Engineering Analysis

2006
About
Intelligent Systems
and
Vibration Control
Laboratory
Director
Professor
In Lee
Dept. of Mechanical Eng., Div. of Aerospace Eng.
ISVC Laboratory
Since 1987
Intelligent Systems and Vibration Control Lab. was selected as a

National Research Laboratory in year 2000. We have been
conducting and expanding our essential studies in the fields of
fluid/structure and structure/control interaction problems, and
vibration and control of composite and smart structures.
Professors In Lee (Director) and Jae-Hung Han and more than 10
graduate and Ph.D students are working on aeroelasticity, thermopiezo-elasticity, thermoelasticity, structural vibration control, flutter
suppression, smart structures.These technologies have been
increasingly used in aerospace, mechanical and other related
engineering fields.
The research projects have been conducted for the Ministry of
Science and Technology, Agency for Defense Development,
Korea Aerospace Research Institute, Korea Science and
Engineering Foundation, Korea Aerospace Industries, Ltd., etc..
Professor, Director
Name
Position
Address
Professor
Name
Position
Address
Telephone
FAX
E-mail
: Jae-Hung Han
: Assistant Professor
: Dept. of Aerospace Engineering
Korea Advanced Institute of Science and
Technology
373-1 Guseong-dong, Yuseong-gu, Daejeon,
Korea
: 82-42-869-3723
: 82-42-869-3710
: jaehunghan@kaist.ac.kr
Intelligent Systems and Vibration Control Lab.
Telephone
FAX
E-mail
: In Lee
: Professor
: Dept. of Aerospace Engineering
Korea Advanced Institute of Science and
Technology
373-1 Guseong-dong, Yuseong-gu, Daejeon,
Korea
: 82-42-869-3717
: 82-42-869-3710
: inlee@kaist.ac.kr
Core-Technologies in ISVC Lab.

PART 1
Aeroelasticity, Structural Dynamics, and Multidisciplinary
Problems
Transonic Aeroelastic Analysis Using CFD
Rotor Blade of Helicopter
Flutter Analysis of a Composite Wing
Structural Nonlinear Aeroelasticity
Aerothermoelasticity of hybrid Composite panels
Thermoelasticity of Brake System and Turbopump Turbine
Aeroelastic Analysis of a Bridge Girder Section
Gun Blast Wave Model and Aircraft Vibration Analysis
Substructures Synthesis for Structural Nonlinearities
PART 2
Smart and Composite Structures (Actuators and Sensors)
PART 3
Fusion of Emerging IT Technology into Structures
Aeroelastic Control
Intelligent Control Theory for Vibration Suppression
Biomimetic Flapping Wing Using Smart Material
Stealth and Smart Skins
Health Monitoring
Reconfigurable Structures
Inflatable Structures
Optical Fiber Sensors and Sensing-Patch
SMA Hybrid Composite Materials
Aeroelasticity ( Fluid-Structure Interaction )

Overview
Aeroelasticity deals with the science that studies the mutual
interaction between aerodynamic forces and elastic forces for an
aircraft. Modern airplane structures are very flexible and this
flexibility is fundamentally responsible for various types of
aeroelastic phenomena. Such interactions may tend to become
smaller and smaller until a condition of stable equilibrium is
reached, or they may tend to diverge and destroy the structure.
Flutter
Divergence
Control effectiveness
& reversal
Aeroelastic effects on
static stability
The computational performance and capability of todays desktop

computers are greater than that of supercomputers ten years ago.
So, We construct the Linux based parallel computing system as a
remedy. The primary objective of the HPC(High Performance
Computing) Cluster System based on the PCs is to provide
operations and programming assistance to researchers whose
work requires excessively computational task such as a flutter
analysis using CFD codes.
Linux OS with SCSI HDD

100 sub-nodes of 2.4 GHz CPU and
100 G-byte Memory
1 G-bit/sec Network Back Bone Speed
Decomposed domain for parallel

processing of Euler equation
High
Performance
Parallel
Computing
System
Load distribution
Buffeting
Dynamic response
Aeroelasticity effects on
dynamic stability
Transonic Aeroelastic Analysis Using CFD

