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AERONAUTICAL ENGINEERING
By
V. AKHITHA (09R21A2106)
At
CERTIFICATE
This is to certify that the Industry oriented major project report titled
V. AKHITHA (09R21A2106)
At
“Task successful” makes everyone happy. But the happiness will be gold without glitter if we
didn’t state the persons who supported us to make it a success.
We are thankful to our principal Mr. P. Bhaskar Reddy for encouraging us throughout the
course. We highly appreciate our colleagues for their constant friendship and intellectual
input. It would have been all work and no play in the lab, if it were not for their friendly and
humorous demeanor. We are thankful to all faculty members and staffs of the Department of
Aeronautical engineering who assisted us in research, as well as in our graduate studies.
Our sincere thanks also goes to Mr. J Ravinder Rao sir, M.D of Arya systems for
supporting us to do the many projects in their groups and leading me working on diverse
exciting projects. His technical advice and suggestions helped me overcome hurdles and kept
me enthusiastic and made this work a wonderful learning experience.
Fluid–structure interaction problems in general are often too complex to solve analytically
and so they have to be analyzed by means of experiments or numerical simulation. Studying
these phenomena requires modeling of both fluid and structure. Many approaches in
computational aero elasticity seek to synthesize independent computational approaches for
the aerodynamic and the structural dynamic subsystems. This strategy is known to be fraught
with complications associated with the interaction between the two simulation modules.
AGARD 445.6 wing will be generated along with the fluid domain. The transonic flow in
subsonic flow regime (M= 0.9) over the wing will be simulated and the results will be
validated by comparing the computational results with the previously published results. The
stresses induced corresponding to the flow will be computed using the ANSYS Workbench.
This project provides basic knowledge of FSI in aerodynamics.
TABLE OF CONTENTS
ACKNOWLEDGEMENT iii
LIST OF FIGURES vi
LIST OF TABLES vii
ABSTRACT ix
CHAPTER1. INTRODUCTION
1.1Concept of Fluid-Structure Interaction 1
1.1.1Classification of FSI 2
1.1.2 Types of FSI 3
1.2 Brief History of Fluid-Structure Interaction 3
1.3 Advantages 4
1.4 Physics of Fluid-Structure Interaction 4
1.5 Problem Definition 5
1.6 Objective 5
1.7 Scope of the project 6
1.8 Organization of thesis 6
1.9 Software package used 6
CHAPTER2. LITERATURE REVIEW
2.1 Range of Computational aero-elastic model 8
2.1.1 Fully coupled model 9
2.1.2. Loosely coupled model 9
2.1.3. Closely coupled model 10
2.2 Weakly coupled fluid-structure system 11
2.2.1 Strongly coupled fluid-structure system 11
2.3 Aerodynamic Models 13
2.3.1 Physical Model 13
2.3.2 Reduced-Order Models 14
2.4 Inference from the literature survey 16
2.5 Motivation to the work 16
4.1 Modeling 25
4.2 Meshing 29
CHAPTER6. CONCLUSION 64
CHAPTER7. BIBLIOGRAPHY 65
LIST OF FIGURES
Figure 3.1 Airfoil Geometry 19
Figure 3.4: Airfoil point data for the airfoil at wing root 21
Figure 4.3: Representing the procedure to import the geometry to the fluent 26
Figure 4.9: Showing mesh over the wing using wireframe view 30
Figure 4.24: Specifying the iterations and time step in run calculations 44
surrounding fluid flow. FSI problems play prominent roles in many scientific and engineering
fields, yet a comprehensive study of such problems remains a challenge due to their strong
fluid interacts with a solid structure, exerting pressure on it which may cause deformation in
the structure. As a return, the deformed structure alters the flow field. The altered flowing
fluid, in turn exerts another form of pressure on the structure with repeat of the process. This
kind of interaction is called Fluid-Structure Interaction (FSI). Such interactions may be stable
or oscillatory, and are a crucial consideration in the design of many engineering systems,
especially aircraft. Failing to consider the effects of FSI can be catastrophic, especially in
One of the typical problems, the fluid flow in either inside or outside of pipe or vessels exerts
steady or oscillatory pressure on the wetted surface of pipes or vessels which may deform or
vibrate them. Another one is that the flow of air around an Airplane wing causes the wing to
deform, and as the wing deforms it causes the air pattern around it to change. In application
aerodynamic forces and inertial forces within elastic structural systems. There are also aero-
elastic phenomena associated with interaction between aerodynamic and elastic forces alone.
Aero-elastic problems mainly arise from the flexible nature of the structure. In other words,
rigid structures do not experience aero-elasticity of any sort. It is well known that external
forces acting on a flexible structural system (such as a wing) lead to a deformation in the
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wing geometry, and this structural deformation thereby leads to additional aerodynamic
loads.
Fluid-Structure Interaction problems in general are often too complex to solve analytically
and so they have to be analyzed by the means of experiments or numerical simulation. Many
approaches for the aerodynamic and structural dynamic systems. This strategy is known to be
fraught with complications associated with the interaction between the two simulation
modules.
