Discover
how the daVinci project is utilizing the technologies
provided by our sponsors
ANSYS technology was widely utilized throughout all
stages of the project and included external and internal loading
of the space capsule, landing impact loading, parachute deployment,
rocket block ground handling, vibration analysis and static and
dynamic inertial loading of the flight hardware.
St. Petersburg State Polytechnical University through
its CompMechLab
has been providing advance Finite Element Analysis capabilities
to the project. Click
Here to see a few examples of the many FEA (Finite Element
Analysis) performed by the CompMechLab which has performed amongst
the most demanding engineering requirements for the rockets design.
On the 24-27 of March, at the 3rd International Symposium:
Atmospheric Re-entry Vehicles and Systems in Arcachon, France,
da Vinci Project Volunteers presented a review paper authored by
V. Kudriavtsev, B. Feeney, M. Buneta, J. Porcher, A. Ania, M. Trauttmansdorff,
T-L. Hsu, M. Krzeminski and K. Rooz.
The following is an abstract of the paper:
Toronto, March 27, 2003 -
In the present article we review engineering and research efforts
conducted by a group of volunteers with the help of advanced engineering
commercial software (CFD-ACE+, ANSYS, CFD-FASTRAN, Matlab/Simulink,
Autodesk Inventor, Maple) in support of the da Vinci Project, the
first Canadian competitor in the International X Prize Competition.
The da Vinci Project has an objective of launching
the first commercial sub-orbital manned space flight by 2004. Under
X Prize rules the vehicle must be reusable, built to hold 3 people
and complete 2 flights within a 2 week period.
The basic launch configuration is to lift the rocket
using a reusable helium balloon to a launch altitude of 24,400
meters (80,000 feet). The paper describes in detail the various
major subsystem components of the Rocket, Balloon Launch Platform,
Ground Operations and Logistics and the multidisciplinary approach
to arrive at a viable and safe design.
A state of the art software and engineering data
management methodology is described. All parameters that effect
the design are ported through a data management software linking,
CFD, FEA and Flight Simulation software's directly to the primary
CAD platform resulting in direct updates to the CAD model. This
process allows an iterative design to develop rapidly, multiple
configurations to be assessed and a final design output in the
shortest overall timeframe.
The data management software contains every parameter
in the rockets design including all rocket engine performance criteria.
Running a variation on the engine Isp (Specific Impulse) results
in the CAD drawings updated with new tank sizes etc, yet still
driven by constrictions such as maximum diameter of the vehicle.
Lowering of the Isp in such case would result in the need for more
fuel to reach the minimum assigned altitude of 115 Kms. The rockets
length would automatically be increased, given a diameter restriction.
CG and CP values for instance are automatically recalculated for
stability analysis.
AAAF Paper 39-2 - published March of 2003 and presented
by Dr. Vladimir Kudriavtsev to the International Symposium on Atmospheric
Reentry Vehicles and Systems, Arcachon, France, 24 – 27 March
2003
Vehicle at-a-Glance
| Name: |
Wild Fire MKVI |
| Dimensions: |
8 m (26 feet) long, 2 m (78
in) in diameter |
| Gross Take-Off Weight: |
3,860 kg (8,500 lbm) |
| Dry Weight: |
1,660 kg (3,650 lbm) |
| Crew Capsule: |
2 m (78 in) diameter sphere |
| Crew Environment: |
Pressurized to 1 atm with
pressure suits |
| Payload Capacity: |
410 kg (900 lbm) |
| Propulsion System: |
Single, pressure-fed, hybrid
engine |
| Propellants: |
Nitrous Oxide and proprietary
solid fuel |
| Total Thrust: |
80,000 N (18,000 lbf) |
| Reaction Control System: |
Cold gas nitrogen integrated
with GPS and INS for flight guidance |
| Miscellaneous: |
Two drogue chutes and two
mains on the capsule deploy and it repeats again separately
for the propulsion section during decent. |
|
