Hindawi Publishing Corporation

International Journal of Aerospace Engineering

Volume 2016, Article ID 1438727, 8 pages
http://dx.doi.org/10.1155/2016/1438727

Research Article
Fluid-Structure Interaction Analysis of
Parachute Finite Mass Inflation

Xinglong Gao, Qingbin Zhang, and Qiangang Tang

School of Aerospace Science and Engineering, National University of Defense Technology, Changsha 410073, China

Correspondence should be addressed to Qiangang Tang; [email protected]

Received 18 January 2016; Accepted 6 April 2016

Academic Editor: Paul Williams

Copyright © 2016 Xinglong Gao et al. This is an open access article distributed under the Creative Commons Attribution License,
which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

Parachute inflation is coupled with sophisticated fluid-structure interaction (FSI) and flight mechanic behaviors in a finite mass
situation. During opening, the canopy often experiences the largest deformation and loading. To predict the opening phase of
a parachute, a computational FSI model for the inflation of a parachute, with slots on its canopy fabric, is developed using the
arbitrary Lagrangian-Euler coupling penalty method. In a finite mass situation, the fluid around the parachute typically has an
unsteady flow; therefore, a more complex opening phase and FSI dynamics of a parachute are investigated. Navier-Stokes (N-S)
equations for uncompressible flow are solved using an explicit central difference method. The three-dimensional visualization of
canopy deformation as well as the evolution of dropping velocity and overload is obtained and compared with the experimental
results. This technique could be further applied in the airdrop test of a parachute for true prediction of the inflation characteristics.

1. Introduction the deceleration during the opening process can be ignored

and the inflow velocity kept constant. This is called infinite
As a type of decelerator, parachutes have been widely used mass inflation. In contrast, the finite mass inflation implies
in recovery and life-saving systems. During the working significant deceleration during inflation. Benney and Stein
of a parachute, its inflation is critical for the deceleration investigated the time-variant aerodynamic characteristics of
and has always been a challenge since the 1960s [1]. Fluid C-9 canopy by coupling the computational fluid dynamics
mechanics is an unsteady, viscous, and often compress- (CFD) code to a mass-spring-damper structural dynamics
ible flow about a porous body with large shape changes. (SD) code [5]. They then developed both FD and SD
The parachute is represented as a tension structure that codes into a three-dimensional (3D) solver according to the
undergoes large transient deformations and is constructed deforming-spatial-domain/stabilized space-time procedure,
using nonlinear materials with complex strain. All these which has been a popular FSI procedure for analyzing
disciplines are strongly coupled; therefore, converging the parachute inflation [6]. Further, the arbitrary Lagrangian-
computations of fluid-structure interaction (FSI) coupling Euler (ALE) code is used as an efficient method to simulate
equations for inflating parachutes is difficult. Thus, some the inflation process of a parachute. Tutt et al. developed FSI
simplified dynamic inflation models have been developed models for parachute inflation by using transient dynamic
to predict filling time and drag forces in parachutes [2, 3]. finite element code LS-DYNA [7]. Specifically, the finite mass
Some are also integrated with ballistic flight-path equations simulation techniques were described; however, detailed FSI
to compute the trajectory and stability for the parachute-load dynamic behaviors were not discussed further.
system [4]. For the trajectory computation of a parachute- A front-tracking method based on a spring system offered
load system, the initial conditions are determined by the an alternative to the modeling of the dynamic evolution
performance of parachute opening. of parachute canopy and load. The coupled algorithm that
Generally, the process for parachute inflation can be was named “impulse method” separates the impacts of the
sorted into infinite and finite mass conditions. When the internal and external forces to eliminate nonphysical damp-
unit area of a parachute bears a considerably heavy load, ing [8]. Moreover, an FSI method, combining a nonlinear
2 International Journal of Aerospace Engineering