Overview
TSD and Euler Theories
1st modal disp.
Flutter is one of the most dangerous events in the flight condition

because it can result in total structural failure in a matter of
seconds. Hence, an accurate prediction of the aeroelastic
instability is important in the design of modern aircraft. The CFDbase aeroelastic simulations are recognized as the most accurate
schemes because they have the significant advantages in their
accuracy of nonlinear flow calculation especially in transonic
regime. There has been much activity in the development of
computational fluid dynamics method and its aeroelastic
application for the analysis of unsteady transonic aerodynamics in
6
4
1347 KEAS (Stable)
2
0
-2
-4
-6
1st modal disp.
Structural Analysis
Time (sec)
Time (sec)
1383 KEAS (Unstable)
2
0
-2
-4
-6
1
Aerodynamic Analysis
Flutter Analysis of a Wing

Wing with
Pylon and
Finned-Store
Using Euler Equation

Aeroelastic analysis with parallel computing system
16 Local Domains
16 Local Domains
Y
X
AGARD
445.6 Wing
5
Using Navier-Stokes and Turbulent Model
Improved HLLE Method, Minmod Limiter, Van Leer MUSCL,
Multigrid Method
Mode 2
Mode 3
k-w model
1.472
1.417
1.362
1.307
1.252
1.197
1.141
1.086
1.031
0.976
0.921
0.866
0.810
0.755
0.700
B-L model
1.472
1.417
1.362
1.307
1.252
1.197
1.141
1.086
1.031
0.976
0.921
0.866
0.810
0.755
0.700
Mode 4
Mode 1
Flutter Analysis of a Composite Wing

Overview
Advanced composite materials offer an attractive potential
for reducing structural weight of modern aircraft. In this
research, transonic and supersonic flutter characteristics of a
swept-back composite wing have been studied in time
domain. The main objectives are to investigate the effect of
fiber orientation of the cantilevered composite wing model.
The used numerical methods are mainly composed of
Computational Fluid Dynamics (CFD) and Computational
Structural Dynamics (CSD).
ZY
Three dimensional flutter mode

shape at Mach No. 0.95 and [602/02]s
Flutter dynamic pressure for various

ply orientations at Mach No. 0.95
Normalized Flutter Velocity

VF/VF(=0, M=0.8)
1.6
Linear TSD
Nonlinear TSD
1.4
1.2
1.0
0.8
0.6
M = 0.95
0.4
0
30
60
90
120
150
180
Efficient Aeroelastic Analysis with ROM method
Reduced Order
Modeling
Technique
The purpose of this study is the development of an efficient

aeroelastic simulation methodology and the application to the
aeroelastic analysis of a realistic aircraft wing having an oscillating
control surface in the transonic region. The system identification
approach and the proper orthogonal decomposition (POD) method,
for unsteady aerodynamics is formulate and the aeroelastic codes
using the ROM are developed. This model offers full information
about the aeroelastic system instead of the CFD-based aerodynamic
solver. This methods are very simple, robust and significantly fast.
-1
-1
-2
-2
-3
-3
-4
-4
-4
-3
-2
-1
0.08
Damping Ratio
-4
-1
-1
-2
-2
-3
-3
-4
Mode 3
-0.08 Mode 2
-3
-2
-1
Stable
6.5
7.0
7.5
8.0
8.5
9.0
Dynamic Pressure (x103 Pa)
100
Mode 4
Frequency (Hz)
-4
-0.04
2nd POD mode

4
Unstable
0.00 Mode 4
-0.12
1st POD mode

4
: Aerodynamic Model
Lines : System ID Mode
0.04
80
60
: Aerodynamic Model
Lines : System ID Mode
Mode 3
40
Mode 2
20
Mode 1
-4
-3
-2
-1
-4
-3
-2
3rd POD mode
-1
4th POD mode
6.5
7.0
7.5
8.0
8.5
9.0
Dynamic Pressure (x10 Pa)
-0.05
-0.075
0.1
0.2
0.3
Time
0.4
0.005
0.004
0.003
0.002
0.001
0
-0.001
-0.002
-0.003
-0.004
-0.005
0.1
0.2
0.3
Time
0.4
0.5
0.5
1 st Modal Disp.
-0.025
0.06
0.01
0.005
0
-0.005
-0.01
0.04
0.02
0
Aerodynamics
15 POD modes
20 POD modes
-0.02
-0.04
-0.06
0.1
0.2
0.3
0.4
0.5
-0.015
-0.02
0.1
0.2
0.3
Time
0.4
0.5
0.002
2 nd Modal Disp.
0.02
0.015
0.001
0.02
0.01
0
Aerodynamics
15 POD modes
20 POD modes
-0.01
-0.02
0.1
0.2
0.3
0.4
0.001
0
3 rd Modal Disp.
0.025
2nd Modal Response
0.05
4nd Modal Response
1st Modal Response

