Aerostructural design optimization of a continuous morphing trailing edge aircraft for improved mission performance

Burdette, David A.; Kenway, Gaetan K.; Martins, Joaquim R. R. A.

doi:10.2514/6.2016-3209

Cited by 22 publications

(17 citation statements)

References 27 publications

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“…Both MACH and OpenAeroStruct are optimizer-independent, but for this study we use SNOPT [25] exclusively. SNOPT is a sequential quadratic programming, gradient-based optimizer which has been thoroughly vetted for aerodynamic shape optimization and aerostructural design optimization [10][11][12][13].…”

Section: Optimizermentioning

confidence: 99%

“…Martins et al [9] accomplished a CFD-based aerostructural optimization of a supersonic business jet. More recently, a number of studies have been published on the high-fidelity design optimization of the Common Research Model (CRM) benchmark wing [10][11][12][13]. Application of MDO to future aircraft concepts like the blended wing-body [14] and D8 [15] has also been a fruitful area of research.These results have strengthened the credibility of MDO and its applicability to practical aircraft design problems.…”

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confidence: 99%

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Multimodality in Aerodynamic Wing Design Optimization

Bons

Mader

et al. 2019

AIAA Journal

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The application of gradient-based optimization to wing design could potentially reveal revolutionary new wing concepts. Giving the optimizer the freedom to discover novel wing designs may increase the likelihood of multimodality in the design space. To address this issue, we investigate the existence and possible sources of multimodality in the aerodynamic shape optimization of a rectangular wing. Our test case, specified by the ADODG Case 6, has a high dimensionality design space and a large degree of flexibility within that design space. We study several subproblems of this benchmark test case and analyze the multimodality introduced by each set of variables. We find evidence of multimodality with both inviscid and viscous analysis. In the full case we find that optimization with inviscid analysis yields multiple non-intuitive local minima. Adding consideration of viscous effects does not remove the multimodality, but allows the multiple local minima to be explained with physical reasoning. Additionally, we find that the shape of the optimized wing is highly dependent on the interplay between induced and viscous drag, providing more incentive to consider viscous effects in the analysis. The best result found by the optimizer reduces the total drag of the baseline wing by 22%.Many of the applications of MDO to aircraft design have been targeted at optimizing specific configurations or features. In one of the first demonstrations of numerical optimization in wing design, Hicks and Henne [4] modified the design of a swept wing with airfoil shape and twist variables to reduce wave drag and increase L/D. Jameson et al. [5] optimized a wide-body wing and wing-fuselage configuration and recovered a shock-free surface. Several studies have investigated the optimization of winglets [6][7][8]. Martins et al. [9] accomplished a CFD-based aerostructural optimization of a supersonic business jet. More recently, a number of studies have been published on the high-fidelity design optimization of the Common Research Model (CRM) benchmark wing [10][11][12][13]. Application of MDO to future aircraft concepts like the blended wing-body [14] and D8 [15] has also been a fruitful area of research.These results have strengthened the credibility of MDO and its applicability to practical aircraft design problems. However, these studies focused on the refinement of existing technologies, or making good aircraft better. There are sound reasons for starting an optimization problem from a design that already employs state-of-the-art knowledge and techniques. In high-fidelity aerostructural optimizations for example, starting the optimization with a poor initial design can prevent the optimizer from finding a feasible solution. However, in the long term, we want to make MDO robust enough that it can be used to explore the full design space and discover novel designs. Ideally we would be able to start an optimization from a sphere and recover an airplane that would be optimally suited to its mission requirements. Gagnon and Zingg [16] tes...

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Section: Optimizermentioning

confidence: 99%

mentioning

confidence: 99%

Multimodality in Aerodynamic Wing Design Optimization

Bons

Mader

et al. 2019

AIAA Journal

Self Cite

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“…Using Eqs. (7) and (8) in Eq. (9) for steady level flight with any spanwise-symmetric lift distribution, and enforcing the assumption that the proportionality constant is spanwise invariant gives…”

Section: A Prandtl's Formulationmentioning

confidence: 99%

“…Because of the high computational costs of CFD and FEA, significant effort has been made to develop methods that decrease computation time without sacrificing fidelity. [2][3][4][5] High-fidelity methods are generally used for detail-level design of all aircraft, 6 but are sometimes used at the conceptual and preliminary design levels for unconventional geometries and structures, such as morphing trailing edge wings 7,8 and tow-steered wings. 9,10 Although high-fidelity methods have seen significant reductions in computational time, they still carry heavy computational requirements.…”

Section: Introductionmentioning

confidence: 99%

Numerical Algorithm for Wing-Structure Design

Taylor

Hunsaker

Joo

2018

2018 AIAA Aerospace Sciences Meeting

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“…The segmented flaps of the VCCTEF system also make it distinct from morphing trailing edge concepts such as the Adaptive Compliant Trailing Edge 7 and FlexSys system, 8 where the entire flap and internal structure maintain a smooth shape in both the chordwise and spanwise directions. Note that concurrent to the overall VCCTEF study, Burdette et al 9 have studied similar morphing trailing edge geometries on the NASA Common Research Model 10 by conducting high-fidelity, aeroelastic analysis over an entire typical mission.…”

Section: Introductionmentioning

confidence: 99%

Distributed-Flap Layout Trade Study on a Highly Flexible Common Research Model

Rodriguez¹,

Aftosmis

Nemec

et al. 2018

2018 Multidisciplinary Analysis and Optimization Conference

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The results of a layout trade study of a full-span, trailing-edge flap system for the NASA Common Research Model are presented. Previously developed analysis and design tools are used to determine the potential performance benefits of several flap layouts on a highly flexible version of the aircraft wing. The wing is first re-twisted for optimal aerodynamic performance at the design cruise condition while addressing aeroelastic effects. Several flap layouts are then installed on the new baseline wing. The deflection of each segment on all flap layouts is then optimized for aerodynamic performance at an overspeed flight condition to ascertain the effectiveness of each flap system. The results indicate that employing twosegment flaps greatly improves overspeed performance as compared to using no or just single-segment flaps. The study also showed that additional segments offer only incremental improvements in performance. The results also show that using only four spanwise flaps can produce meaningful performance gains. Overall, the trade study results suggest a simple distributed flap system (four spanwise flaps with two segments each) can reduce the drag of the Common Research Model by 13 counts at a Mach number that is 3.5% higher than the design cruise point.

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Aerostructural design optimization of a continuous morphing trailing edge aircraft for improved mission performance

Cited by 22 publications

References 27 publications

Multimodality in Aerodynamic Wing Design Optimization

Multimodality in Aerodynamic Wing Design Optimization

Numerical Algorithm for Wing-Structure Design

Distributed-Flap Layout Trade Study on a Highly Flexible Common Research Model

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