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Aerodynamic DepartmentInstitute of Aviation
Numerical DesignNumerical DesignNumerical Design of Turbulent WingsNumerical Design
of Turbulent Wingsgfor Small Aircraft
gfor Small Aircraft
Jerzy Żółtak
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
yWieńczysław Stalewski
Aerodynamic DepartmentInstitute of Aviation
Introduction
GOALS:
To develop a cost efficient methodologyf i ft / i d i d ti i tiof aircraft / wing design and optimisation.
To adapt the methodology to design processof AC1 and AC2 turbulent wings.
To design a turbulent wing for AC1 and AC2concepts of small aircraft, using MDO technique. The designed wing should fulfil as good as it is possible defined objectives and constraintsis possible defined objectives and constraints
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Parametric Design and Optimisation
Designgn
em Environmental Objectives
De
ProDesign Variables
Des
igPr
oble Environmental
VariablesObjectives
& Constraints
esign oblem
to find optimal set of design variables definingal
G
to find optimal set of design variables defining optimal object (e.g. geometry of the wing)G
oa
Goal
Codes evaluating
Parametric model of Optimisationls
Toevaluating objectives
& constraints
model of optimised geometry
OptimisationmethodsTo
ol
ools
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Methodology of Parameterisation (1)
Design Components
Design ParametersScalars describing Components
Scalars
Points
modifications of design components
Points
Curves (NURBS)
Surfaces (NURBS)
Set of Standard Actions
User Defined ProceduresSurfaces (NURBS)
Solids (NURBS)Library of Typical
Geometrical Procedures
Construction Algorithm
OBJECT GEOMETRY
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Methodology of Parameterisation (1)
Airfoil (NURBS curve)Control Points
airfoil
forward swept wing
wing
helicopter rotor
air-intake
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Parametric model of the aircraft / wing
Software implementation…
CODA3Dparam in house code ……… Two modes of work: I i d d i / difi h bj b h i Interactive mode: user designs/modifies the object by changing
values of design parameters, seeing the effects on the screen Batch mode: the code is executed automatically, usually called by
optimization code. In this case the input is the set of designvariables, the output is geometry of the wing/aircraft.
Speed: the geometry of parameterised object is generatedand visualized in real time.
Flexibility: the parameterisation may be easily customized, appropriatelyto given requirements. The design space may be both reduced g q g p yor expanded.
Export: the designed geometry of wing/aircraft may be exportedin different formats Particularly the smooth surface of the wingin different formats. Particularly, the smooth surface of the wingmay be exported in IGES format (readable by most of CADsystems). In presented work, the geometry of the wing was exported usually as the input data for codes evaluating objectives
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
exported usually as the input data for codes evaluating objectives and constraints.
Aerodynamic DepartmentInstitute of Aviation
Optimisation MethodsMultidisciplinary Optimisation
Multi-disciplinary , multi-objective formulation of the optimisation problem
i d d t d ti f th d i
Numerical Optimisation Di t
is recommended to decrease time of the design process.
pGenetic Algorithm
CODA3Dgenetics code I l i f l i
Direct Design
& OptimisationImplementation of: multi-
objectiveconstrained genetic
Based on designer experience
algorithm
Global search of optimal solutions across
the whole design space
“Manual” improvements and modifications of solutions obtained by
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
the whole design space numerical optimisation
Aerodynamic DepartmentInstitute of Aviation Multidisciplinary Optimisation
Optimisation Methods
CFD CSM+Aerodynamic load distribution along box-beam structure
Pressure distribution on aircraft surface Load [N/m]: 0 600 1200 1800 2400 3000 3600 4200 4800 5400 6000
Cp: -1.6-1.4-1.2 -1 -0.8-0.6-0.4-0.2 0 0.2 0.4 0.6 0.8 1
Bending moment distribution along box-beam structure
Bending Moment [Nm]: 0 20000 40000 60000 80000 100000
CODA3Dpanel3dbl: panel method coupled with boundary layer analysis (strong viscous-inviscid interaction)CODA3Dfps3dbl: solution of full potentialCODA3Dfps3dbl: solution of full potential equation coupled with boundary layer analysis (strong viscous-inviscid interaction)Coda3Dvlm2: Vortex Lattice Method taking into account viscous effects
Coda3Dstruct: structural analysis based on box-beam model. Evaluation of minimal weight of wing structure enable to keep aerodynamic loads.