3nd Modal Response
Aero Model
System ID Model
0.075
F-5 Wing ARX model estimation

results of damping ratio and
frequency changes
-0.001
-0.002
0.1
0.2
0.3
Time
0.4
Comparisons of the ARX simulated

response and CFD coupled response
0.5
0.0005
-0.0005
-0.001
0.1
Aerodynamics
15 POD modes
20 POD modes
0.2
0.3
Time (sec)
0.4
Aeroelastic response using POD
0.5
POD modes of the flow field

around airfoil model
Rotor Blade of Helicopter

Aeroelastic
Problems
In Hingless Rotor Blades

Structural problem due to geometrical nonlinearity
Aerodynamic problem due to 3-D unsteady wake dynamics
Coupled problem with Structural and aerodynamic analyses
Geometry of a rotor blade
Aeroelastic
Analysis
Wake geometry of four-bladed rotor
In Hover and Forward Flight

Refined structural beam model (Large deflection beam theory)
Aerodynamic analysis using prescribed wake method
Aeroelastic phenomena of the isotropic and composite blades
Hovering
10
0 .7 5
0 .6 5
20
20o
20o
-2 0
-2 0
90o
90
0 .5 5
45
90
-4 5
C o lle c tiv e p itc h a n g le : p = 1 0
0 .5 0
S ym m e tr y c a s e 1
0 .0
0 .4 5
0 .0 0 0
= 10
0 .0 0 1
0 .0 0 2
0 .0 0 3
0 .0 0 4
0 .0 0 5
0 .0 0 6
0 .2
0 .4
0 .6
0 .8
1 .0
r / R
0 .0 0 7
(-) L e a d -la g d a m p in g
Root locus plots of the lead-lag mode

( Composite blade )
Spanwise aerodynamic loading variation

for 2-, 3-, 4-bladed rotors
Forward Flight
.0 8
0.0012
P r e s e n t r e s u lt
L im 5 0
Perturbed lag deflection

0.0008
.0 6
Perturbed lag deflection
Tip Deflection v/R, w/R
F la p , w /R
.0 4
.0 2
0.0004
0.0000
-0.0004
-0.0008
0 .0 0
L a g , v /R
-0.0012
0
360
720
1080
1440
1800
2160
2520
2880
3240
3600
Azimuth angle, (deg)
- .0 2
0
90
180
270
360
(d e g )
Steady tip deflections of

isotropic blade
Time history of perturbed lag

tip deflection
-2 0
0 .6 0
2 - b la d e d r o to r
-3
0
0
Lead-lag frequency
S y m m e try c a s e 1 : = -4 5 o,
Normalized thrust loading (x10 )
0 .7 0
Structural Nonlinear Aeroelasticity

Overview
Most of the recent aeroelastic analyses of flight vehicles have been
performed under the assumption of structural linearity. Under this
assumption the characteristics of flutter and divergence can be
easily obtained. However, the aeroelastic results under the
assumption of structural linearity do not agree well with the
physical phenomena because the real structural have structural
nonlinearities. Examples of structural nonlinearity are free-play,
bilinear, friction and hysteresis. And these are caused by a worn or
loose hinge of control surface, and manufacturing tolerance. These
nonlinearities are usually the function of the amplitude or path of
motion so that the aeroelastic characteristics are quite different
from the linear case. The aeroelastic responses of flight vehicles
with structural nonlinearity include typically flutter, divergence, limitcycle oscillation(LCO) and chaotic motion.
Identification of
Structural
Nonlinearity
Folding fin, wing with control surface, etc.

Static and dynamic test
Nonlinear system identification
1000
3.1
4.6
8.2
17.0
33.8
50.7
157
266
Input rms level

2
( rad./sec )
Magnitude (dB)
100
10
0.5
1.5
2.0
2.5
DLM, DHM, and DPM Code

Missile control fin with nonlinear hinge
Fighter-type wing with control surface
70.0
1.3
115.5
2.5
Flutter speed(D.F)
Flutter frequency(D.F)
Flutter speed(Time)
Flutter frequency(Time)
2.0
1.2
1.5
1.1
1.0
1.0
0.5
0.9
0.0
0
f/ref
Uf/Uref
24.5
Nonlinear
Aeroelastic
Analysis
1.0
Frequency ratio
0.8
2
A1/
0.1
Aerothermoelasticity of hybrid Composite Panels

