La recherche de configurations d’aéronefs plus efficaces mène les ingénieurs à explorer de nouveaux concepts tels que l’aile volante, l’aile haubanée ou l’aile en jointive. Contrairement à la configuration classique aile-fuselage, qui est bien connue et étudiée, le comportement en vol de ces nouveaux concepts d'avion est peu connu. Dans ce contexte, la conception, la construction et les essais de modèles à l'échelle aéroélastiquement semblables se présentent comme un moyen peu risqué d'acquérir des connaissances expérimentales sur ces nouveaux concepts. Un modèle aéroélastiquement semblable présente le même comportement aéroélastique (mis à l’échelle) que l’avion de référence à échelle réelle. En général, le même comportement aéroélastique implique de reproduire les mêmes déplacements pour des conditions du flux d’air données, ainsi que les mêmes vitesses de flottement ou de divergence statique mises à l'échelle. Pour résoudre le problème de similitude, l'approche est divisée en trois parties. Dans le premier cas, nous traitons le problème de similitude aéroélastique lorsque les paramètres de similitude du flux aérodynamique peuvent être complètement préservés. Dans cette situation, le problème consiste simplement à reproduire la réponse dynamique modale de l’aile mise à l'échelle en optimisant les propriétés de la structure et de la masse. Dans la deuxième partie, nous nous concentrons sur l’optimisation du design de la forme de l’aile pour reproduire la réponse du flottement lorsque les paramètres de remise à l’échelle du flux aérodynamique ne peuvent pas être atteints. / The search for more efficient aircraft configurations leads designers to explore new concepts such as the blended wing body, the strut-braced wing, or the box wing. Unlike the classical wing-fuselage configuration, which is well known and understood, few is known about the in-flight behavior of these new aircraft concepts. In that context, the design, construction, and testing of unmanned aeroelastically scaled models presents itself as a low-risk means of acquiring experimental knowledge on these new concepts. An aeroelastically scaled model exhibits the same scaled aeroelastic behavior as the full-scale reference aircraft. Typically, the same aeroelastic behavior implies matching the displacements for some given scaled airflow conditions, as well as the scaled flutter or static divergence speeds. To address the similarity problem, we divide the approach in three parts. In the first one we deal with the aeroelastic similarity problem when the aerodynamic flow scaling conditions can be completely preserved. In that situation, the problem is reduced to simply matching the scaled modal dynamic response of the wing through optimization of the structure and mass properties. In the second part, we focus on the wing planform design optimization to match the flutter response when the airflow scaling parameters cannot be achieved.

Aircrafttrajectory optimization is traditionally used forminimizing fuel consumption or time when going from one flightstate to another. This thesis presents a possible approach toincorporate tactical constraints in aircraft trajectoryoptimization. The stealth technology of today focuses on making thetactics already in use more effective. Since tactics andstealth are closely interrelated, new and better results may beobtained if both aspects are considered simultaneously. Simplyreducing the radar cross section area in some directionswithout considering tactical aspects may result in little, ifany, improvement. Flight tests have been performed in cooperation withEricsson Microwave Systems and the Swedish Air Force FlightAcademy. The aircraft used was the subsonic jet trainer Saab105, designated SK60 by the Swedish Air Force. The results showa decrease of 40% in the time interval between the instant theaircraft was first detected until it could pass above the radarstation. This corresponds to a reduced radar cross section(RCS) in the direction from the aircraft to the radar of almost90%, if classical RCS reduction techniques would have beenapplied. If a modern aircraft with stealth properties would be used,the proposed methodology is believed to increase the possibleimprovements further. This is because the variation of themagnitude of RCS in different directions is greater for a shapeoptimized aircraft, which is the property exploited by thedeveloped method. The methods presented are indeed an approach utilizing theideas of the network centric warfare (NCW) concept. Themethodology presented depends on accurate information about theadversary, while also providing up-to-date information to theother users in the information network. The thesis focuses on aircraft but the methods are generaland may be adapted for missiles, shipsor land vehicles. Theproposed methods are also economically viable since they areuseful for existing platforms without costly modifications. Themethods presented are not limited to radar threats only. Thereasons for using radar in this thesis are the availablenon-classified data and that radar is known to pose a majorthreat against aircraft.

