Scalable Parallel Approach for High-Fidelity Steady-State Aeroelastic Analysis and Adjoint Derivative Computations

Kenway, Gaetan K.; Kennedy, Graeme J.; Martins, Joaquim R. R. A.

doi:10.2514/1.j052255

Cited by 258 publications

(196 citation statements)

References 50 publications

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“…The overall framework is called MACH-multidisciplinary design optimization (MDO) of aircraft configurations with high fidelity [16]. With this set of tools, it is possible to perform high fidelity aerostructural analysis and optimization of full aircraft configurations.…”

Section: A Methodologymentioning

confidence: 99%

“…Nonlinear block Gauss-Seidel (NLBGS) with Aitken acceleration [23] is used for the non-linear system which has proven sufficiently robust for the range of flight conditions considered. The adjoint system uses the coupled Krylov (CK) method [16], which has a significant speed advantage over the traditional linear block Gauss-Seidel (LBGS) solver.…”

Section: Aerostructural Solvermentioning

confidence: 99%

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Aerostructural optimization of the Common Research Model configuration

Kenway

Kennedy

Martins

2014

15th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference

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The NASA Common Research Model (CRM) has become a standard test case for verification and validation of Reynolds averaged Navier-Stokes computational fluid dynamics codes. In this paper we evaluate the suitability of the CRM for aerostructural and aeroelastic optimization studies. Since the CRM was originally intended for aerodynamic studies only, the undeformed geometry is not available. To address this issue, we designed a jig shape and the corresponding wingbox structure for the CRM using an inverse design procedure. The results are verified by computing the drag coefficient of the aerostructural solution with the jig shape at the nominal CRM operating conditions. The drag differs by less than one drag count relative to the CRM original shape. Using the CRM jig geometry, a sample high-fidelity aerostructural optimization is performed to determine the potential decrease in fuel burn for a long-range design mission when varying wing planform and airfoil shapes. The optimization increases the aspect ratio of the wing from 9.0 to 12.6 and reduces the fuel burn by 8.8%. We also perform a series of gust load analysis on both the initial and optimized designs and determine that the optimized structure is critical under gust loads. The aerostructural optimization produces a high aspect ratio wing with effective passive aeroelastic tailoring, but additional load cases with cruise-like lift distributions are required to produce a more realistic wing design.

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Section: A Methodologymentioning

confidence: 99%

Section: Aerostructural Solvermentioning

confidence: 99%

Aerostructural optimization of the Common Research Model configuration

Kenway

Kennedy

Martins

2014

15th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference

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“…The FEA solver uses here is the toolkit for the analysis of composite structures (TACS) [14], which uses first-order shear deformation theory (FSDT) quadrilateral shell elements. The aerodynamics and structures solvers used here are detailed in Kenway et al [15] The parametric geometry modeler and parametric structural modeler are part of the open-source geometry-centric MDO of aircraft configurations with high fidelity (GeoMACH) tool suite. The objectives and implementation of the software in GeoMACH is presented in Hwang and Martins [8], but both the parametric geometry modeler and the parametric structural modeler have been overhauled and the improvements are detailed in Secs.…”

Section: B Softwarementioning

confidence: 99%

Geometry and Structural Modeling for High-Fidelity Aircraft Conceptual Design Optimization

Hwang

Kenway

Martins

2014

15th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference

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High-fidelity computational design tools have advanced considerably in the last few decades, but there are still bottlenecks that suppress their impact in conceptual design. This paper aims to address some of these bottlenecks through a parametric geometry modeler for unconventional configurations with an efficient derivative computation and a parametric structural modeler that automatically generates full finite element meshes. As a demonstration, lift-constrained drag minimization of a truss-braced wing design is performed with respect to 532 design variables and 951 constraints with the Euler equations solved on a 1.42 million cell mesh.

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“…In order to facilitate gradient based optimization, the coupled-adjoint method is used Kenway et al (2014). The sensitivity of any function of interest I with respect to any design variable x is computed by:…”

Section: Aerostructural Analysis and Optimization Frameworkmentioning

confidence: 99%

“…To achieve the required accuracy, more physics based methods are required such as Computational Fluid Dynamics (CFD) and Finite Element Methods (FEM) tools. Example of application of such high-fidelity analysis for wing optimization can be found in the work of Martins et al (2004), Kennedy and Martins (2014) and Barcelos and Maute (2008). The downside of these tools is that they require the use of high performance computational resources, making optimization problems in some cases too costly to solve.…”

Section: Introductionmentioning

confidence: 99%

Concurrent wing and high-lift system aerostructural optimization

Kieboom

Elham

2017

Struct Multidisc Optim

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A method is presented for concurrent aerostructural optimization of wing planform, airfoil and high lift devices. The optimization is defined to minimize the aircraft fuel consumption for cruise, while satisfying the field performance requirements. A coupled adjoint aerostructural tool, that couples a quasi-three-dimensional aerodynamic analysis method with a finite beam element structural analysis is used for this optimization. The Pressure Difference Rule is implemented in the quasi-three-dimensional analysis and is coupled to the aerostructural analysis tool in order to compute the maximum lift coefficient of an elastic wing. The proposed method is able to compute the maximum wing lift coefficient with reasonable accuracy compared to high-fidelity CFD tools that require much higher computational cost. The coupled aerostructural system is solved using the Newton method. The sensitivities of the outputs of the developed tool with respect to the input variables are computed through combined use of the chain rule of differentiation, automatic differentiation and coupled-adjoint method. The results of a sequential optimization, where the wing shape and high lift device shape are optimized

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Scalable Parallel Approach for High-Fidelity Steady-State Aeroelastic Analysis and Adjoint Derivative Computations

Cited by 258 publications

References 50 publications

Aerostructural optimization of the Common Research Model configuration

Aerostructural optimization of the Common Research Model configuration

Geometry and Structural Modeling for High-Fidelity Aircraft Conceptual Design Optimization

Concurrent wing and high-lift system aerostructural optimization

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