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
into account viscous effects g p y
Aerodynamic DepartmentInstitute of Aviation
Evaluation of Objectives & Constrains
Direct Evaluation using codes:
Response Surface Methodologyg
CODA3Dpanel3dbl
CODA3Dfps3dbl
gy
Design of Experiment
ch: 2-ndCODA3Dfps3dbl
Coda3Dvlm2
Coda3Dstruct
Design of Response
SurfacesApp
roac
d ApproaSurfaces
1-st
ach:
Exact values Approximated valuesExact values of objectives &
constraints
Approximated values of objectives &
constraints
Optimisation methods
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Methodology of Design & Optimisation
Design Variables
PARAMETERISATIONAutomatic Mode
OPTIMISATION: Genetic AlgorithmEnvironmental Variables
Wing / AircraftGeometryy
Analysis of physicalproperties
Objectives& Constraints
ParetoSetproperties & Constraints Set
DESIGN & OPTIMISATIONDirect Mode
Selection of the best solutions
PARAMETERISATIONInteractive Mode
Direct Mode
Wing / AircraftGeometry
Environmental Variables
Detailed analysisof physical properties
Final geometryof design cycle
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
of physical propertiesof design cycle
Aerodynamic DepartmentInstitute of Aviation
NumericalNumericalNumericalDesign of Turbulent
NumericalDesign of Turbulentg
Wing for Small Aircraftg
Wing for Small AircraftAerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
AC1 Wi AC2 Wi
Design & Optimisation of Turbulent Wing (1)
AC1 Wing AC2 WingWing Segmentation Two Segments (Rolled Surfaces)
Aileron Segment Area – Fixed
Root Section Chord Fixed FixedAirfoil ILL518 ILM115
Middle Segment Chord Free Defined by mixing of root and tip airfoilsAirfoil Free
Tip Segment Chord Free FixedAirfoil ILL513 ILM111
Sweep Angle Free FixedSpan Free FixedSpar position [%chord] FixedSpar position [%chord] Fixed
Distribution of Twist Free FreeMean Line Free Free
line of 60% chord is V l f f l t kOther%
perpendicular to symmetry plane
Volume of fuel tank greater then fixed value
Number of Parameters 11 6
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Definition of Basic Geometric Parameters
Aerodynamic DepartmentInstitute of Aviation
L L
Design & Optimisation of Turbulent Wing (2)
maxLM CF c
cC D
LF w
wW W
LF Where:CLmax – maximum of CL for landing/take off conditionLC – lift of the wing at cruise condition, DC – drag of the wing at LCC g g CLW – global lift of aircraft for 2.5 g acceleration, WW – minimal weight of the wing structure enabled
to keep aerodynamic load at LW
Basic Design Points Objective Functions
Design & Optimisation Objectives
Basic Design Points Objective Functions
AC1 Wing Priority 1 (cruise)Priority 2 (landing/take off) FM, FC1 , FW1
AC2 WingPriority 1 (cruise)Priority 2 (cruise)Priority 3 (cruise)
FM, FC1 , FC2 , FW1
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Priority 3 (cruise)Priority 4 (landing/take off)
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of Turbulent Wing (3)
Additionally some aerodynamic constraints were established.They expressed following requirements:They expressed following requirements:
pitching moment must be limited
lli i i stalling must not occur at wing tip
maximum of local Mach on the wing upper/lower surface must not exceed assumed limitssurface must not exceed assumed limits (for transonic design points)
Design & Optimisation Objectives
No geometrical constraints were established because all of them were taken into consideration within the parametric
d l f th i
g p j
model of the wing.