the airdrop test. The following simplifying assumptions were

considered:
(a) The packed geometry of a canopy before inflation is
axially symmetric and no prestress exists.
(b) The opening process is a finite mass inflation consid-
ering the gravity.
(c) The air fluid is considered as an incompressible
viscous flow at a low velocity.
(d) The fluid field is considered as a quasistate with a
constant velocity at the inlet boundary.
Single gore Radial slots
2.2. Governing Equation
Suspension 2.2.1. Structure Dynamics. The parachute components are
lines mainly flexible and continuous media. Let Ω𝑠 be the spatial
domain where superscript “𝑠” implies the structure, and let
𝜕Ω𝑠 denote the boundary of Ω𝑠 . The governing equation of
Figure 1: Slot-parachute canopy.
the structure is
𝑑2 y
𝜌𝑠 = ∇ ⋅ 𝜎𝑠 + 𝜌𝑠 f𝑠 + g, (1)
finite element algorithm with a preconditioning finite volume 𝑑𝑡2
method, and a simplified ALE FSI method were proposed to
simulate the infinite mass inflation dynamics of a parachute. where 𝜌𝑠 denotes the material density, y is the velocity vector
Although the FD equations were efficiently solved [9, 10], of structure media, 𝜎𝑠 is the Cauchy stress tensor, f𝑠 represents
these studies do not contain any detailed information about the external body forces acting on the structure, and g is the
the SD computation. gravitational acceleration vector.
To predict the dynamic characteristics of a parachute The canopy is made of a fabric with large deformation
during its descent and its inflation in an airdrop test, aero- and nonlinear dynamic characteristics. A special stress-strain
dynamics and flight mechanics have to be combined for each relation for formulating the composite membrane element is
time step of simulation forces, and geometric replacements given by
must be computed simultaneously [11]. However, because 1
𝜀1 = (𝜎 − 𝜐1 𝜎2 ) ,
of the restrictions due to the complexity and time cost 𝐸1 1
computation of parachute FSI equations, most simulation 1
tools designed for parachute trajectory and landing process 𝜀2 = (𝜎 − 𝜐2 𝜎1 ) , (2)
chose simplified aerodynamic models and coefficients as 𝐸2 2
inputs [12]. Thus, we solved and obtained only some empirical 1 3
2𝜀12 = 𝜏 + 𝛼𝜏12 ,
equations or test data for the opening characteristics without 𝐺12 12
fully considering the influence of the FSI phenomenon.
In this paper, we propose an efficient numerical approach where 𝜎, 𝜐, and 𝐸 represent the longitudinal stress, Poisson’s
for analyzing the inflation dynamics of a parachute-load ratio, and elastic modulus (subscript 1 means longitudinal
system to be part of a high-fidelity simulation tool for an direction and 2 means traverse direction), respectively. 𝜏12
airdrop system. In addition, we investigated the inflation is the shear stress, 𝐺12 is the shear elasticity, and 𝛼 is the
performance of a slot-parachute. The 3D shape deformation nonlinear coefficient, which can be measured by the stress-
of the structure of the parachute during finite mass opening strain relation test.
was predicted. Simultaneously, we solved the fluid mechanics The ropes were mainly acted upon by the drag force contrib-
around the canopy and reproduced them to analyze the uted by the canopy. By considering the damping and nonlinear
evolvement mechanism of an unsteady flow during the characteristic of ropes, the dynamic governing equation is
deceleration of the parachute. Furthermore, we present the 0 𝜀≤0
opening characteristics such as parachute drag, velocity, and 𝐹={ (3)
pressure distribution in the terminal velocity state. 𝑝 (𝜀) + 𝐶 ⋅ 𝜀̇ 𝜀 > 0,

where 𝑝(𝜀) represents the nonlinear tensile function of ropes

2. Mathematical Model and 𝐶 is the damping coefficient. The strain 𝜀 can be written as
2.1. Simplifying Assumptions and Definitions. In this section, Δ𝑙
we discuss the development of a slot-parachute model. It is 𝜀= . (4)
𝑙0 − 𝑙off
a life-saving parachute with 24 suspension lines and eight
radial gaps symmetrically placed on the connecting area of
eight gores (Figure 1). The parachute, which was stretched out 2.2.2. Fluid Dynamics. The fluid field during parachute infla-
from its pack, and the load were connected with a unit point tion is a time-variant spatial domain. Let Ω𝑓 be the spatial
mass. The load is represented by a dummy, which was used in domain and let 𝜕Ω𝑓 denote the boundary of Ω𝑓 ; then the
International Journal of Aerospace Engineering 3

