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Computer structural optimization is applied to the design of Space Shuttle main engine turbopump blades. The optimization is implemented by the program SSME/STAEBL. A general description of this program is given. Design optimization studies for typical blade designs are presented.
An approach to the integration of two design activities, structural design and active control design, for a highly idealized aeroservoelastic system is presented. The particular design goal for this study is the maximization of the stable airspeed envelope of an idealized model of an aeroservoelastic system through rational and systematic variation of structural and control design parameters. The steady-state linear quadratic regulator is used to model the control subsystem; the structural subsystem is assigned characteristic design parameters, such as shear center position. The application of the procedure described here produces optimally controlled structures with stability characteristics superior to those of open-loop and initial closed-loop designs.
Single layer and multilayer insulating blankets for high-temperature service fabricated without sewing. TABI woven fabric made of aluminoborosilicate. Triangular-cross-section flutes of core filled with silica batting. Flexible blanket formed into curved shapes, providing high-temperature and high-heat-flux insulation.
A computer program has been developed for the performance of numerical optimizations of highly swept propfan blades by minimizing an objective function that is defined either as direct operating cost or the aeroelastic difference between a blade and its scaled model. Three component analysis categories are employed: an optimization algorithm, approximate analysis procedures for objective function and constraint evaluation, and refined analysis procedures for optimum design validation. The analyses conducted by the program encompass aerodynamic efficiency evaluation, finite element stress and vibration analysis, acoustics, flutter, and forced response life prediction.
Space shuttle main engine (SSME) blades are subject to severe thermal, pressure, and forced vibration environments. Structural optimization provides an automated alternative to time consuming iterations. Any number of analyses, design variables, and constraints can be incorporated in a structural optimization computer code. This idea was applied to develop the code SSME/STAEBL, which is a stand alone code suitable for automated design of SSME turbopump blades. Additions and modifications of STAEBL included in SSME/STAEBL include the following: (1) thermal stress analysis, (2) gas dynamic (pressure) loads, (3) temperature-dependent material and thermal properties, (4) forced vibrations, (5) tip displacement constraints, (6) single crystal material analysis, (7) blade cross-section stacking offsets, and (8) direct time integration algorithm for transient dynamic response.
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The validity of real-time software is determined by its ability to execute on a computer within the time constraints of the physical system it is modeling. In many applications the time constraints are so critical that the details of process scheduling are elevated to the requirements analysis phase of the software development cycle. It is not uncommon to find specifications for a real-time cyclic executive program included to assumed in such requirements. It was found that prelininary designs structured around this implementation abscure the data flow of the real world system that is modeled and that it is consequently difficult and costly to maintain, update and reuse the resulting software. A cyclic executive is a software component that schedules and implicitly synchronizes the real-time software through periodic and repetitive subroutine calls. Therefore a design method is sought that allows the deferral of process scheduling to the later stages of design. The appropriate scheduling paradigm must be chosen given the performance constraints, the largest environment and the software's lifecycle. The concept of process inversion is explored with respect to the cyclic executive.
New methods are presented that allow straightforward application of complex nonlinearities to finite element based rotor dynamic analyses. The key features are: (1) the methods can be implemented with existing finite element or dynamic simulation programs, (2) formulation is general for simple application to a wide range of problems, and (3) implementation is simplified because nonlinear aspects are separated from the linear part of the model. The new techniques are illustrated with examples of inertial nonlinearity and torquewhirl which can be important in rubbing turbomachinery. The sample analyses provide new understanding of these nonlinearities which are discussed.
The STAT program was designed for the optimization of single rotation, tractor propfan designs. New propfan designs, however, generally consist of two counter rotating propfan rotors. STAT is constructed to contain two levels of analysis. An interior loop, consisting of accurate, efficient approximate analyses, is used to perform the primary propfan optimization. Once an optimum design has been obtained, a series of refined analyses are conducted. These analyses, while too computer time expensive for the optimization loop, are of sufficient accuracy to validate the optimized design. Should the design prove to be unacceptable, provisions are made for recalibration of the approximate analyses, for subsequent reoptimization.
The need for effective aileron power for aircraft lateral control and turning maneuvers dates back to the Wright Brothers and their wing warping concept for active stabilization of their aircraft. Early researchers in Great Britain, Japan, Germany and the United States explored ways to increase the effectiveness of control aileron to generate a roll moment. The basic problem of aileron effectiveness and the interrelationship between structural distortion and the loads applied by the control surface is illustrated. A rigid wing/aileron surface will develop the capability to generate increased roll rates as airspeed increases. A flexible surface will become less effective as airspeed increases because of the twisting distortion created by the aft-mounted control surface. This tendency is further worsened by bending distortion of an aft swept wing. This study focuses its attention on the ability of a combined effort between structural redesign of a wing and sizing and placement of a control surface to create specified roll performance with a minimum hinge moment. This design optimization problem indicates the advantages of simultaneous consideration of structural design and control design.
A static flexible fighter aircraft wing configuration is presently addressed by a multilevel optimization technique, based on both a full-potential concept and a rapid structural optimization program, which can be applied to such aircraft-design problems as maneuver load control, aileron reversal, and lift effectiveness. It is found that nonlinearities are important in the design of an aircraft whose flight envelope encompasses the transonic regime, and that the present structural suboptimization produces a significantly lighter wing by reducing ply thicknesses.
The fiber-matrix interphase in graphite fiber-epoxy matrix composites is presently modified through the electrodeposition of a coating of the polymer poly(styrene-comaleic anhydride), or 'SMA' on the graphite fibers; optimum conditions have been established for the achievement of the requisite thin, uniform coatings, as verified by SEM. A single-fiber composite test has shown the SMA coating to result in an interfacial shear strength to improve by 50 percent over commercially treated fibers without sacrifice in impact strength. It is suggested that the epoxy resin's superior penetration into the SMA interphase results in a tougher fiber/matrix interface which possesses intrinsic energy-absorbing mechanisms.
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The application of an automated optimization approach to the integrated structural and control design of an aircraft wing and its control surface is illustrated. The performance index or cost function for optimization is the aileron hinge moment required to sustain a specified terminal roll rate at a chosen design speed at which aeroelastic effects are significant. The design variables used for aileron hinge-moment minimization are the aileron flap-to-chord ratio; the location of the aileron with respect to the roll axis; and the orientations of three advanced composite plies comprising 60 percent of the wing structure. The effects of aileron location and advanced composite ply orientation on the terminal roll rate and aileron hinge moment are examined. Optimization is seen to involve a compromise between a laminated structure/aileron combination that is effective in creating large rolling moments and one that minimizes the damping-in-roll. These two requirements are in conflict; the optimization driver must locate a compromise design point by moving the control surface and changing its size while also creating a suitable structural design.