the analysis of
corresponding to the area or volume of each plate a rigid shape. In addition to the application outlined
segment. This capability allows leading and trailing herein, equivalent plate models can be used effectively
edge structural mass to be easily distributed over the very early in the design process to assess the importance
appropriate areas of the wing planform and fuel mass to of aeroelastic effects on advanced concepts before detailed
be readily distributed within designated volumetric finite element models are available.
regions of the wing.
This user defm_ mass model is used to calculate a
variety of mass related quantities. The integral tables that Levels of Analysis
were formed to generate the stiffness matrix of the
Input parameters are available in ELAPS to provide
structure are used in these calculations. Total mass of all
user control of the level of detail to be included during an
structural members and all non-structural items that ate
analysis. In this manner, the user is given the capability
contained in the model is calculated along with the first
to trade accuracy for computational speed. This
and second moments of inertia with respect to the global
capability is beneficial during conceptual design since
axes. The center of gravity location is then calculated by
initial design cycles can be performed at a low level of
dividing the first moments of inertia by the total mass.
detail that can be easily increased during later cycles.
This total mass and inertia data is available for use in
This approach can be particularly advantageous when
stability and control calculations during early conceptual
ELAPS is used in a structural optimization procedure
design.
that requires a large number of analyses during each
Inertia relief loads are calculated based on input of a
iterative design cycle. The level of analysis in ELAPS
value of maneuver load factor. These inertia relief loads
can be controlled without changing the geometric
are combined with the aerodynamic loads to give loads
definition of the model. Rather, the total number of
that are used for structural design. In addition, a mass
unknown quantities in the resulting set of governing
matrix is generated for the entire model for use in
equations is readily changed by specifying a few input
vibration analysis to calculate natural modes and
parameters. Three methods are available for selecting the
frequencies.
level of detail to be included in an analysis.
and shear strains in the rib and spar webs are given by $x = 7ix + W, x (A.19)
Tyz = 4/y (A.10) As shown, the formulation in this paper and the
formulation in Ref. 9 are equivalent. However, the
Thus, in this formulation these shear strains in the formulation in this paper offers the option to neglect the
webs are constant through the depth of the wing but vary transverse shear effects in a direct manner by simply
over the planform of the wing. These strains are used in setting this rotation equal to zero through use of an input
the Ritz procedure, as described in Ref. 4 to produce a parameter to the code. The present formulation is
system of simultaneous equations which can be solved directly suited for use in a hierarchical optimization
for the unknown coefficients to minimize the total strategy where transverse shear is neglected during early
energy expression. These equations have the same form optimization cycles and is included in only the final
as illustrated in Fig. 2. The addition of the two optimization cycles where the additional accuracy is
rotational deformation fields results in a 5 x 5 set of needed. In addition, for symmetric segments such as
submatrices in the stiffness matrix. some control surfaces, W only can be used with
The kinematic assumptions of fn'st order shear significant saving of time. The formulation in Ref. 9
deformation plate theory is used in the equivalent plate does not lend itself to setting the shear terms to zero and
formulation of Ref. 9. appears to require a separate analysis code to include
transverse shear considerations.
U = Uo + z 7"x (A.11)
References
V = Vo + z Wy (A.12)
1 McCullers, L. A.: Aircraft Configuration
W = Wo (A.13) Optimization Including Optimized Flight Profiles.
NASA CP-2327, Proceedings of Symposium on Recent
With corresponding strains in the skins in the x and y Experiences in Multidisciplinary Analysis and
directions are given by Optimization, April 1984, pp. 395-412.
and shear strains in the rib and spar webs are given by 3 Giles, G. L.: Equivalent Plate Analysis of Aircraft
Wing Box Structures with General Planform Geometry.
_txz = _gx + Wo,x (A.17) J. of Aircraft, Vol. 23, No. 11, November 1986, pp.
859-864.