Overview
Based on the multi-field layerwise theory, the geometric nonlinear
finite elements have been presented for the aerothermoelasticity
modeling of composite structures. The hybrid composite panel
embedded with smart materials is investigated to enhance the static
and dynamic instabilities such as thermal buckling and supersonic
flutter. The mathematical formulations and nonlinear finite element
code have been developed for the modeling of composite shell
structure and smart materials such as piezoelectric materials and
SMAs.
10
Thermal snapping mechanism and vibration characteristics

(by incorporating an arc-length scheme to analyze unstable
post-buckling phenomena)
The nonlinear thermoelastic stabilities of the hybrid composite
shell structure
(so as to increase thermoelastic buckling load and to suppress
thermally buckled deflections)
The supersonic flutter analysis of cylindrical panels subject to
external thermal load
(using a Hans Krumhaars supersonic piston theory)
The possibility to increase aerothermoelastic stability boundaries
of cylindrical panels
(using piezoelectic and shape memory alloy actuators)
Thermoelastic
and Aeroelastic
Stability
Analysis
Thermoelasticity of Disk Brake System

Frictionally
Excited
Thermoelastic
Instability
Analysis
Heat problem by frictional heat

Elastic problem by thermal deformation
Contact problem between the two sliding bodies
Thermoelastic instability analysis in automotive disk brakes
: Hot Judder or Hot Roughness phenomenon
Experimental study on disk brakes from DTV data acquisition
system
Comparison of thermoelastic characteristics for analysis and
experimental results
Hot spots
11
r
1
Hot spot mode for the temperature in

the disk surface
Schematic model for the two-body sliding system
= 100 rad / s
350
Critical rotational speed, (rad/s)
300
250
2-D plane stress
pad
200
unstable zone
= 50 rad / s
stable zone
150
102 rad/s
100
disk
2-D plane strain
50
2-D model
present
banding mode
pad
0
0
No. of hot spots, n
Critical rotation speed for the antisymmetric mode
Temperature contour of
disk brake system
Thermal Shock Analysis of a Turbopump Turbine

Overview
Tubopump turbine which are used in the liquid rocket engine
experiences periodic forces due to rotation through the non-uniform
flow around the annulus. To reduce vibration levels, additional
dissipation elements like friction dampers are sometimes integrated
into the bladed disk assembly. Transient conditions of operations
that exist during the machine start-up and shut-sown conditions,
when the rotor crosses the critical points on the Campbell diagram
generate resonant stresses at the corresponding modes of
vibration. The stresses generated at such critical points are actually
a function of the acceleration value and can not be obtained by
forced response analyses. This research objectives are to develop
transient vibration analysis methods of a bladed disk with friction
dampers and to study dynamic characteristics of the structure
during the transient conditions.
12
Von-Mises Stress Distribution during Start-up
Pressure and Mach

Number Contour
Aeroelastic Analysis of a Bridge Girder Section

Overview
Numerical analysis of static and dynamic wind effects on civil
engineering structures was performed. Long-span suspension
bridges are flexible structures that are highly sensitive to the action
of the wind. Aerodynamic effect often becomes a governing factor
in the design process of bridge and aeroelastic stability boundary
becomes a prime criterion which should be confirmed during the
structural design stage of bridges because the long-span
suspension bridges are prone to the aerodynamic instabilities
caused by wind. If the wind velocity exceeds the critical velocity that
the bridge can withstand, then the bridge fails due to the
phenomenon of flutter. Buffeting caused by turbulence results in
structural fatigue, which could lead to the failure of a bridge. NavierStokes equations are used for the aeroelastic analysis of bridge
girder section.
13
Pressure
0.4830
0.4060
0.3289
0.2518
0.1747
0.0976
0.0205
-0.0566
-0.1337
-0.2107
-0.2878
-0.3649
-0.4420
-0.5191
-0.5962
-0.6733
-0.7504
-0.8274
-0.9045
-0.9816
Great Belt East Bridge
Cl
Cd
0.5
0.4
0.3
0.2
Cl & Cd
0.1
0
-0.1
-0.2
-0.3
-0.4
Lift and drag coefficients
-0.5
Non-dimensional Time
10
12
14
Pressure Contour
Gun Blast Wave Model and Aircraft Vibration Analysis