In this project the fluid–structure interaction problem will be illustrated using the AGARD
445.6 wing by Predicting its initial boundary condition. AGARD 445.6 wing is used because
the experimental results are available. This configuration was chosen because extensive
research has been done in the field of aero-elasticity using this model. A computational
elastic wing geometry is presented. The computations are performed for AGARD 445.6 by
coupled.
flowing fluid deforms slightly or vibrates with small amplitude, it will affect negligibly the
flow field because of the relatively low pressure. These fluid-structure interaction systems are
called weakly coupled systems. For these FSI systems, it is assumed that the force acting on
the fluid due to the structural motion can be linearly super-imposed onto the original forcing
2
Strongly coupled fluid-structure system: Fluid-structure systems are called strongly
coupled systems if alteration of the flow field due to large deformation or high amplitude-
alteration of original flow field, both altered and original flow fields cannot be linearly super-
Zero strain interactions: Such as the transport of suspended solids in a liquid matrix.
Constant strain steady flow interactions: The constant force exerted on an oil-pipeline due
Oscillatory interactions: Where the strain induced in the solid structure causes it to move
such that the source of strain is reduced, and the structure returns to its former state only for
In 1828, the concept of hydrodynamic mass (or added mass) was proposed first by Friedrich
Bessel who investigated the motion of a pendulum in a fluid. He found out that a pendulum
moving in a fluid had longer period than in a vacuum even though the buoyancy effects were
taken into account. This finding meant that the surrounding fluid increased the effective mass
of the system. Thereafter, in 1843 Stokes performed a study on the uniform acceleration of an
infinite cylinder moving in an infinite fluid medium and concluded that the effective mass of
the cylinder moving in the fluid increased due to the effect of surrounding fluid by the
amount of hydrodynamic mass equal to the mass of the fluid displaced. It was known that this
3
In 1960’s some designers of nuclear reactor systems found that the hydrodynamic mass of a
structure in a confined fluid medium resulting from the fluid-structure interaction was much
larger than that for the structure in an infinite fluid medium which was equal to the mass of
1.4 Advantages
FSI is a true multi physics phenomenon where a fluid flowing around or within a structure
causes it to move, spin or even change shape due to flow-induced pressure and shear loads.
Multi physics - The ability to combine the effects of two or more different, yet interrelated
In FSI Numerical coupling is established between the different “physics” modules, Fluid-
structure interactions (FSI) are those that involve the coupling of fluid mechanics and
structural mechanics.
with an internal or surrounding fluid flow. This deformation, in turn, changes the boundary
oscillatory interactions, the strain induced in the solid structure causes it to move such that
the source of strain is reduced, and the structure returns to its former state only for the process
to repeat.
4
FSI results in the cause of Flutter. Flutter is a dangerous phenomenon encountered in flexible
structures subjected to aerodynamic forces. This includes aircraft, buildings, telegraph wires,
stop signs, and bridges. Flutter occurs as a result of interactions between aerodynamics,
stiffness, and inertial forces on a structure. In an aircraft, as the speed of the wind increases,
there may be a point at which the structural damping is insufficient to damp out the motions
which are increasing due to aerodynamic energy being added to the structure. This vibration
can cause structural failure and therefore considering flutter characteristics is an essential part
of designing an aircraft.
transient flow experiments are highly expensive and can be destructive. AGARD 445.6 wing
in subsonic regime (M= 0.9) over the AGARD 445.6 wing will be simulated and the results
will be validated by comparing the computational results with the previously published
results. The stresses induced corresponding to the flow will be computed using the ANSYS
Workbench.
1.7 Objectives
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While it is realized that a larger quantum of work is required to make the study more
meaningful, this project was largely aimed at gaining a basic understanding and better
overview of the fundamental structural behavior of the AGARD 445.6 wing under practical
load conditions.
The scope of interest is to study of fluid structure interaction (FSI) on AGARD 445.6
compute the effect of the fluid over the wing and hence the changes in the structure of the
Chapter 1 gives an introduction to the problem and focuses on the objectives of this project.
In chapter 2, literature work on AGARD wing, fluid solvers, and fluid -structure interaction,
fluid and structure mechanics had been reviewed. Chapter 3 discusses in detail the
Methodology used. Chapter 4 describes the experimental program, analysis using ANSYS
workbench and results are obtained. In chapter 5, the experimental results have been
validated with the published results. In chapter 6 gives the conclusion drawn from the above
ANSYS stands for Analysis System product. Dr. John Swanson was the founder of ANSYS
Inc. In the year 1970 ANSYS was founded in order to establish a technology that facilitates
purpose finite element analysis (FEA) software package that is extensively used in industries
in to small pieces called elements. The ANSYS software carries out equations that regulate
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the performance of these elements and solves them resulting in an overall description of how
system works integrally. The obtained results are displays in a tabulated or graphical form.
ANSYS is a dedicated general purpose Finite Element package used for determining
providing access to virtually any field of engineering simulation that a design process
requires.
ANSYS is uses in industries in order to solve several mechanical problems and fluid-
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CHAPTER2. LITERATURE REVIEW
2.1 Introduction
This chapter includes description of cases that are studied for static aero-elasticity of
AGARD 445.6 wing. AGARD 445.6 wing is being chosen because the experimental results
are available and various aspects and modules related to the field of computational aero-
model both the structure and the fluid efficiently, and then we review various classes of CAE
models.
