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A definition of the multidisciplinary design optimization (MDO) is introduced, and functionality and relationship of the MDO conceptual components are examined. The latter include design-oriented analysis, approximation concepts, mathematical system modeling, design space search, an optimization procedure, and a humane interface.
Structural optimization procedures usually start from a given design topology and vary its proportions or boundary shapes to achieve optimality under various constraints. Two different categories of structural optimization are distinguished in the literature, namely sizing and shape optimization. A major restriction in both cases is that the design topology is considered fixed and given. Questions concerning the general layout of a design (such as whether a truss or a solid structure should be used) as well as more detailed topology features (e.g., the number and connectivities of bars in a truss or the number of holes in a solid) have to be resolved by design experience before formulating the structural optimization model. Design quality of an optimized structure still depends strongly on engineering intuition. This article presents a novel approach for initiating formal structural optimization at an earlier stage, where the design topology is rigorously generated in addition to selecting shape and size dimensions. A three-phase design process is discussed: an optimal initial topology is created by a homogenization method as a gray level image, which is then transformed to a realizable design using computer vision techniques; this design is then parameterized and treated in detail by sizing and shape optimization. A fully automated process is described for trusses. Optimization of two dimensional solid structures is also discussed. Several application-oriented examples illustrate the usefulness of the proposed methodology.
In order to understand the complex meteoroid environment that threatens spacecraft in near Earth space, ground based observational techniques provide us with an effective option for evaluating the important parameters of flux, speed, mass, density and directionality. While no observational method (in ]situ or ground based detectors) provides bias free measurements of direct quantities, there are several benefits to using the Earth as a detector for calibrating meteoroid models that extend to the inner Solar System and beyond Earth fs orbit. The Earth constantly interacts with meteoritic particles from comets and asteroids as they evolve from their parent objects through dynamical processes. Modeling these dynamical processes with a physics ]based approach can help reveal the causes of observational features but developing those models involves constraining sequences of poorly defined parameters. These parameters must be tuned to a particular detector that offers direct or indirect measurements of mass, density, flux and speed - the quantities used in evaluating penetration risk. The following topics will be discussed: a) Consistency between ground based and in.situ measurements of flux in Earth orbit. b) Consistency between radar and electro.optical speed determinations and agreement of these with dynamical studies. c) The fact that there are six sporadic sources which cannot be determined by integrated line of sight emissivity: Observations using IRAS or COBE cannot give you all important directionality needed for risk evaluations. d) The large collecting area of the Earth s atmosphere compared to in.situ detectors gives better number statistics in the threat regime. The NASA Meteoroid Environment Office utilizes ground based radar and electro.optical measurements to calibrate the Meteoroid Engineering Model (MEM). As MEM is an engineering design model our main emphasis is on threat size particle, speed, flux and directionality. However, MEM has acknowledged limitations particularly with regard to source strength as a function of mass and work is proceeding with improved distributions that will rectify many of these shortcomings.
MIT, Aurora Flight Sciences, and USC have collaborated to assess the feasibility of electric, hybridelectric, and turbo-electric propulsion for ultra-efficient commercial transportation. The work has drawn on the team expertise in disciplines related to aircraft design, propulsion-airframe integration, electric machines and systems, engineering system design, and optimization. A parametric trade space analysis has been carried out to assess vehicle performance across a range of transport missions and propulsion architectures to establish how electrified propulsion systems scale. An optimization approach to vehicle conceptual design modeling was taken to enable rapid multidisciplinary design space exploration and sensitivity analysis. The results of the analysis indicate vehicle aero-propulsive integration benefits enabled by electrification are required to offset the increased weight and loss associated with the electric system and achieve enhanced performance; the report describes the conceptual configurations than can offer such enhancements. The main contribution of the present work is the definition of electric vehicle design attributes for potential efficiency improvements at different scales. Based on these results, key areas for future research are identified, and extensions to the trade space analysis suitable for higher fidelity electrified commercial aircraft design and analysis have been developed.
Model-based safety analysis (MBSA) has been around for over two decades. The benefits of MBSA have been well-documented in the literature, such as tackling complexity, introducing Formal Methods to eliminate the ambiguity in the traditional safety analysis, using automation to replace the error-prone manual safety modeling process, and ensuring consistency between the design model and the safety model. However, there is still a lack of consensus on what MBSA even is. This paper provides an approach towards developing such a consensus
System integration is an essential part of the engineering design process. The Ares I Upper Stage (US) is a complex system which is made up of thousands of components assembled into subsystems including a J2-X engine, liquid hydrogen (LH2) and liquid oxygen (LO2) tanks, avionics, thrust vector control, motors, etc. System integration is the task of connecting together all of the subsystems into one large system. To ensure that all the components will "fit together" as well as safety and, quality, integration analysis is required. Integration analysis verifies that, as an integrated system, the system will behave as designed. Models that represent the actual subsystems are built for more comprehensive analysis. Matlab has been an instrument widely use by engineers to construct mathematical models of systems. Simulink, one of the tools offered by Matlab, provides multi-domain graphical environment to simulate and design time-varying systems. Simulink is a powerful tool to analyze the dynamic behavior of systems over time. Furthermore, Simscape, a tool provided by Simulink, allows users to model physical (such as mechanical, thermal and hydraulic) systems using physical networks. Using Simscape, a model representing an inflow of gas to a pressurized tank was created where the temperature and pressure of the tank are measured over time to show the behavior of the gas. By further incorporation of Simscape into model building, the full potential of this software can be discovered and it hopefully can become a more utilized tool.