Gun Blast Wave
Modeling
Establishment of free field wave model using Friedlander

waveform and scaling approach
Estimation of March reflection wave model by CFD calculation
Verification of 3-D gun blast wave model (GUNBLAST) by
comparison with experimental data
3.0
Peak reflected overpressure, bar
Experimental PR, Ref. 6

GUNBLAST
Friedlander waveform
GUNBLAST
2.0
3
1.5
2
1.0
1
Blast arrival time, ms
t < ta
0,
PI = ( PI P ) P =
( t ta )
, t ta
PI 1 ( t ta ) e
2.5
Experimental ta, Ref. 6
0.5
0
-1.00
-0.75
-0.50
-0.25
0.00
0.25
0.50
0.75
0.0
1.00
Y-axis, m
14
Estimation of blast pressure of 12.7mm HMP on aircraft surface

Dynamic response analyses for repeated blast wave pressure
Combination of broadband random vibration and
harmonic peaks at firing rate
2
Vertical acceleration PSD, g /Hz
Aircraft
Vibration
Analysis
1.0x10
1.0x10
1.0x10
-1
1.0x10
-3
1 round fire
50 round fire
68Hz
34Hz
8
st
1.0x10
-5
1.0x10
-7
1.0x10
-9
17Hz 7
th
th
nd
-11
1.0x10
-13
1.0x10
10
100
1000
Frequency, Hz
Surface pressure for 12.7mm gun
PSD of wing tip acceleration
Simulation results of the free field blast wave for 30mm chain gun
Substructure Synthesis for Structural Nonlinearities

Deployable
Missile Control
Fin
Deployable missile control fin consisting of nonlinear hinge and

two substructures
Nonlinear hinge joint model using system identification
Extension of component mode synthesis for
nonlinear hinge model
Verification of control fin model by comparison with experimental
data
nonlinear hinge model
f = P + C1 x + Fc sign ( x ) + Fnon
Fnon
K1 ( x s1 )
K 2 ( x s1 )
=
K ( x s ) + K ( s s )
2
2
2
1
3
for
for
for
x < s1
s1 < x < s2
x > s2
4
2
0
-2
-4
-6
15
Deployable missile control fin model
-8
Ve
Pantograph
Tilting Structure
Restoring Moment(N-m)
8
6
lo c
it y (
ra d
-2
./ s e
c)
-4
-6
0 .0 3
0 .0 2 d .)
0 .0 1
t(ra
0 .0 0
en
-0 .0 1
em
c
- 0 .0 2
la
-0 .0 3
is p
250
x-axis
y-axis
X- and Y-axis displacements, mm
200
150
100
50
0
-50
-100
-150
-200
-250
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
4.5
5.0
Time, sec
Dynamic response results

for resonance excitation
Pantograph tilting
structure
Pantograph tilting structure consisting of base and sledge frames

coupled with sliding mode condition
Improvement of component mode synthesis for sliding mode
condition
Establishment of pantograph tilting structure model and dynamic
response analyses for external forces
Inflatable Structures
Overview
There have been a lot of attempts to achieve extremely large
space structures such as antenna, telescope, and solar
concentrator. The inflatable structure is one of the most
desirable solutions to construct large structure with light
weight and small packing volume. The inflatable structure
means a thin film structure packed compactly and expanded
to a three-dimensional shape by the internal gas pressure.
The low cost and on-orbit deployability are also the
advantages of the inflatable structure as well as light weight
and low volume. Inflatable membrane structures are faced
with many challenges, particularly the need to achieve and
maintain precise shape. So, the reliable maintenance of the
shape or surface precision during the mission life is one of
the most important technologies for the development of
inflatable structures. The methodology to correct local
deviations in the shape of the inflatable membrane structures
with smart materials is experimentally and numerically
investigated.
16
SMA Tin Film
Reflector
Pulley
Y
Z
X
Wrinkling deformation of
membrane
Weight
Rim Support
Compressor
Rim Support
(Torus)
Tensioning Web
(SMA Thin Film)
12
Canopy Membrane
Reflector Membrane
Load (N)
Pressure Indicator
8
D
Experiment
ABAQUS with UMAT
Internal Pressure Applied

to This Volume
0
0.00
0.05
0.10
0.15
0.20
Displacement (m)
X
Experiment setup for bending test on

inflatable boom structure
Inflatable reflector with SMA thin film
Laser Sensor
Biomimetic Flapping Wing Using Smart Material
Flapping flight effected by effective AOA, vertical component of