Navier-Stokes (N-S) equations for incompressible flows are Table 1: Statistical information of FSI models.
[13] Computational term Fluid Canopy Suspension lines
𝜕u
𝜌( + u ⋅ ∇u + f) − ∇ ⋅ 𝜎 = 0 on Ω𝑓 , Nodes 441000 9072 3244
𝜕𝑡 (5) Elements 460664 9488 3077
𝑓 Materials Solid Shell Beam
∇ ⋅ u = 0 on Ω ,
Density (kg/m3 ) 1.18 583 4850
where 𝜌𝑠 , u, f, and 𝜎 are the density, velocity vector, external Poisson’s ratio 0.13 0.13 0.13
body force, and stress tensor, respectively. By introducing the
ALE formulation combined with the fluid and material mesh,
which can move freely, the N-S governing equation can be
rewritten as
𝜕𝜌
+ 𝜌 ⋅ div (k) + (k − w) ∇ ⋅ 𝜌 = 0,
𝜕𝑡
𝜕k
𝜌 + 𝜌 (k − w) ⋅ ∇ ⋅ k = div (𝜎) + f, (6)
𝜕𝑡
𝜕E
𝜌 + 𝜌 (k − w) ∇ ⋅ E = 𝜎 ⋅ ∇k + f ⋅ k,
𝜕𝑡
where v, w, and 𝜌 are the fluid particle velocity, material
mesh velocity in reference coordinates, and fluid density,
respectively, and E is the specific internal energy. Obviously,
the ALE formulation contains both the Euler and Lagrange
formulations, and Dirichlet and Neumann-type boundary
conditions are prescribed on (Γ𝑡 )𝑞 and (Γ𝑡 )ℎ , respectively, Figure 2: Construct of parachute-load system.
where (Γ𝑡 )𝑞 and (Γ𝑡 )ℎ are complementary subsets of boundary
Γ𝑡 . The initial condition on the velocity is divergence-free. 20 m

2.2.3. Penalty Coupling Scheme. The FSI simulation for

parachute finite mass inflation generally involves the com-
plement of structural and fluid mesh, and it is impossible to 5m
implement a complete match between these two items. By
using the Eulerian-Lagrangian penalty coupling algorithm,
the coupling force can be applied on opposite directions of
the FSI interface [15]. By considering the porosity of canopy
fabric, the pressure of porous media can be derived from the
Ergun equation [16] of shell as follows: 55 m

𝑑P 2
= 𝑎 (𝜇, 𝜀) ⋅ krel + 𝑏 (𝜌, 𝜀) ⋅ krel , (7) 42 m
𝑑r
where P is the pressure, r is the normal direction of shell,
and 𝜀 is the porosity of material; the coefficient 𝑎(𝜇, 𝜀) is
the reciprocal permeability of the porous shell or viscous
coefficient, and 𝑏(𝜌, 𝜀) represents the inertia coefficient.
By using the explicit dynamic integral method, the veloc-
ities and pressures can be effectively solved, satisfying the Figure 3: Geometrical shape of fluid domain.
continuity constraint in (7).

2.3. Generation of Numerical Models for FSI. The load imple- The processing of elements primarily occupies the CPU
mented at the joint of the parachute was represented by time during the FSI computation. Because of the high cost of
a dummy body, and Figure 2 represents the finite element the ALE approach, the construction of FSI model was kept
method (FEM) model of the parachute system. For the simple and frugal. The density of fluid mesh varied according
finite mass inflation, the computation domain should be to the placement of the parachute. Table 1 summarizes the 3D
sufficiently large to accommodate the dropping distance of mesh information of the parachute, dummy, and fluid, and
the parachute within the filling time and reduce the influence Table 2 presents the physical parameters of the dummy.
of boundary reflecting as much as possible. The geometry The level of refinement in a CFD mesh should be decided
of fluid domain is cylindrical and meshed by hexagons by the size of the structure. The 1 : 1 length of elements
(Figure 3). The canopy geometry is designed by CATIA between the fluid and structure mesh is best for the accuracy
software and output into the FEM tool for meshing. and convergence of simulation. The grid density of the
4 International Journal of Aerospace Engineering

(a) (b) (c)

(d) (e) (f)

Figure 4: 3D canopy shape during inflation versus time: (a) 0.18, (b) 0.54, (c) 0.62, (d) 0.95, (e) 1.6, and (f) 2.0.

