Transportation Research Institute The George Washington University
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Transcript of Transportation Research Institute The George Washington University
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Application of Finite Element Dynamic Simulation to Airplane Cabin in
Air Turbulence
Vahid Motevalli and Ahmad NoureddineVahid Motevalli and Ahmad Noureddine
Transportation Research InstituteThe George Washington University
International Aircraft Fire and Cabin Safety ResearchNov. 16 - 20, 1998
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AcknowledgementAcknowledgement
Robert L. Frantz , AirLine Pilots Association (ALPA)
Dhafer Marzogui of the National Crash Analysis Center (NCAC) at GW
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The GW Aviation InstituteThe GW Aviation Institute
Established in March of 1998 Three collaborating institute
– The GW Transportation Research Institute– Institute for Crisis, Disaster & Risk Management– International Institute for Travel and Tourism
Research in all aspects of Aviation Safety and Security
Certificate Program in Aviation Safety and Security Management
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BackgroundBackground Between 1980-1997, there has been 3 fatalities and 629
injuries due to turbulence (ATA) Competing and contributing phenomena:
– Increased flights, passenger loads– Reducing fatal accident rates of the first kind (CFIT,
in-flight Human Errors, …)– High on-time performance pressures (hub & spoke
operations, competitions, etc.)– Increased need for commuter flights (smaller jets
and turbo-props and jets) Increase in low-fatality (non-haul loss) accident rate,
e.g. turbulence, crash landings. More attention must be paid to injuries to passengers and flight attendants.
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Candidate Airplane Incident Categories Candidate Airplane Incident Categories for Computer Simulationsfor Computer Simulations
In-Flight* Fire and Explosion * Structural Failure* Turbulence
Bomb
Mechanical/ElectricalComponent Failure
Crash/Post-crash* Occupant survivability (impact)* Crashworthiness - Component failure (fuel tank,
seats, over-head bins, etc..)* Fire/explosion
Hull breach Occupant injuries and egress
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Predictive Analytical/Computational Predictive Analytical/Computational Tools Needed to Solve these ProblemsTools Needed to Solve these Problems
Current Capabilities– Component structural analysis (many tools, accepted)– Composites analysis (limited)– Computational Fluid Dynamics, (CFX4.2, KIVA3V,
acceptable?)– Dynamic structural analysis (LS-DYNA3D, etc.,
acceptable) Future Vision: 21st Century
Coupled structural/fluid/combustion modeling capability to perform comprehensive simulation of incidents, tests and performance evaluation for Enhancement of Airplane Safety/Survivability/Airwothiness /Crashworthiness
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Airplane SimulationsAirplane Simulations
Structural Construction of a “Generic” Wide-Body Commercial Passenger Airplane
“Virtual Reality” View of the Entire Plane
Incident and Test Simulation Landing gear failure
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Finite Element Model of the PlaneFinite Element Model of the Plane
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Airplane SimulationsAirplane Simulations
Structural Construction of a “Generic” Wide-Body Commercial Passenger Airplane
“Virtual Reality” View of the Entire Plane Incident and Test Simulation
Landing gear failure Impact landing - obstructed runway (similar to CIDE)
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CIDE FE Simulation DemonstrationCIDE FE Simulation Demonstration
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Airplane SimulationsAirplane Simulations
Structural Construction of a “Generic” Wide-Body Commercial Passenger Airplane
“Virtual Reality” View of the Entire Plane Incident and Test Simulation
Landing gear failure Impact landing - obstructed runway (similar to CIDE) Fuselage drop tests with “occupants”
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FE Model of Fuselage Section with FE Model of Fuselage Section with Hybrid III DummiesHybrid III Dummies
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Airplane SimulationsAirplane SimulationsFE Model SpecificationsFE Model Specifications
Model 1 Model 2 Model 3Number of Parts 33 187 255Number of Nodes 25,000 85,000 280,000Number of Elements 26,000 70,000 250,000Total Simulation Time 1.0 sec 0.5 sec -Number of Processors(SGI Power Challenge)
4 4 -
Total CPU Time 12 hr. 4 hr. -
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Demonstration of Finite Element Demonstration of Finite Element Simulation of Air TurbulenceSimulation of Air Turbulence
Actual Wide-body passenger airplane geometry Generic structural elements and connections Detailed Finite Element model of the fuselage
section Hybrid III dummy models with and without
restrain Sample turbulence data, 3-axis acceleration,
pitch, yaw and roll
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Simulation of Air TurbulenceSimulation of Air Turbulence
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Simulation of Air TurbulenceSimulation of Air TurbulenceTotal Number of Elements: 50,000
2 Hybrid III Dummy models: 14,000 elements each
Turbulence duration simulated: 2.5 seconds
Input: longitudinal, lateral, and vertical acceleration plus pitch and roll
Total run time: 30 hours (multiple processors)
Most dummy parts in this model are rigid except for the head skin and the neck to reduce the run time. Airplane cabin parts were also rigidized for the same reason. Time step was maximized.
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Simulation of Air TurbulenceSimulation of Air Turbulence
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Simulation of Air TurbulenceSimulation of Air Turbulence
-1
0
1
2
0 20 40 60 80 100 120
Time (seconds)
Acce
lerat
ion (g
)
-10-505101520
Roll
and
Pitch
(d
egre
es)
G's Normal_Accel G's Longitudinal_Accel G's Lateral_Accel
degrees Pitch degrees Roll
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Simulation of Air TurbulenceSimulation of Air Turbulence
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Simulation of Air TurbulenceSimulation of Air Turbulence(Results)(Results)
-20
-19
-18
-17
-16
-15
-14
0.00 0.40 0.80 1.20 1.60 2.00 2.40
time (s)
dum
my
vert
ical
vel
ocity
(m/s
)
unrestraineddummy
belted dummy
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Simulation of Air TurbulenceSimulation of Air Turbulence(Results)(Results)
-20
-15
-10
-5
0
5
10
1.70 1.75 1.80 1.85 1.90
time (s)
head
acc
eler
atio
n (g
's)
unrestrained dummy
belted dummy
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Simulation of Air TurbulenceSimulation of Air Turbulence(Results)(Results)
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Potential uses of Finite Element Potential uses of Finite Element Simulation of Aircraft in TurbulenceSimulation of Aircraft in Turbulence
Passenger education for in-flight seat-belt use to avoid turbulence-induced injuries
Structural Evaluation of overhead bins during severe turbulence and dynamic impact
Evaluation of interior panel integrity Evaluation of Bulk-head occupant injury
reduction approaches Occupant safety issues (falling luggage, child
safety, seat design, etc.)
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ConclusionsConclusions HIC number may not be a right measure for
this type of head impact scenario Force of impact is certain to cause neck
injuries. Tremendous potential to use finite element
simulation for aircraft occupant safety issue A large number of issues such as:
– passenger compliance with seatbelt use– child safety in turbulence– overhead bin performance– unsecured objects.