Computational aero-elasticity can be classified broadly under three major categories: fully
coupled, closely coupled, and loosely coupled analyses. Before looking at the various CAE
models in detail, it is useful to look at the generalized equations of motion [1] to explain CAE
methodologies better.
Here, {w(x, y, z, t)} is the structural displacement at any time instant and position and {q(t)} is
the generalized displacement vector. The matrices [M], [C], [K] are the generalized mass,
damping, and stiffness matrices; respectively and Φi are the normal modes of the structure,
with N being the total number of modes of the structure. The term on the right-hand side of
Eq. (2.1), {F (t)} is the generalized force vector, which is responsible for linking the unsteady
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aerodynamics and inertial loads with the structural dynamics. Eq. (2.1) shows that there are
In this kind of approach, the governing equations are reformulated by combining fluid and
structural equations of motion, which are then solved and integrated in time simultaneously.
While using a fully coupled procedure, one must deal with fluid equations in an Eulerian
reference system, and structural equations in a Lagrangian system. This leads to the matrices
being orders of magnitude stiffer for structure systems as compared to fluid systems, thereby
scheme for large-scale problems. Initially, combined Euler flow equations with plate finite-
element structures, and later combined the Navier-Stokes equations with shell finite-element
wherein fluids and structures are solved in separate modules. And latter computations were
model with Navier- Stokes equations. This kind of fully coupled method has limitations on
grid size, and is currently limited to 2-D problems as they are computationally expensive.
In this class of methodologies, unlike the fully coupled analysis, the structural and fluid
equations are solved using two separate solvers. This can result in two different
computational grids (structured or unstructured), which are not likely to coincide at the
back and forth between the two modules. The loosely coupled approach has only external
interaction between the fluid and structure modules; or the information is exchanged after
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environment, where one effectively controls the interaction between two commercial codes
for each of the modules by means of interfacing techniques. This gives us the flexibility of
choosing different solvers for each of the modules but the coupling procedure leads to a loss
in accuracy as the modules are updated only after partial or complete convergence.
This is one of the most widely used methods in the field of CAE as it not only paves way for
the use of different solvers for fluid and structure models but also couples the solvers in a
tight fashion thereby making it an efficient method for complex nonlinear problems. In this
approach, the fluid and structure equations are solved separately using different solvers but
are coupled into one single module with exchange of information taking place at the interface
or the boundary via an interface module thereby making the entire CAE model tightly
coupled. The information exchanged here are the surface loads, which are mapped from CFD
grid onto CSD grid, and displacement field, which are mapped from CSD grid onto CFD
grid. The transfer of surface displacement back to the CFD module implies deformation of
the CFD boundary mesh and this call for a moving boundary technique to enable re-meshing
the entire CFD domain for further computations as we march in time. Several models have
been combined for individual modules to arrive at a coupled model. On the other hand,
models ranging from linear beam finite elements to nonlinear solid finite elements have been
used for structure module. These models are interlinked via necessary interfacing techniques,
complexity of which depends on what two models are used for the individual modules. Ramji
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2.2 Weakly coupled fluid-structure system: if a structure in the flow field or containing
flowing fluid deforms slightly or vibrates with small amplitude, it will affect negligibly the
flow field because of the relatively low pressure. These fluid-structure interaction systems are
called weakly coupled systems. For these FSI systems, it is assumed that the force acting on
the fluid due to the structural motion can be linearly super-imposed onto the original forcing
2.2.1 Strongly coupled fluid-structure system: Fluid-structure systems are called strongly
coupled systems if alteration of the flow field due to large deformation or high amplitude-
alteration of original flow field, both altered and original flow fields cannot be linearly super-
In 2004 and 2005 Kamakoti developed a closely coupled CAE model based on a three-
dimensional, multi-block, structured CFD solver for the RANS equations. Structural modal
dynamic equations were solved simultaneously and were strongly coupled with the flow
methods. A linear structure model based on beam finite elements was employed to perform
flutter analysis on the AGARD 445.6 wing. The flow solver used was based on the full 3-D
Jacobians via the geometric conservation law was invoked in the model as well. The solver
also has capabilities to include effects for multi-block moving boundary treatment based on
were also embedded in the coupled solver to account for transfer of information between the
two modules.
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In 2002 F. Liu, J. Cai, and Y. Zhu, Calculation of Wing Flutter by a Coupled Fluid-Structure
Method [6], An integrated computational fluid dynamics (CFD) and computational structural
dynamics (CSD) method is developed for the simulation and prediction of • utter. The CFD
solver is based on an unsteady, parallel, multiblock, multigrid finite volume algorithm for the
Euler/Navier–Stokes equations. The CSD solver is based on the time integration of modal
dynamic equations extracted from full Ž finite element analysis. A general multiblock
deformation grid method is used to generate dynamically moving grids for the unsteady •
flow solver. The solutions of the • flow- field and the structural dynamics are coupled
strongly in time by a fully implicit method. The coupled CFD–CSD method simulates the
aero-elastic system directly on the time domain to determine the stability of the aero-elastic
system. The unsteady solver with the moving grid algorithm is also used to calculate the
without solving the structural equations. Flutter boundary is then determined by solving the
flutter equation on the frequency domain with the indicial responses as input. Computations
are performed for a two-dimensional wing aero-elastic model and the three-dimensional
AGARD 445.6 wing. Flutter boundary predictions by both the coupled CFD–CSD method
and the indicial method are presented and compared with experimental data for the AGARD
445.6 wing.
