MORALI
Multi-Objective Robust Assessment of heLicopter Improvements
| Coordinatore | UNIVERSITAET STUTTGART
Organization address
address: Keplerstrasse 7 contact info |
| Nazionalità Coordinatore | Germany [DE] |
| Totale costo | 399˙840 € |
| EC contributo | 275˙880 € |
| Programma | FP7-JTI
Specific Programme "Cooperation": Joint Technology Initiatives |
| Code Call | SP1-JTI-CS-2010-01 |
| Funding Scheme | JTI-CS |
| Anno di inizio | 2011 |
| Periodo (anno-mese-giorno) | 2011-01-01 - 2014-12-31 |
Partecipanti
| # | ||||
|---|---|---|---|---|
| 1 |
UNIVERSITAET STUTTGART
Organization address
address: Keplerstrasse 7 contact info |
DE (STUTTGART) | coordinator | 227˙880.00 |
| 2 |
MACROS SOLUTIONS LTD
Organization address
address: UL. LIPA 4 FLOOR 1 OFFICE 2 contact info |
BG (SOFIA) | participant | 48˙000.00 |
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Obiettivo del progetto (Objective)
'The strategic goal of the MORALI project is to improve the rotor design capability, including comprehensive analysis and evaluation skills of different designs, simulation competence at various modelling levels, and automated optimisation support. While helicopter rotor design involves many different disciplines, with often conflicting demands. However, this proposal only addresses the aerodynamic problems, taking other requirements into account by properly defined constraints.
Aerodynamics of helicopters is a very demanding undertaking in itself, challenging the underlying modelling as well as high performance computing capabilities. The tool box in this project consists of blade element models at the lower end of the methodology spectrum as well as coupled flow-structure dynamics simulations at the high fidelity side. The blade element model is to be improved by a semi-empirical modelling of dynamic stall, very important for aerodynamic performance, but also for endurance estimations. Furthermore, the wake modelling will be enhanced to represent flow phenomena generated by local wake structures better at this modelling level. CFD can benefit from the introduction of a transition model to take laminar flow at the leading edge into account. Additionally, the trim procedure will be sharpened, taking advantage of automatic trim time decision and convergence acceleration. Both are used to optimise sensibly chosen free parameters in the design process, taking advantage of a comprehensive assessment of the detailed rotor simulation results. This assessment includes acoustic post-processing of the simulations and emulates the qualified analysis of an experienced engineer, in order to attenuate artificial deficiencies in the numerical procedures involved. Finally, the developed tool chain is used for the optimisation of a specific rotor design and the results validated using trusted high-fidelity CFD simulations.'