thrust, camber effect
Development of smart flapping wing using MFC actuator to
change the camber
Measurement of dynamic performance for several flight conditions
from wind tunnel tests
Lift : mostly effected by flow velocity and angle of attack
Thrust : mostly effected by flow velocity and flapping frequency
Performance improvement of mean lift (20.8%) and mean thrust
(4.6%) by camber effect using surface actuator
Unsteady effect of dynamic vortex in low advance ratio region
6
CL mean
linear fit
AOA : 10 deg
J=
forward velocity(V )
wing tip velocity normal to flapping axis(2 fb)
Mean lift coeff., CL mean
Smart Flapping
Wing
17
0
-2
10
12
14
16
18
20
Advance ratio, J
Unsteady effect of dynamic vortex
Low speed wind tunnel test
Mean lift and thrust values
Flapping motion of smart flapping wing measured by Hi-speed
Optical Fiber Sensors and Sensing-Patch

Optical Fiber
Sensors
Application : structural monitoring of large civil structures,

aircraft and space structures.
Small size, lightweight, non conductivity, resistance to corrosion,
immunity to electromagnetic noise interference
The most effective strain sensors in terms of resolution.
Easily install-ability onto/into host structures.
Optical Fiber
18
Sensing-Patch
Sensing-Patch
Strain using PT Laser Sensor (mm)
Intensity
4
2
0
-5
5 .0 x 1 0
-4
0 .0
-5 .0 x 1 0
-4
0 .0
0 .5
T im e ( s e c )
Experimental result of phase tracking with Sensing-Patch
1.
Consists of an EFPI sensor and directional information detector.

Utilizes advantages of their components and supplement
disadvantages.
A simple and practical logic is applied for the real-time phase
tracking.
Experimental results show that the proposed sensing-patch does
not have non-linear behavior of conventional EFPI and hysteresis
of piezoelectric material.
SMA Hybrid Composite Materials

Shape Memory
Alloy Actuators
Many researchers have studied functional materials, their

characteristics and analysis methods of smart structures,
with the increasing application areas of the smart structures.
Because the unique thermal and mechanical properties
exhibited by SMA present exciting design possibilities in the
field of aerospace engineering, shape memory alloy (SMA)
wire is one of the popular smart materials. High recovery
forces and large displacements make SMA used in many
applications such as the devices for active structural acoustic
control, vibration control and shape control. When properly
trained, SMA wires act as linear actuators by contracting
when heated and returning to their original shape when
cooled.
5
Cooling
o
Heat Flow (mW)
45.3 C
52.1 C
o
70.5 C
75.8 C
Heating
19
-5
-10
20
30
40
50
60
70
80
90
100
110
Temperature ( C)
Heat flow curve
Isothermal stress strain relations
Composite Beam
20
100
20
3A
10
Strain gage #1
Bolt-joint
connector
50
Strain gage #2
Composite Plate
200
20
20
Bolt-joint connector
200
SMA actuator
20
Gr/Ep [0/90]s
Composite Plate
20
5A
SMA actuator
Gr/Ep, [0/90]s
100
Adaptive Vibration Control

Adaptive PPF
Control
PPF(Positive Position Feedback) Control

Multi-modal vibration suppression of structures with varying
natural frequencies
Frequency estimation using RLS and Baistow method
Adjust PPF controller
Measured
Signal
-1
c1
____________________
K z
Control
Signal
1 + P 1 z-1 + Q 1 z-2
-1
c2
____________________
K z
Bairstow
Method
RLS
Estimator
Frequency Estimation
Uc
1 + P 2 z-1 + Q 2 z-2
-1
c3
____________________
K z
1 + P 3 z-1 + Q 3 z-2
Variable PPF
The structure of adaptive PPF controller
Adaptive
Shunting
20
Adaptive shunting for the structures with varying
natural frequencies
Adjust the resonance frequency of shunt circuit using a multiplier
R0 10.01k
R4 1k
Leq
V-
V+
-18V
+18V
R11
10k
Vibration Signal
DSP Board
X1
X2
Y1
Y2
Z
V-
Multiplier
AD633/AD
OS1
10k
5
6
1
V-
R3
1k
V+
R12
10k
OS2
OUT
R2
V-
C1 4.71u
Vc
OS1
OPampB
V-
OUT
Cp
OPampA
V+
V-
V-
OS2
V+
1
2
3
4
6
Vc
Equivalnet
Resistance,
Req
V-
Synthetic Inductance, Leq
Adaptive shunt circuit