A wind-tunnel investigation of a Douglas advanced-technology airfoil was conducted in the Langley 0.3-Meter Transonic Cryogenic Tunnel (0.3-m TCT). The temperature was varied from 227 K (409 R) to 100 K (180 R) at pressures ranging from about 159 kPa (1.57 atm) to about 514 kPa (5.07 atm). Mach number was varied from 0.50 to 0.78. These variables provided a Reynolds number range (based on airfoil chord) from 6.0 to 30.0 x 10 to the 6th power. This investigation was specifically designed to: (1) test a Douglas airfoil from moderately low to flight-equivalent Reynolds numbers, and (2) evaluate sidewall-boundary-layer effects on transonic airfoil performance characteristics by a systematic variation of Mach number, Reynolds number, and sidewall-boundary-layer removal. Data are included which demonstrate the effects of fixing transition, Mach number, Reynolds number, and sidewall-boundary-layer removal on the aerodynamic characteristics of the airfoil. Also included are remarks on model design and model structural integrity.
Design of large, complex space systems depends on significant model-based support for exploration of the design space. Integrated models predict system performance in mission-relevant terms given design descriptions and multiple physics-based numerical models. Both the design activities and the modeling activities warrant explicit process definitions and active process management to protect the project from excessive risk. Software and systems engineering processes have been formalized and similar formal process activities are under development for design engineering and integrated modeling. JPL is establishing a modeling process to define development and application of such system-level models.
DMRT-ML is a physically based numerical model designed to compute the thermal microwave emission of a given snowpack. Its main application is the simulation of brightness temperatures at frequencies in the range 1-200 GHz similar to those acquired routinely by spacebased microwave radiometers. The model is based on the Dense Media Radiative Transfer (DMRT) theory for the computation of the snow scattering and extinction coefficients and on the Discrete Ordinate Method (DISORT) to numerically solve the radiative transfer equation. The snowpack is modeled as a stack of multiple horizontal snow layers and an optional underlying interface representing the soil or the bottom ice. The model handles both dry and wet snow conditions. Such a general design allows the model to account for a wide range of snow conditions. Hitherto, the model has been used to simulate the thermal emission of the deep firn on ice sheets, shallow snowpacks overlying soil in Arctic and Alpine regions, and overlying ice on the large icesheet margins and glaciers. DMRT-ML has thus been validated in three very different conditions: Antarctica, Barnes Ice Cap (Canada) and Canadian tundra. It has been recently used in conjunction with inverse methods to retrieve snow grain size from remote sensing data. The model is written in Fortran90 and available to the snow remote sensing community as an open-source software. A convenient user interface is provided in Python.
The design of supersonic aircraft requires complex analysis in multiple disciplines, posing, a challenge for optimization methods. In this thesis, collaborative optimization, a design architecture developed to solve large-scale multidisciplinary design problems, is applied to the design of supersonic transport concepts. Collaborative optimization takes advantage of natural disciplinary segmentation to facilitate parallel execution of design tasks. Discipline-specific design optimization proceeds while a coordinating mechanism ensures progress toward an optimum and compatibility between disciplinary designs. Two concepts for supersonic aircraft are investigated: a conventional delta-wing design and a natural laminar flow concept that achieves improved performance by exploiting properties of supersonic flow to delay boundary layer transition. The work involves the development of aerodynamics and structural analyses, and integration within a collaborative optimization framework. It represents the most extensive application of the method to date.
A wind-tunnel investigation designed to test a Boeing advanced-technology airfoil from low to flight-equivalent Reynolds numbers has been completed in the Langley 0.3-Meter Transonic Cryogenic Tunnel. This investigation represents the first in a series of NASA/U.S. industry two-dimensional airfoil studies to be completed in the Advanced Technology Airfoil Test program. Test temperature was varied from ambient to about 100 K at pressures ranging from about 1.2 to 6.0 atm. Mach number was varied from about 0.40 to 0.80. These variables provided a Reynolds number (based on airfoil chord) range from 4.4 X 10 to the 6th power to 50.0 X 10 to the 6th power. All the test objectives were met. The pressure data are presented without analysis in plotted and tabulated formats for use in conjunction with the aerodynamic coefficient data published as NASA TM-81922. At the time of the test, these pressure data were considered proprietary and have only recently been made available by Boeing for general release. Data are included which demonstrate the effects of fixed transition. Also included are remarks on the model design, the model structural integrity, and the overall test experience.