analysis procedure has been developed at ATK Thiokol Propulsion that couples
computational fluid dynamics (CFD) and structural finite element (FE) analysis to solve FSI
problems. The procedure externally couples a steady-state CFD analysis using Fluent® and a
structural FE analysis using ABAQUS®. Pressure results from the CFD solution are
Displacements from the structural analysis are interpolated and applied to the boundary of the
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CFD mesh. Iteration between the CFD and the structural analysis continues until a solution is
reached. The FSI procedure provides controls to monitor the solution and define termination
criteria, as well as manage output. Automatic report generation of the solution is another
feature of the FSI procedure. Plans and funding are in place to extend the FSI procedure to
Previous studies mostly cover development of solution techniques for the solution of aero-
elastic problems such as wing flutter analysis. Lui et al. developed a method for simulation
and prediction of wing flutter problems by integrating CFD and CSD tools. Euler and Navier-
Stokes equations are modeled by a CFD solver which is an unsteady, parallel, multi-block,
multi-grid finite volume solver. CSD solver extracts modal equations and integrates over
time. Both solutions are implicitly coupled with a strong coupling algorithm. A two
dimensional and a three dimensional AGARD 445.6 wing are used for computations and the
Physical models used for treating fluid-structure interaction problems can vary enormously in
their complexity, based on the applications. One of the simplest models is based on piston
theory which expresses the pressure, p, at some point x, y at time t on the oscillating body, as
Where w is a function of x, y and t and it is the instantaneous deflection of the body. The
symbols ρ, U and M represent free-stream density, velocity, and Mach number, respectively.
This simple method is only useful for a limited set of flow conditions, and is usually used to
verify more complex models in the appropriate limit. An improved model to the piston theory
is the full-potential flow theory, which works under the assumption that the flow is in-viscid
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and irrotational. The potential flow model solves the nonlinear wave equation for the velocity
potential, from which the velocity (and thereby the pressure) can be obtained using
Bernoulli’s equation. If the body profile is assumed to be thin, the nonlinear equation can be
cast into a linear convected-wave equation, which has found uses for many fluid-structure
interaction problems such as flutter and gust response analysis. The linear convected-wave
equation has trouble satisfying the boundary conditions because in the boundary condition,
both the velocity potential and its gradient over different portions of the fluid domain are
theorem or Fourier transform. This is also referred to as the boundary element approach.
Another well-known model is based on small perturbation theory but it was found to fail
when the flow is transonic (when shock waves may appear and disappear).
Another class of models is the time-linearized or dynamically linear model, in which a steady
state nonlinear solution is used as a starting point; then a small dynamic perturbation about
this steady flow is considered, and all subsequent flow variables and shock motion are
assumed to vary in a linear fashion. This model leads to an order of magnitude reduction in
computer resources compared to the nonlinear model, and was found to be sufficient for
many problems. However, this method was found to be less useful for turbo machinery
problems. This approach can be extended to determine a full dynamically nonlinear solution,
which involves solving a nonlinear convected-wave equation for potential flow or Euler or
can be used to convert the system of partial difference equations to ordinary differential
Additional models must be developed to account for turbulence flow features and for
transition from laminar to turbulent flows. Another class of models beginning to gain interest
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in the field of fluid-structure interaction is reduced-order modeling (ROM) techniques,
discussed next.
Ramji kamakoti et al [1, 2] and Mehmet Akgul et al [8], For the past several decades,
researchers have worked in the field of CFD to develop models for complex unsteady flows.
The computational cost for high dimensionality model, especially for aero-elastic problems,
has limited the use of full CFD models for such applications. Recently, advances are being
made to develop a novel technique for unsteady flows based on the modal character of flows,
which can be termed reduced-order models. In the structural dynamics world, over the years,
finite element models for structural dynamics have been reduced in size by using the normal
or Eigen modes of the structure, thereby reducing the model to a few degrees of freedom
from thousands of degrees of freedom .This reduces the computation time for solving such
problems, while maintaining the accuracy of the physical phenomena. This method has also
gained interest in the field of fluid dynamics, because such an approach gives us great
benefits (saving computational costs and giving insight into the dynamics of the fluid models
computational aerodynamic model using the dominant Eigen modes of unsteady aerodynamic
flows. Combining such a reduced-order aerodynamic model with a structural modal model is
an efficient way to form an aero-elastic modal model with a modest number of degrees of
freedom. Extracting the dominant Eigen modes for large dimensional systems can be
potentially difficult. Hence another modal approach that seeks to include more information
on the flow response to enhance the accuracy of the reduced model has been developed and it
is called the proper orthogonal decomposition (POD) method. It is a much simpler approach
than the Eigen mode approach, and it uses a methodology based on nonlinear dynamics and
signal processing. One disadvantage of this method is that determining the POD modes can
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is being done to construct nonlinear aerodynamic ROMs and to use the Eigen mode ROM
approach to develop better turbulence models. However, it is still unknown whether ROM or
POD approach can accurately predict all the length scales associated with the turbulence
models.
highly expensive and can be destructive, thus this case is one of the few benchmark cases
available in the literature. Many experimental results from the previously published thesis
have been review and understood that FSI is responsible for countless useful effects in
engineering. This project involves the FSI analysis performing structural analysis in the
Mechanical application taking into account the interaction with the corresponding fluid
analysis.