Table 2: Physical parameters of dummy [14]. 3. Results and Discussion

Name Value The coupled numerical model simulates the FSI performance
Mass/kg 150 of finite mass inflation and trajectory motion of a typical
Height/m 2 slot-parachute that is used for personnel/cargo or in airdrop
Relative height of CG/% 54.34 experiments. The obtained numerical results of inflation with
𝐼𝑥/(kgm2 ) 0.65 50 ms−1 initial velocity at 800 m height were compared to the
𝐼𝑦/(kgm2 ) 8.27 experimental results and two other cases with different initial
𝐼𝑧/(kgm2 ) 8.71 velocity.

fluid was controlled according to the following dynamic 3.1. Opening Process. Parachutes are stochastic systems with
refinement criteria: the regions around the folded canopy large scattering of their performance characteristics, and
and geometrically porous area (including apex and slots) various parameters can affect their inflating performance
were refined to the finest resolution; in addition, the regions dramatically. However, we did not consider the influence of
covered by the turbulent wakes, behind the dummy body and stochastic wind in this study. Figures 4(a)–4(f) show the 3D
canopy, were refined to the finest resolution. Thus, the mesh deformation of the canopy from its initial stretched shape at
resolution was adequate to model the structure. 0.0 s up to 2.0 s, when the canopy was completely inflated.
International Journal of Aerospace Engineering 5

(a) (b)
Figure 5: Comparison of parachute-load systems’ steady state ((a) is simulation results and (b) is experimental results).

25 25

20 20
Opening overload (g)
Drag area (m2 )

15 15

10 10

5 5

0 0
0 0.5 1 1.5 2 2.5 3 0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
t (s) Time (s)

20 m/s Simulation results

30 m/s Experimental data
50 m/s Figure 7: Drag force versus time (numerical and experimental).
Figure 6: Canopy projected area versus time.
50
45
Dropping velocity (m/s)

At the initial stage of inflation, the slots are narrow and 40

long; when the airstreams gathered at the top of canopy and 35
began to diffuse from the apex to skirt, the dimension of
30
slots increased as the canopy expanded. Figure 9(b) shows a
25
concavity appearing in the top of canopy for a short period,
after which the flow turns the parachute into a hemisphere, 20
indicating that the parachute comes to a steady descent 15
state. Because of the slot-design of the fabric, the breathe 10
phenomenon is not apparent in this type of parachute; 0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
however, the skirt slightly shrinks because of the inertial effect time (s)
of the unsteady flow. Finally, we computed a convergence 20 m/s
in the deformation results of the canopy structure to a 30 m/s
steadily inflating state, as shown in Figure 5. The left of the 50 m/s
figure displays the simulation results, and the right shows the Figure 8: Parachute-load system’s velocity comparison versus time.
photograph of parachute-dummy airdrop test.
The aforementioned results show that the numerical
simulation has satisfactorily captured the opening process of maximum area and then slightly slipped and tended to keep
the parachute; however, to better understand the decelerating steady. The higher initial velocity during free fall implies a
behavior of parachute-load systems, some key factors should shorter time for canopy opening.
be measured and analyzed. Figure 6 shows the drag areas of Figure 7 plots the numerically predicted load acceleration
three other parachute projections; the canopy reached the versus time curve and experimental curves from the airdrop
6 International Journal of Aerospace Engineering

24 1.015E + 05
1.014E + 05
22
1.013E + 05
20 1.012E + 05
18 1.011E + 05
16 1.010E + 05
1.009E + 05
14
1.008E + 05
12 1.007E + 05

Pressure
Velocity
10 1.006E + 05
8 1.005E + 05
1.004E + 05
7
1.003E + 05
6 1.002E + 05
5 1.001E + 05
4 1.000E + 05
9E + 03
3
8E + 03
2 7E + 03

24 1.015E + 05
22 1.014E + 05
1.013E + 05
20 1.012E + 05
18 1.011E + 05
16 1.010E + 05
1.009E + 05
14
1.008E + 05

Pressure
12 1.007E + 05
Velocity

10 1.006E + 05
8 1.005E + 05
1.004E + 05
7
1.003E + 05
6 1.002E + 05
5 1.001E + 05
4 1.000E + 05
9E + 03
3 8E + 03
2 7E + 03