10
F0,
F0,
F1,
F1,
F2,
F2,
clamped
120
19
10
25
0.6
0.5
mu disc
Gr/Ep, [0/90]s
Gr/Ep, [0/90]s
magnetic
masses
* dimension : [mm]
FRF [dB]
205
Uncontroled
Controled
Uncontroled
Controled
Uncontroled
Controled
-10
-20
-30
12
Vibration control result
14
16
18
20
22
Frequency [Hz]
( Consistent vibration suppression despite 35% natural frequency change )
Cp
65.9n
V+
V+
7
3
V+
Ip
Command
Voltage
V+
Semi-Active Vibration Control

Semi-Active
Shock Absorber
Using Electro-Rheological(ER) Fluid

ER damper with moving electrode
Sky-hook algorithm
Drop test
40
E = 0 kV/m m
E = 2 kV/m m
Sem i-Active
20
a1
a 1 (m /s )
30
10
0
a2
-10
-20
E (kV/m m )
0.0
0.2
0.4
0.6
0.8
1.0
Applied Electric Field

for Sem iactive Control
2
0
0.0
0.2
0.4
0.6
0.8
1.0
Load cell
Tim e (sec)
Acceleration of sprung mass
21
A Composite Plate with Embedded ER Fluid

Finite Element Analysis : Layerwise Displacement theory
Composite plate with multi-electrode
Analysis and control experiment
Negative film of
electrode pattern
PCB sheet
Developing
solution
Ferric chloride
Masked area
Electrode pattern
Exposed area
Etched Area
40 mm
30.7 mm
En
PZT
20 mm
sensing point
1 .0
pe
27.0 mm
am
S u p p r e s s e d d e fle c tio n r a tio
C o n s u m e d p o w e r ra tio
0 .8
20.0 mm
Impact point
150 mm
30.2 mm
0 .6
2.41 mm
210 mm
0 .4
A
( section A - A )
Silicon rubber
Face plate
ER Fluid
}
}
- glass/epoxy plate
- adhesive
- electrode sheet
(glass fabric/copper)
0 .2
0 .0
1
2
3
- - -- - - - -- - - - -- - - - 20 %
1
2
3
- - -- - - - -- - - - -- - - - 40 %
1
2
3
- -- - - - -- - - - -- - - - -60 %
1
2
3 k V /m m
- -- - - - -- - - - -- - - - -100 %
fie ld a r e a
A r e a r a tio a t d iffe r e n t e le c tr ic fie ld
Consumed energies and reduction of vibration amplitudes

for different energizing electrode pattern
PCB sheet
with photosensitizer
Photosensitizer
Cl
Analysis and
Control
Flutter Suppression
Wind Tunnel
Test of
Aeroelastic
Systems
Test model : composite plate with fiber optic sensor and

piezoelectric actuator
Objective
: Investigation of flutter characteristics and evaluation

of experimental flutter speed
250
130
35
25
25
50
A
Displacement sensing pts.
90 O
330
0O
Gr/Ep [902/02 ]s
PZT
(20x50)
FBG
(back side)
t=0.88
PVDF
(20x50)
68.5
10
68.5
22
10
40
25
25
[ Unit : mm ]
250
Wind tunnel test model
0.2
FBG Output (V)
2.0
1.5
1.0
0.5
Uncontrolled
0.01
0.00
-0.01
-0.02
0.0
0.02
115
120
125
130
135
140
Dynamic pressure [Pa]
Flutter prediction parameter
Flutter
Suppression
FBG Output (V)
qF
0.1
0.0
110
FBG signal (V)
0.04
0.03
0.02
0.01
0.00
80
100
120
140
160
180
Dynamic pressure [Pa]
RMS vs. dynamic pressure
Controlled
0.01
0.00
-0.01
-0.02
0.0
0.5
1.0
Flutter suppression
Controller : Neuro-adaptive controller

Objective
1.5
Time (sec)
: Suppression of limit cycle oscillation at airflow

velocity above flutter point
2.0
Displacement (mm)
0.3
FZ
0.02
2.5
0.4
Stealth Technology and EM Concepts for RAS