After the completion of literature survey, this chapter helps us to understand the phenomena
information for the analysis of fluid-structure interaction problems occurring on the various
structures, and mainly on the AGARD 445.6 wing from the previously published thesis.
Aero-elastic analysis has a critical impact on the design and performance of an aircraft. The
coupling between the aerodynamic loading due to the fluid surrounding the aircraft and its
structural properties can lead to instabilities that cause important damage or failure. The class
dealing with problems where more than one physical effect is involved comprises the so-
interaction (FSI), challenging with respect to both modeling and computational issues.
Coupling here is a very tough task to be accomplished i.e. coupling of fluid and structural
16
solver. AGARD 445.6 wing is used as many static and dynamic aero-elastic results are
available and this helps us out to understand the FSI and carry out the static structural
analysis using ANSYS workbench and validating the results with the available results.
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CHAPTER3. PROBLEM DESCRIPTION
This chapter includes description of AGARD wing model and its airfoil series, model
specifications and operating conditions that are to be conducted on the wing and the coupling
AGARD stands for Advisory group for Aeronautics Research and development and was an
agency of NATO that existed from 1952 to 1996. The first configuration to be tentatively
accepted as an AGARD standard is designated "Wing 445.611. Wing 445.6 identifies the
shape of a set of sweptback, tapered research models which were flutter tested in both air and
Freon-12 gas in the 16 foot x 16 foot NASA Langley Transonic Dynamics Tunnel( ref.5 ) .
The first digit of this numerical designation is the aspect ratio; the second and third digits
indicate the quarter-chord sweep angle; and the last digit is the taper ratio. These wing had
65a004 airfoil sections with no twist and nor camber and were tested at zero angle of attack
An airfoil (in American English) or aerofoil (in British English) is the shape of a wing or
blade (of a propeller, rotor, or turbine) or sail as seen in cross-section. The lift on an airfoil is
primarily the result of its angle of attack and shape. When oriented at a suitable angle, the
airfoil deflects the oncoming air, resulting in a force on the airfoil in the direction opposite to
the deflection. This force is known as aerodynamic force and can be resolved into two
components: Lift and drag. Most foil shapes require a positive angle of attack to generate lift,
but cambered airfoils can generate lift at zero angle of attack. This "turning" of the air in the
vicinity of the airfoil creates curved streamlines which results in lower pressure on one side
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and higher pressure on the other. This pressure difference is accompanied by a velocity
difference, via Bernoulli's principle, so the resulting flow field about the airfoil has a higher
average velocity on the upper surface than on the lower surface. The lift force can be related
directly to the average top/bottom velocity difference without computing the pressure by
The NACA airfoils are airfoil shapes for aircraft wings developed by the National Advisory
Committee for Aeronautics (NACA). The shape of the NACA airfoils is described using a
series of digits following the word "NACA." The parameters in the numerical code can be
entered into equations to precisely generate the cross-section of the airfoil and calculate its
properties.
Profile geometry – 1: Zero lift line; 2: Leading edge; 3: Nose circle; 4: Camber; 5: Max.
maximizing laminar flow. The airfoil is described using six digits in the following sequence:
19
One digit describing the distance of the minimum pressure area in tens of percent of
chord.
The subscript digit gives the range of lift coefficient in tenths above and below the
design lift coefficient in which favorable pressure gradients exist on both surfaces
A hyphen.
The shape 65a004 airfoil using foilsim software with a=1 is shown below where subscript a
represents the range of lift coefficient in tenths above and below the design lift coefficient in
Airfoil point data is obtained using Foilsim software with reference as a=1 is shown in figure
below. As the wing is a swept back wing the airfoil chord length varies from wing root to
wing tip. Also airfoil point data for airfoil at wing root and wing tip is shown below.
20
Figure 3.3: airfoil data of agard wing with a=1.
Figure 3.4: showing airfoil point data for the airfoil at wing root.
21
Figure 3.5: showing airfoil point data of the airfoil at wing tip
AGARD 445.6 wing is widely used for many aero-elastic analysis, as its experimental results
are available in open literature. It is an experimental wing that has 65a004 airfoil and an
aspect ratio of 4, sweep of 45˚ and taper 0.6. This model is homogeneous and orthotropic in
nature. Figure below shows the plan form of the AGARD 445.6 wing used in the experiment.
Material properties of the wing are shown below. The material use here is laminated
Figure 3.3: AGARD 445.6 wing model(with reference to Ramji kamakoti thesis)
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3.2.1 Wing Specifications
Material
Laminated mahogany.