_'yz = _Py + Wo,y (A.18)
4 Giles, G. L.: Further Generalization of an
A comparison of the transverse shear rotations is given Equivalent Hate Representation for Aircraft Structural
in the following sketch. Analysis. J. of Aircraft, Vol. 26, No. 1, January 1989,
pp. 67-74.
9 Livne, E.: Recent Developments in Equivalent Plate
5 Giles,G.L.: DesignOriented
Structural
Analysis. Modeling for Wing Shape Optimization. AIAA Paper
In Advances in StructuralEngineeringComputing; No. 93-1647-CP, 34th AIAAJASME/ASCE/AHS/ASC
Proceedings of 2nd InternationalConference on Structures, Slructural Dynamics, and Materials
ComputationalStructures
Technology, Athens,Greece, Conference, La Jolla, CA, April 1993, pp. 2998-3011.
Aug. 30-Sept.1,1994,pp.l-10. Also published as
NASA TM-109124, June 1994. 10 Igoe, W. B.: Characteristics and Status of the U.S.
National Transonic Facility. Cryogenic Wind Tunnels,
6 Bushnell, D. M.: Potential Impacts of Advanced AGARD-LS-111, July 1980, pp. 17-1-17-11.
Aerodynamic Technology on Air Transportation System
Productivity. NASA TM 109154. September 1994. 11 Cavallo, P. A.: Coupling Static Aeroelastic
Predictions with an Unstructured-Grid Euler/Interacting
7 McMasters, J. H.; Kroo, I. M.; Bofah, K.; Sullivan, Boundary Layer Method. Master's Thesis, George
J. P.; Drela, M.; and Gallman, J." Advanced Washington University Joint Institute for Advancement
Configurations for Very Large Subsonic Transport of Flight Sciences, NASA Langley Research Center,
Airplanes. NASA Contract: NAS1-20269, NASA CR in Hampton, VA, July 1995.
preparation.
12 Liebeck, R. H.; Page, M. A.; Rawdon, B. K.;
8 Livne, E.; Sels, R. A.; and Bhatia, K. G.: Lessons Scott, P. W.; and Wright, R. A.: Concepts for
from Application of Equivalent Plate Structural Advanced Subsonic Transports. NASA CR-4624,
Modeling to an HSCT Wing. AIAA Paper No. 93- September 1994.
1413-CP, 34th AIAAIASMEIASCEIAHSIASC
Structures, Structural Dynamics, and Materials
Conference, La Jolla, CA, April 1993, pp. 959-969.
Applied loads
- Point forces
- Pressures
- Temperatures
conoosb
layered
covel skin thickness
depth
Mid-camber
surface
distance
Dimensions are defined out-of-plane
Reference
by polynomials
plane
10
Ritzsolution technique used
U = _._.A U xiYJ
zj
I in-plane stretching
V - _Bkl Xkyi
k ]
W= _, Cmnxmy n I bending
Ill n
[] Minimization of energy
/,-
Kw Kvw
Bkl{ = ' Pv
Kvw K_ CmnJ
11
Spring _ of analysis
reference surfaces. Kinem_lc relationships
12
FRONTVlEW
too
Planar wing: TE: up
Vertical
deflection,
eo
:..y/
In.
4o
. . , . .
.2c :
o.o o.2 o.4 o.e o.a t.o
y I wing semispan
13
_. "'le.,,o_i.o,,_n /_ C-wing: lower: down
.40 *
y / wing eemispan
C-win9
SO
Frequency,
Hz.
2O
10
0
1 2 3 4 ti ti 7 ti 9 10
Mode number
14
Stresses
corn
I Deflections
edge
compared
here 7
f Trailing edge I
Wing tip
deflection,
in.
O.Ol 0.1 $
Shear web thickness
15
2O0O
r _ "ram"
m<I"m FllnaP": P'llsld:le2nl mnmlysls
1000
: i
Shear stress,
psi.
o
am"al
%:..;
" t i
16
7
8 14
10 16
Engine mass 11 17
Passengers
Fuel 12 18
0.6
o.t5
0.4
Cover. skin
thickness,
In.
0.3
O.2
0.1
17