Textile manufacturing processes offer potential cost and weight advantages over traditional composite materials and processes for transport fuselage elements. In the current study, design cost modeling relationships between textile processes and element design details were developed. Such relationships are expected to help future aircraft designers to make timely decisions on the effect of design details and overall configurations on textile fabrication costs. The fundamental advantage of a design cost model is to insure that the element design is cost effective for the intended process. Trade studies on the effects of processing parameters also help to optimize the manufacturing steps for a particular structural element. Two methods of analyzing design detail/process cost relationships developed for the design cost model were pursued in the current study. The first makes use of existing databases and alternative cost modeling methods (e.g. detailed estimating). The second compares design cost model predictions with data collected during the fabrication of seven foot circumferential frames for ATCAS crown test panels. The process used in this case involves 2D dry braiding and resin transfer molding of curved 'J' cross section frame members having design details characteristic of the baseline ATCAS crown design.
A six man, self contained electrochemical carbon dioxide concentrating subsystem was successfully designed and fabricated. It was a preprototype engineering model designed to nominally remove 6.0 kg (13.2 lb) CO2/day with an inlet air CO2 partial pressure of 400 N/sq m (3 mm Hg) and an overcapacity removal capability of 12.0 kg (26.4 lb) CO2/day. The design specifications were later expanded to allow operation at space station prototype CO2 collection subsystem operating conditions.
Organization of material, a definition of decision based design, a hierarchy of decision based design, the decision support problem technique, a conceptual model design that can be manufactured and maintained, meta-design, computer-based design, action learning, and the characteristics of decisions are among the topics covered.
A fast two-dimensional residual circulation stratospheric family transport model, designed to minimize computer requirements, is developed. The model was used to calculate the ambient and perturbed atmospheres in which odd nitrogen species are transported as a family, and the results were compared with calculations in which HNO3, N2O5, ClONO2, and HO2NO2 are transported separately. It was found that ozone distributions computed by the two models for a present-day atmosphere are nearly identical. Good agreement was also found between calculated species concentrations and the ozone response, indicating the general applicability of the odd-nitrogen family approximations.
The ability to control the extent of laminar flow on swept wings at supersonic speeds may be a critical element in developing the enabling technology for a High Speed Civil Transport (HSCT). Laminar boundary layers are less resistive to forward flight than their turbulent counterparts, thus the farther downstream that transition from laminar to turbulent flow in the wing boundary layer is extended can be of significant economic impact. Due to the complex processes involved experimental studies of boundary layer stability and transition are needed, and these are performed in "quiet" wind tunnels capable of simulating the low-disturbance environment of free flight. At Ames, a wind tunnel has been built to operate at flow conditions which match those of the HSCT laminar flow flight demonstration 'aircraft, the F-16XL, i.e. at a Mach number of 1.6 and a Reynolds number range of 1 to 3 million per foot. This will allow detailed studies of the attachment line and crossflow on the leading edge area of the highly swept wing. Also, use of suction as a means of control of transition due to crossflow and attachment line instabilities can be studied. Topics covered include: test operating conditions required; design requirements to efficiently make use of the existing infrastructure; development of an injector drive system using a small pilot facility; plenum chamber design; use of computational tools for tunnel and model design; and early operational results.
A model single-stage fan with variable inlet guide vanes (VIGV) was designed to demonstrate efficient point operation while providing flow and pressure ratio modulation capability required for a V/STOL propulsion system. The fan stage incorporates a split-flap VIGV with an independently actuated ID flap to permit independent modulation of fan and core engine airstreams, a flow splitter integrally designed into the blade and vanes to completely segregate fan and core airstreams in order to maximize core stream supercharging for V/STOL operation, and an EGV with a variable leading edge fan flap for rig performance optimization. The stage was designed for a maximum flow size of 37.4 kg/s (82.3 lb/s) for compatibility with LeRC test facility requirements. Design values at maximum flow for blade tip velocity and stage pressure ratio are 472 m/s (1550 ft/s) and 1.68, respectively.
The design and formulation of an experimental biosphere model (Ex-BATS), based on the biosphere-atmosphere transfer scheme (BATS) of Dickinson (1983, 1984) and Dickinson et al. (1986) are described. The Ex-BATS was designed to incorporate both in situ measurements and satellite parameterizations of certain canopy variables which are slowly varying in the course of a growing season. The new model was validated using measurements obtained during the May 28 to August 21 First International Satellite and Surface Climatology Project Field Experiment, showing that the Ex-BATS model reproduced closely the diurnal behavior of the surface fluxes.