Domain of this dimension is generated around the wing, Flow property such as that of air at
25deg is considered in the domain. Steady state is conducted for better accuracy and
boundary conditions such as inlet, outlet, wall and opening has to be assign, k-epsilon
turbulence model is selected as it has proven stable and numerically robust and has well
established regime of predictive capability. Subsonic flow regime (M=0.9) over the wing will
be simulated.
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3.4 Coupling
Coupling here is a very tough task to be accomplished i.e. coupling of fluid and structural
solver. The coupled analysis described in this project couples finite element structural
analysis and computational fluid dynamics. The term “coupled solution” has several different
meanings that are primarily differentiated by the level of integration. Coupled solutions may
be described as:
1) Manual–the analyst manually extracts data from one analysis for input to the next
analysis,
3) External–interfaces to analysis codes are created and the analysis process is automated,
and
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CHAPTER 4. EXPERIMENTAL PROGRAM
This chapter gives the step by step experimental procedure to solve the one way fluid-
4.1 Modeling
STEP-1: The AGARD 445.6 wing is generated in CATIA by importing the point data in to
the software using MACROS; AGARD 445.6 wing is a swept back wing with root chord as
558mm and wing tip as 368.2mm. Geometry wing in CATIA is shown in figure below.
This designed wing should be save in .igs format in order to import the file in ANSYS
WORKBENCH i.e. FSI: fluid flow (FLUENT) static structural. The link shown below
between solutions of fluent and setup of static structure is used to import the pressure load on
the wing from fluent to the static structural as shown in figure 4.2.
25
STEP 2:
Figure 4.3: Representing the procedure to import the geometry to the fluent
26
The generated wing is design modeler is shown below in the figure. It provides an easy way
to model complex geometries and has most of the features that commercial modeling
software offer. The best advantage of Design modeler is that we don’t need to clean geometry
STEP 3: Creating Domain on the wing in Design modeler using symmetry plane.
While selecting the symmetry plane ensure that the type of the cushion be as uniform and
selecting the no. of planes as 1 and click on generate , the domain around the
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Figure 4.5: wing with Domain
STEP 4: Applying Boolean operation to subtract the wing from the Domain
Go to create - select Boolean – subtract – select the target body as domain and tool
body as wing and click on generate. The wing is subtracted from the Domain as
28
Figure 4.6: represents the wing subtracted from the domain
4.2 Meshing
STEP 5: CFX-mesh method is used for meshing; Mesh is generated on the domain with the
wing as wall-solid.
29
Figure 4.8: representing mesh on the fluid domain
Figure 4.9: Showing mesh over the wing using wireframe view
30
STEP 6: Creating named selections as Inlet, Outlet, Wing root, Wing tip, Top and Bottom.
31
Click on set up FLUENT launcher window opens- ok as shown in above figure 4.11.
In FLUENT under problem setup check is performed to check the geometry and scale
is changed to mm.
In solver select the type as pressure-based, the velocity formulation as absolute and st
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Figure 4.14: changing the scale to mm
STEP 8: In model under model setup select the energy equation and viscous as standard k-
epsilon method. The standard k- ε model is a semi-empirical model based on model transport
equations for the turbulence kinetic energy (k) and its dissipation rate (ε). The model
transport equation for k is derived from the exact equation, while the model transport
equation for was obtained using physical reasoning and bears little resemblance to its
In the derivation of the k- ε model, it was assumed that the flow is fully turbulent, and the
effects of molecular viscosity are negligible. The standard k- ε model is therefore valid only
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Figure 4.16: selection of k-epsilon method under viscous models
Controls
Name shows the name of the material. If you edit this field, the new name will take effect
Chemical Formula displays the chemical formula for the material. You should generally
not edit this field unless you are creating a material from scratch.
Material Type is a drop-down list containing all of the available material types. By
default, fluid and solid will be the only choices. If you are modeling species
transport/combustion, mixture will also be available. For problems in which you have
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defined discrete-phase injections, inert-particle, droplet-particle, and/or combusting-
FLUENT Fluid Materials allows you to choose the fluid material for which you want to
modify properties. This option is available when fluid is selected in the Material Type drop-
down list.
FLUENT Solid Materials allows you to choose the solid material for which you want to
modify properties. This option is available when solid is selected in the Material Type drop-
down list.
FLUENT Mixture Materials allows you to choose the mixture material for which you
want to modify properties. This option is available when mixture is selected in the Material
FLUENT Droplet Particle Materials allows you to choose the droplet-particle for which
you want to modify properties. This option is available when droplet-particle is selected in
Order Materials by allows you to order the materials in the Materials list alphabetically
FLUENT Database... opens the FLUENT Database Materials dialog box, from where you
can copy materials from the global database into the current solver.
User-Defined Database... opens the Open Database dialog box, where you can specify the
Properties contain input fields for the material properties that are required for the active
physical models.
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Density sets the material density. You may set a constant value, or select one of the other
methods from the drop-down list above the real number field.
Cp sets the constant-pressure specific heat of the material. You may set a constant value, or
select one of the other methods from the drop-down list above the real number field.
Thermal Conductivity sets the thermal conductivity of the material. You may set a
constant value, or select one of the other methods from the drop-down list above the real
number field.
Viscosity sets the viscosity of the material. You may set a constant value, or select one of
the other methods from the drop-down list above the real number field.