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
The objectives and constraints were calculated using
Design & Optimisation of Turbulent Wing (4)
The objectives and constraints were calculated using cost effective, simplified in house codes:
CODA3Dfps3dbl - full potential solver coupled with boundary l l i (i l di fl ti )layer analysis (including flow separation)
CODA3Dpanel3dbl - panel method coupled with boundary layeranalysis (including flow separation)
CODA3Dstruct - structural analysis based on box-beam model
CODA3Dvlm2 - Vortex Lattice Method taking into accounti ff t ( ti ti f C )viscous effects (estimation of CLmax)
Additionally analysis were done also using commentarial codes:MSES - pre and post analysisMSES pre and post analysisFLUENT - post analysis
D i i l ti i ti i G tiDuring numerical optimisation using Genetic Algorithm (CODA3Dgenetics), objectives and constraints were evaluated by Direct Calculations
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
and Response Surface Methodology.
Aerodynamic DepartmentInstitute of Aviation
Numerical Numerical Design Design
of AC1 Turbulent Wing for Small Aircraft
of AC1 Turbulent Wing for Small Aircraftfor Small Aircraftfor Small Aircraft
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC1 Turbulent Wing (1)
PARETO SETAC1T-IOA-01
Projection of on FM-FC space GENETIC ALGORITHMPopulation: 48
CLm
ax
Number of Generations: 300Number of Pareto-Optimal Solutions: 1093
L /D
SELECTION OF „THE BEST” SOLUTIONAssumed Priorities: 1) FC
PARETO SETAC1T-IOA-01
PARETO SETAC1T-IOA-01
L1/DW1
Projection of on FM-FW space Projection of on FW-FC space
) C
2) FM
3) FW
CLm
ax
L 2/W
W2 SELECTED
WINGL
AC1T-IOA-01
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
L2/WW2 L1/DW1
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC1 Turbulent Wing (2)
TwistCamber of Mean LineThickness
ST
[deg
]
NE
SS
[%c]
LIN
E[%
c]
Δ=1
TWIS
THIC
KN
ME
AN
Δ=0.5Δ=1
Eta0 0.2 0.4 0.6 0.8 1
Eta0 0.2 0.4 0.6 0.8 1
Eta0 0.2 0.4 0.6 0.8 1
Geometrical Properties of Selected Wing AC1T-IOA-01Geometrical Properties of Selected Wing AC1T-IOA-01
AC1T-IOA-01AC1T-BASELINE
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Planform of Selected Wing AC1T-IOA-01
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC1 Turbulent Wing (3)
Cruise Flight Conditions
The Pitching MomentThe Drag PolarCruise Flight Conditions
)
AC1T-IOA-01AC1T-BASELINE
Cruise Flight Conditionsm
2 ]
AC1T-IOA-01AC1T-BASELINE
Cruise Flight Conditions
Δ=0.2 Δ=0.01
Δ=0.1Δ=5
Cm
(Win
g)
CD
(win
g)·S
[m
crui
se
limit of pitching moment
CL (Wing)
Conditions of optimization:
CL (aircraft)·S [m2]
Conditions of optimization: Minimum drag at cruise design point Minimum pitching moment related to wing aerodynamics
centre in cruise configuration
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
g Pitching moment coefficient for CL= 0 limited
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC1 Turbulent Wing (4)
The Maximise Lift Coefficient
Referencemaximumliftcoefficient
CL (aircraft)CL (wing)
Δα=2
Δ=0.2
Δ=0.2
Δα=2
AC1T-IOA-01
LowSpeed, ISA, SL
AC1T-IOA-01
LowSpeed, ISA, SL
AngleofAttack
AC1T-BASELINE
AngleofAttack
AC1T-BASELINE
Aerodynamic Properties of the AC1T-IOA-01 Wing
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
y p g
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC1 Turbulent Wing (5)
Initial stalling calculated using
separation
Initial stalling calculated using CODA3Dpanel3dbl
(panel method coupled with boundary layer analysis)
+
1
+ 2 + 3
IN
IT
IN
IT
IN
IT +
IN
IT +
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic Properties of the AC1T-IOA-01 Wing
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC1 Turbulent Wing (6)High Lift System
CRUISEFlap deflection =0 deg Two end-sections of flap zone
were selected to 2D design of
Y=985 mm TAKE-OFF
high lift system.For both sections the Fowler type flap was designed by
Y=5195 mmY=985 mm TAKE OFF
Flap deflection =15 deg adaptation of ILL518 high lift systemThe following deflections of the
Y=5195 mmY=985 mm
LANDINGFlap deflection = 35 deg
gflap were chosen:
TAKE-OFF: 15 degLANDING: 35 degLANDING: 35 deg
The 2D optimisation of gap and overlap (flap position) for selected sections is in the
Y=5195 mmY=985 mm
selected sections is in the progress.
