Generic Process for Air-Vehicle Concept Design and Assessment

Doherty, John J.; McParlin, Stephen C.

doi:10.2514/6.2004-895

Cited by 3 publications

(1 citation statement)

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“…The QinetiQ Constrained Optimisation Design for Aerodynamic Shapes (CODAS) tool was initially developed for air-vehicle design in the early 1990s and has subsequently been extensively used by QinetiQ and industry for a wide variety of conventional single-point and multi-point aerodynamic shape optimisation applications, many of which have been validated via wind-tunnel testing [4][5][6][7] . CODAS combines numerical constrained optimisation and generalised parametric surface design, with a number of computational aerodynamic prediction methods including NEWPAN.…”

Section: A Existing Optimisation Methodsmentioning

confidence: 99%

Operations Based Optimisation Using Simulation and CFD

Doherty¹,

Clifton²,

Gillan

et al. 2007

45th AIAA Aerospace Sciences Meeting and Exhibit

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An initial investigation of an optimisation based approach for design across a continuous range of operating conditions is presented. The objective for this 'operations based optimisation' approach is to avoid the need to choose critical design point conditions and associated weighting factors by tackling the overall operational performance instead. The approach integrates numerical optimisation, response surface modelling, CFD and operational simulation. An optimisation test bed involving the aerodynamic optimisation of a Champ Car rear wing assembly for reduced lap time using track simulation has been developed to assess the new optimisation approach. Details of the operations based optimisation approach and the Champ Car test bed are reported. Results generated using the new approach are presented and the wider potential of the approach for aerospace applications is discussed. NomenclatureC D = drag coefficient for full car C L = downforce coefficient for full car C Dc = drag coefficient for main car chassis with contribution of rear wing assembly removed C Lc = downforce coefficient for main car chassis with contribution of rear wing assembly removed C Drw = drag coefficient for rear wing assembly calculated in isolation with onset conditions C Lrw = downforce coefficient for rear wing assembly calculated in isolation with onset conditions K = suspension force coefficient LT = lap time m = total mass of car µ = tyre coefficient of friction P = engine power r = yaw rate rh = car ride height R = local radius of curvature along racing line V = speed of car

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Section: A Existing Optimisation Methodsmentioning

confidence: 99%