Molecular Weight sets the molecular weight of the material. It is used to derive the gas
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STEP 9: Selecting the cell-zone conditions as fluid.
The Cell Zones Conditions task page allows you to set the type of a cell zone and display
other dialog boxes to set the cell zone condition parameters for each zone.
Controls
Zone contains a selectable list of available cell zones from which you can select the zone of
interest. You can check a zone type by using the mouse probe on the displayed physical
mesh. This feature is particularly useful if you are setting up a problem for the first time, or if
you have two or more cell zones of the same type and you want to determine the cell zone
IDs. To do this you must first display the mesh with the Mesh Display dialog box. Then click
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the boundary zone with the right (select) mouse button. ANSYS FLUENT will print the cell
Phase specifies the phase for which conditions at the selected cell Zone are being set. This
item appears if the VOF, mixture, or Eulerian multiphase model is being used.
Type contains a drop-down list of condition types for the selected cell zone. The list
contains all possible types to which the cell zone can be changed.
ID displays the cell zone ID number of the selected cell zone. (This is for informational
Edit... opens the appropriate dialog box for setting the conditions for that particular cell
zone type.
Copy... opens the Copy Conditions dialog box, which allows you to copy conditions from
one cell zone to other cell zones of the same type. See Section 7.1.5 for details.
Porous Formulation contains options for setting the velocity in the porous medium
simulation.
Superficial Velocity enables the superficial velocity in a porous medium simulation. This is
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Physical Velocity enables the physical velocity in a porous medium simulation for a more
STEP 10: In boundary conditions specify bottom and top as interface, inlet as velocity-inlet,
outlet as pressure-outlet, wing tip and wing root as wall condition. The Boundary Conditions
task page allows you to set the type of a boundary and display other dialog boxes to set the
Giving Wall-solid as pressure-far-field condition with mach 0.9 and velocity 297 m/s.
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Controls
Zone contains a selectable list of boundary zones from which you can select the zone of
interest. You can check a zone type by using the mouse probe on the displayed physical
mesh. This feature is particularly handy if you are setting up a problem for the first time, or if
you have two or more boundary zones of the same type and you want to determine the zone
IDs. To do this you must first display the mesh with the Mesh Display dialog box. Then click
the boundary zone with the right (select) mouse button. ANSYS FLUENT will print the zone
Phase specifies the phase for which conditions at the selected boundary Zone are being set.
This item appears if the VOF, mixture, or Eulerian multiphase model is being used.
Type contains a drop-down list of boundary condition types for the selected zone. The list
ID displays the zone ID number of the selected zone. (This is for informational purposes
Edit... opens the appropriate dialog box for setting the boundary conditions for that
Copy... opens the Copy Conditions dialog box, which allows you to copy boundary
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STEP 11:
Under reference value in problem setup mention wall-solid to compute the solution
The coupled algorithm solves the momentum and pressure-based continuity equations
together. The full implicit coupling is achieved through an implicit discretization of pressure
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gradient terms in the momentum equations, and an implicit discretizations of the face mass
42
In solution initialization enter wall-solid in compute from tab and then click on
initialize.
In Run calculation enter the no. of iterations as 20 and then check case, then click on
calculate to start the iterations. Specifying the time step and number of time steps as
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Figure 4.24: specifying the iterations and time step in run calculations
After completion of the iterations the lift, drag and moment graphs are obtained with respect
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Figure 4.26: Drag plot
Pressure, Temperature and turbulence contours are display below showing minimum and
pressure – display.
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Figure 4.28: pressure contour on wall solid (wing)
The pressure contour obtained above shows the pressure variation on the wing, different
colors here shows the different values of pressure on the wall solid.
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Figure 4.30: contour of Turbulent Kinetic energy
Now go to results CFD post window opens showing the wireframe structure of the geometry.
Select colors – variable – select pressure as the variable then click on apply
A plane at 0.5m distance is located on the wall solid with pressure variation on it.
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Figure 4.32: wireframe model of the geometry in CFD post.
After the solution is done in fluid flow (FLUENT) pressure obtained as output in the flow
analysis is the input for the structural analysis. The FSI carried out here is an automated
approach.
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Figure 4.34: represents that flow analysis has been completed
Go to outline toolbar enter the material name select physical property in the tool box
as density enter the value for density as discussed above in chapter 3 section 3.2.1.
Include linear elastic properties such as young’s modulus, poison’s ratio, and shear
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STEP 13: after specifying the material properties in engineering data import the wing
geometry saved in .igs format to generate the geometry in the design modeler. Now meshing
the geometry with same grid as used in flow analysis i.e. CFX-mesh method.
The mesh used in the flow analysis and structural analysis must be same. After the wing
geometry is generated in design modeler of static structural analysis, specifying the material
as laminated mahogany. Then right click on mesh and select Generate mesh.
STEP 14: In outline tool bar under static structural insert fixed support on the root chord of
the wing as shown below.Go to static structural in outline tool bar select insert – fixed
support – select the geometry where the fixed support has to be apply.
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Figure 4.37: fixed support applied at root chord of the wing
STEP 15: Now inserting the pressure on the wing as an input which we got as output in the
flow analysis as shown in figure below 4.37 by using import pressure from outline tool bar.