High Lift System for AC1T-IOA-01 Wing
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
High Lift System for AC1T-IOA-01 Wing
Aerodynamic DepartmentInstitute of Aviation
Numerical Numerical Design Design
of AC2 Turbulent Wing for Small Aircraft
of AC2 Turbulent Wing for Small Aircraftfor Small Aircraftfor Small Aircraft
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC2 Turbulent Wing (1)
PARETO SETAC2T-IOA-08Projection of on FC1-FM space GENETIC ALGORITHM
Population: 380L 1/D
W1
Number of Generations: 180Number of Pareto-Optimal Solutions: 2559
Pareto Set evaluated using RSMg
SELECTION OF „THE BEST” SOLUTIONAssumed Priorities: 1) FC1
PARETO SETAC2T-IOA-08
PARETO SETAC2T-IOA-08
CLmax
Projection of on FC2-FM space Projection of on FW-FM space2) FC2
3) FM4) FW
L 3/W
W3
L 2/DW
2 SELECTED WINGL
AC2T-IOA-08
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
CLmaxCLmax
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC2 Turbulent Wing (2)
Thickness Camber of Mean Line Twist
Δ=1
KN
ES
S[%
c]
NLI
NE
[%c]
WIS
T[d
eg]
THIC
K
ME
AN
TW
Δ=1Δ=0.4
Eta0 0.2 0.4 0.6 0.8 1
Eta0 0.2 0.4 0.6 0.8 1
Eta0 0.2 0.4 0.6 0.8 1
Eta Eta Eta
Geometrical Properties of Selected AC2T-IOA-08 Wing
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC2 Turbulent Wing (3)
The Moment CoefficientThe Drag Coefficient
CODA3Dfps3dblFLUENT required CLmax
CODA3Dfps3dblFLUENT
tcoe
ffici
ent required CLmax
ΔC 0 2
CLCL
g
tchi
ngm
omen
t
effic
ient
ΔCL=0.2ΔCL=0.2
ΔCm=0.1ΔCD=0.002
required CLmax
CL rangerequired CLmax
limit
ofpi
t
CL range
ngm
omen
tcoe
CL range
C i P i it 1
CODA3Dfps3dblFLUENT
C i P i it 2 C i P i it 1
CL rangeCODA3Dfps3dblFLUENT
C i P i it 2
limit
ofpi
tchi
n
C C C CCruise Priority 1 Cruise Priority 2 Cruise Priority 1 Cruise Priority 2CD CD Cm Cm
Aerodynamic Properties of the AC2T-IOA-08 Wing
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC2 Turbulent Wing (4)
The Maximise Lift CoefficientThe Maximise Lift Coefficient
required CLmax (Wing)
CL (wing)
ΔCL=0.2
Δα = 2
AC2 aircraft - CODA3Dpanel3dblisolated wing CODA3Dvlm2
Low Speed Priority 4
α[°]
Aerodynamic Properties of the AC2T-IOA-08 Wing
isolated wing - CODA3Dvlm2α[°]
Aerodynamic Properties of the AC2T-IOA-08 Wing
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation 1.4
M=0.716, H=31000 ft M=0.716, H=31000 ftPriority 1 CruisePriority 1 Cruise
Design & Optimisation of AC2 Turbulent Wing (5)
Aerodynamic Properties of the AC2T-IOA-08 Wing 1.0
1.2Priority 1 CruisePriority 1 Cruise
M
0.6
0.8
Pressure distribution on wing at selected section and different value of lift 0 0