24 1.015E + 05
1.014E + 05
22
1.013E + 05
20 1.012E + 05
18 1.011E + 05
16 1.010E + 05
1.009E + 05
14
1.008E + 05
Pressure

12 1.007E + 05
Velocity

10 1.006E + 05
8 1.005E + 05
1.004E + 05
7
1.003E + 05
6 1.002E + 05
5 1.001E + 05
4 1.000E + 05
3 9E + 03
8E + 03
2 7E + 03
(a) (b)

Figure 9: CFD pressure distributions and velocity vectors contours during opening ((a) is velocity vectors results and (b) is pressure
distribution results).
International Journal of Aerospace Engineering 7

1.2E + 07 0.02
0.018
1.1E + 07
0.016
1E + 07 0.014
9E + 06 0.012
0.01
8E + 06 0.008
7E + 06 0.006

Equivalent plastic strain

0.004
6E + 06 0.002

Von Mises stress

5E + 06 0
−0.002
4E + 06
−0.004
3E + 06 −0.006
2E + 06 −0.008
−0.01
1E + 06 −0.012
0 −0.014
−0.016
−1E + 06 −0.018
−2E + 06 −0.02
−3E + 06 −0.022
−0.024
−4E + 06 −0.026
(a) (b)
Figure 10: Von Mises stress and equivalent plastic strain distributions during opening ((a) is Von Mises stress results and (b) is equivalent
plastic strain results).

test. The weight of load was 300 kg, and the peak overload of Von Mises stress and the equivalent plastic strain on the
of the simulation and experiment were 23.44 and 21.36 g, canopy, we observed that the red area near the top of canopy
respectively. The figure shows that these two curves are very experiences high levels of fabric strength. The central area of
close, considering the approximations used in the model. The each gore also suffers higher tensile strength than the average
numerical and experimental results differ by approximately level of the whole canopy.
0.1 s in their initiation; that is, the numerical curve starts
0.1 s ahead of the experimental curve. This is because of the 4. Conclusions
representation of the initial shape of canopy in the FSI model
that has a larger volume than the experimental canopies. This paper presents the FSI phenomenon of a parachute
Moreover, we did not entirely consider the damping effect of during finite mass inflation with low speed and altitude.
the canopy, which has a strong effect on the peak force value The results of the numerical model were compared with the
in the numerical models in this study. The larger the damping experimental results obtained from the airdrop test, and the
constant is, the lower the numerically predicted peak force is. curves from different conditions of numerical models were
The instant velocity when canopy is stretched is equal to compared and investigated. The ALE technique is capable
the initial velocity of opening. Figure 8 shows the velocity of reproducing the FSI phenomenon of a parachute during
change of the parachute-load system. The velocities reduced opening process. Both the SD of canopy and fluid field
rapidly at the beginning of the opening process for high evolvement around parachute were visually simulated and
overloads and then tended to keep steady with the balance analyzed. The changing rules of the shape and overload of
between the drag and aerodynamic forces on the canopy. the canopy were in good agreement with experimental data,
These steady velocities could be used as the initial velocities of which prove the good inflating performance of this type of
the nine degrees of freedom models to compute the trajectory slot-parachute.
of the parachute-load system. As mentioned earlier, this numerical approach can be
The FSI model also predicts a phenomenon known as a part of the integrated simulation system of parachute
wake recontact, shown in Figure 9. Wake recontact can occur airdrop and is now being increasingly studied. Future studies
in finite mass openings during or soon after the load has should consider much more uncertainties and probabilities
undergone maximum deceleration. The wake trailing the in environmental factors, such as gust.
opening canopy starts moving close to the speed of the
load. As a result, when the load undergoes its maximum Competing Interests
deceleration, the wake contacts the apex of the canopy. The
The authors declare that they have no competing interests.
recontacting wake results in a negative differential pressure
that indents the apex of the canopy. This phenomenon can
also be seen in Figure 4(e).
Acknowledgments
The structure response of the canopy under aerodynamic This study was cosupported by Research Project of Chinese
pressure can also be seen in Figure 10. From the distribution National University of Defense Technology (no. JC13-01-04)
8 International Journal of Aerospace Engineering

and the National Natural Science Foundation of China (Grant

nos. 51375486 and 11272345).

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