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After solving under solution select total deformation – the total deformation on the
wing is displayed. In the similar way insert von-misses stress and von misses strain.
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Figure 4.41: Contour of vonmises strain
In order to know the flutter frequency of the wing the static structural solution is coupled with
the modal analysis where we obtained 6 modes of frequency for the total deformation of the
wing. The graph below in the figure 4.41 shows the graph of 6 modes of frequency with
values, the mode shapes for this frequency is discussed in next chapter i.e. results and
validation.
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Figure 4.43: shows the tabular data of the frequencies
From the above obtained frequency the starting flutter frequency will be validated in next
54
CHAPTER 5. RESULTS AND VALIDATION
The objective of the project is successfully achieved. One-way FSI has been demonstrated in
ANSYS- WORKBENCH. The object of this test is to show deflection of the wing due to
pressure due to aerodynamic loads and resulting change in frequency due to deflection of
wing. AGARD 445.6 wing is a benchmark for Aero-elastic analysis as its experimental flutter
results are available in open literature. This wing is to be checked for dynamic structural
stability by carrying out dynamic Aero-elastic study and then validate the results with
experimental results.
The wing is tested for flutter at Mach=0.9 and dynamic pressure is varied and resulting tip
motion is noted. At each Mach number there is a dynamic pressure at which the tip
displacement maintains its amplitude, i.e. it is neither increasing nor decreasing, is called
Flutter Boundary for that Mach. The region above flutter boundary is unstable i.e. amplitude
of deformation increases; while the region below flutter boundary is stable region i.e.
deformation decreases. Material properties of the wing are not fully specified in the NASA’s
paper so these properties are picked because using these properties we get the modal
Property Value
Ex 3.1511E9
Ey 4.162E8
Ez 4.162E8
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Poison’s Ratio XY 0.31
GXY 4.392E8
GYZ 4.392E8
GXZ 4.392E8
The first step after modeling is modal frequency and mode shape matching. The following
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Figure 5.2: mode shape of 2nd frequecy
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Figure 5.4: mode shape of 4th frequency
58
Figure 5.6: mode shape of 6th frequency
3.50E+04
3.00E+04
2.50E+04
2.00E+04
temperature
1.50E+04 turbulent kinetic energy
1.00E+04
5.00E+03
0.00E+00
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
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3.50E+04
3.00E+04
2.50E+04
2.00E+04
1.50E+04
1.00E+04 pressure
5.00E+03 temperature
0.00E+00
1 3 5 7 9 11 13 15 17 19 21
-5.00E+03
-1.00E+04
-1.50E+04
-2.00E+04
2.00E+04
1.50E+04
1.00E+04
5.00E+03
pressure
0.00E+00
1 3 5 7 9 11 13 15 17 19 21 turbulent kinetic
energy
-5.00E+03
-1.00E+04
-1.50E+04
-2.00E+04
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2.00E+04
1.50E+04
1.00E+04
5.00E+03
pressure
0.00E+00
1 3 5 7 9 11 13 15 17 19 21 velocity magnitude
-5.00E+03
-1.00E+04
-1.50E+04
-2.00E+04
35000000
30000000
25000000
20000000
von-mises stress
15000000 imported pressure
10000000
5000000
0
1 2 3 4 5 6 7 8 9 10
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pressure vs von-mises strain
imported pressure strain
38816
34769
30721
26674
22627
18580
14532
10485
6438
2390.7
0.0353790.0314490.0275190.0235890.0196590.01573 0.0118 0.00787 3.94E-03
1.03E-05
1 2 3 4 5 6 7 8 9 10
Results:
16.691 2.1375 m 0
78.583 3.245 0
82.015 2.3012 0
62
151.49 2.9814 0
191.9 3.9414 0
338.07 3.085 0
Validation
17 Hz 16.691Hz 0.018
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CHAPTER 7: CONCLUSIONS
This project was largely aimed at gaining a basic understanding and better overview of the
fundamental structural behavior of the AGARD 445.6 wing under practical load conditions,
As from the previously discussed chapter we can say that Fluid-structure interaction plays
prominent roles in many ways in the engineering fields. These problems are often too
complex. In this project the FSI problem was successfully solved using the AGARD445.6
wing. The computations were performed for AGARD 445.6 wing by considering the
transonic flow at subsonic mach numbers. The stresses induced corresponding to the flow has
been successfully computed using the ANSYS Workbench. Validation of flutter frequency
also accomplished by comparing it with the previously published thesis. This project provides
the complete exposure to the FSI problem and gives the complete study of fluid on structure
and vice-versa. A larger quantum of work has been done to make the study more meaningful.
Issues such as limit cycle oscillations, buffeting, etc, can be investigated in detail.
Refine both spatial and temporal resolutions, including possibly adopting higher order
time marching schemes. Coupled fluid and structure simulations are very time
consuming. Priority should be given to help reduce the computational cost, including
higher order schemes, parallel computational capabilities, and adaptively updated grid
distributions.
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CHAPTER 8: REFERENCES
Florida, in 2005.
3. Jong Chull Jo, fluid structure interactions, Korea institute of Nuclear safety, Republic
of Korea.
mechanics.
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