Stealth
Technology
Overall technology which can accomplish mission fully without

being exposed an enemy detection in modern weapon-system
Acoustic signature, optical signature, infra-red signature and
electronic signature Minimization
Electronic signature minimization : Development of Shaping
and Materials
Scattering
Stealth Tech.
Electro-Magnetic
wave
Scattering
ElectroMagnetic
Concepts
23
For RAS
1=
r
2fd
r r )
tanh( j
r
c
matching thickness minimization

RAM sheet
Reflection wave
Metal back
surface
Incident wave
Z0
Zin
d (Matching thickness)
RAS (Radar Absorbing Structure), RAM(Radar Absorbing Materials)

EM wave absorbing materials :
dielectric or magnetic lossy materials mixed with flexible mediums
such as rubber or epoxy etc
Impedance matching : zero reflection condition
Address
Department of Aerospace Engineering, KAIST
373-1 Guseong-dong Yuseong-gu Daejeon Korea, 305-701
TEL : (Professor Lee) +82-42-869-3717,
TEL : (Professor Han) +82-42-869-3723
TEL : (Lab.) +82-42-869-3757, 5757, 3784
FAX : +82-42-869-3710
Home-page : http://isvc.kaist.ac.kr
Way to KAIST :
Please look up the information in KAIST home-page.
http://www.kaist.edu/info/e_way.html
Parallel Computer Lab.
Office & Main Lab.
24
Front Gate
Fluid-Structure Interaction
Jong-Yun Kim
In-Gyu Lim
Kyung-Seok Kim
Seung-Jun Lee
: kjy@asdl.kaist.ac.kr
: lig@asdl.kaist.ac.kr
: kks@asdl.kaist.ac.kr
: lsj@asdl.kaist.ac.kr
Structural Dynamics
Won-Ho Shin
Dae-Kwan Kim
Seung-Hoon Oh
: swh@asdl.kaist.ac.kr
: dkk@asdl.kaist.ac.kr
: osh@asdl.kaist.ac.kr
Smart Structures
Jin-Ho Roh
Ki-Yeon Park
Lae-Hyong Kang
: rjh@asdl.kaist.ac.kr
: pky@asdl.kaist.ac.kr
: klh@asdl.kaist.ac.kr
Members

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2006

Dept. of Mechanical Eng., Div. of Aerospace Eng.

Intelligent Systems and Vibration Control Lab. was selected as a

Intelligent Systems and Vibration Control Lab.

Core-Technologies in ISVC Lab.

Intelligent Systems and Vibration Control Lab.

Aeroelasticity ( Fluid-Structure Interaction )

The computational performance and capability of todays desktop

Linux OS with SCSI HDD

Decomposed domain for parallel

Intelligent Systems and Vibration Control Lab.

Transonic Aeroelastic Analysis Using CFD

TSD and Euler Theories

1st modal disp.

Flutter is one of the most dangerous events in the flight condition

1347 KEAS (Stable)

1st modal disp.

1383 KEAS (Unstable)

Intelligent Systems and Vibration Control Lab.

Flutter Analysis of a Wing

Using Euler Equation

Intelligent Systems and Vibration Control Lab.

Flutter Analysis of a Composite Wing

Three dimensional flutter mode

Flutter dynamic pressure for various

Normalized Flutter Velocity

Intelligent Systems and Vibration Control Lab.

Efficient Aeroelastic Analysis with ROM method

The purpose of this study is the development of an efficient

Dynamic Pressure (x103 Pa)

2nd POD mode

1st POD mode

3rd POD mode

4th POD mode

Dynamic Pressure (x10 Pa)

2nd Modal Response

4nd Modal Response

1st Modal Response

F-5 Wing ARX model estimation

Comparisons of the ARX simulated

Aeroelastic response using POD

Intelligent Systems and Vibration Control Lab.

POD modes of the flow field

Rotor Blade of Helicopter

In Hingless Rotor Blades

Geometry of a rotor blade

Wake geometry of four-bladed rotor

In Hover and Forward Flight

C o lle c tiv e p itc h a n g le : p = 1 0

Root locus plots of the lead-lag mode

Spanwise aerodynamic loading variation

Perturbed lag deflection

Perturbed lag deflection

Tip Deflection v/R, w/R

Azimuth angle, (deg)

Steady tip deflections of

Time history of perturbed lag

Intelligent Systems and Vibration Control Lab.

Normalized thrust loading (x10 )

Structural Nonlinear Aeroelasticity

Folding fin, wing with control surface, etc.

Input rms level

DLM, DHM, and DPM Code

Intelligent Systems and Vibration Control Lab.