0.2
0.4 CL=0.16CL=0.23CL=0.35
y/ymax = 0.10
CL=0.16CL=0.23CL=0.35
y/ymax = 0.40
minmaxexp
minmaxexp
and different value of lift coefficient
0 0M=0.716, H=31000 ft
1 0
1.2
1.4M=0.716, H=31000 ft
Priority 1 Cruise Priority 1 CruisePriority 1 CruisePriority 1 Cruise
M
0 6
0.8
1.0
CL=0.16CL=0.23CL=0.35
0.2
0.4
0.6
CL=0.16CL=0.23CL=0.35
minmaxexp
minmaxexp
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
y/ymax = 0.900 0
y/ymax = 0.70
Aerodynamic DepartmentInstitute of Aviation
Design & Optimisation of AC2 Turbulent Wing (6)1.4
M=0.610, H=41000 ft1.4
M=0.610, H=41000 ftPriority 2 Cruise Priority 2 Cruise
Aerodynamic Properties of the AC2T-IOA-08 Wing 1.0
1.2
1.0
1.2Priority 2 Cruise Priority 2 Cruise
M
0.6
0.8
M
0.6
0.8
Pressure distribution on wing at selected section and different value of lift
0.2
0.4 CL=0.33CL=0.49CL=0.75
y/ymax = 0.400.2
0.4 CL=0.33CL=0.49CL=0.75
y/ymax = 0.10
minmaxexp
minmaxexp
and different value of lift coefficient
1.2
1.4M=0.610, H=41000 ft M=0.610, H=41000 ft
0 00 0
Priority 2 CruisePriority 2 Cruise
M
0.8
1.0
0 2
0.4
0.6
CL=0.33CL=0.49CL=0.75
CL=0.33CL=0.49CL=0.75
minmaxexp
minmaxexp
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 20090 0
0.2y/ymax = 0.70 y/ymax = 0.90
Aerodynamic DepartmentInstitute of Aviation
Initial stalling calculated using
Design & Optimisation of AC2 Turbulent Wing (7)
separation
Initial stalling calculated using CODA3Dpanel3dbl
(panel method coupled with boundary layer analysis)
separation
T T +
2
T +
4
IN
IT
IN
IT
IN
IT
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic Properties of the AC2T-IOA-08 Wing
Aerodynamic DepartmentInstitute of Aviation
Conclusions
The cost efficient methodology of aircraft / wing d i d ti i ti d l ddesign and optimisation was developed.
The methodology was adapted to specific design process of AC1 and AC2 t rb lent ingdesign process of AC1 and AC2 turbulent wing.
The MDO technique was applied to designa turbulent wing for AC1 and AC2 concept of small aircrafta turbulent wing for AC1 and AC2 concept of small aircraft.
The final results of performed design process are the wings AC1T-IoA-01 and AC2T-IoA-08 respectivelyAC1T-IoA-01 and AC2T-IoA-08 respectively. The designed wing fulfils most of defined objectives and constraints.
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Aerodynamic DepartmentInstitute of Aviation
Methodology of Parameterisation
P t 1Parameter 1
eter
2Pa
ram
e
Aerodynamic design of Small Aircraft, Training Workshop, Prague, 18-19 March 2009
Example: Two-Parametric Family of Air-Intakes