Non-planar lifting surfaces offer potentially significant gains in aerodynamic efficiency by lowering induced drag. Non-aerodynamic considerations, such as structures can impact the overall efficiency. Here, a panel method and equivalent beam finite element model are used to explore non-planar configurations taking into account the coupling between aerodynamics and structures. A single discipline aerodynamic optimization and a multidisciplinary aerostructural optimization are investigated. Due to the complexity of the design space and the presence of multiple local minima, an augmented Lagrangian particle swarm optimizer is used. The aerodynamic optimum solution found for rectangular lifting surfaces is a box wing, while allowing for sweep and taper yields a joined wing. Adding parasitic drag in the aerodynamic model reduces the size of the non--planar elements. The aerostructural optimal solution found is a winglet configuration when the span is constrained and a wing rake when there is no such constraint.

Non-planar lifting surfaces offer potentially significant gains in aerodynamic efficiency by lowering induced drag. Non-aerodynamic considerations, such as structures can impact the overall efficiency. Here, a panel method and equivalent beam finite element model are used to explore non-planar configurations taking into account the coupling between aerodynamics and structures. A single discipline aerodynamic optimization and a multidisciplinary aerostructural optimization are investigated. Due to the complexity of the design space and the presence of multiple local minima, an augmented Lagrangian particle swarm optimizer is used. The aerodynamic optimum solution found for rectangular lifting surfaces is a box wing, while allowing for sweep and taper yields a joined wing. Adding parasitic drag in the aerodynamic model reduces the size of the non--planar elements. The aerostructural optimal solution found is a winglet configuration when the span is constrained and a wing rake when there is no such constraint.

This thesis presents a research project and results of design and optimization of a composite wing structure for a large aircraft in flying wing configuration. The design process started from conceptual design and preliminary design, which includes initial sizing and stressing followed by numerical modelling and analysis of the wing structure. The research was then focused on the minimum weight optimization of the /composite wing structure /subject to multiple design /constraints. The modelling, analysis and optimization process has been performed by using the NASTRAN code. The methodology and technique not only make the modelling in high accuracy, but also keep the whole process within one commercial package for practical application. The example aircraft, called FW-11, is a 250-seat commercial airliner of flying wing configuration designed through our MSc students Group Design Project (GDP) in Cranfield University. Started from conceptual design in the GDP, a high-aspect-ratio and large sweepback angle flying wing configuration has been adopted. During the GDP, the author was responsible for the structural layout design and material selection. Composite material has been chosen as the preferable material for both the inner and outer wing components. Based on the derivation of structural design data in the conceptual phase, the author continued with the preliminary design of the outer wing airframe and then focused on the optimization of the composite wing structure. Cont/d.

Experimentation and approximation are essential for efficiency and effectiveness in concurrent engineering analyses of large-scale complex systems. The approximation-based design strategy is not fully utilized in industrial applications in which designers have to deal with multi-disciplinary, multi-variable, multi-response, and multi-objective analysis using very complicated and expensive-to-run computer analysis codes or physical experiments. With current experimental design and metamodeling techniques, it is difficult for engineers to develop acceptable metamodels for irregular responses and achieve good design solutions in large design spaces at low prices. To circumvent this problem, engineers tend to either adopt low-fidelity simulations or models with which important response properties may be lost, or restrict the study to very small design spaces. Information from expensive physical or computer experiments is often used as a validation in late design stages instead of analysis tools that are used in early-stage design. This increases the possibility of expensive re-design processes and the time-to-market. In this dissertation, two methods, the Sequential Exploratory Experimental Design (SEED) and the Efficient Robust Concept Exploration Method (E-RCEM) are developed to address these problems. The SEED and E-RCEM methods help develop acceptable metamodels for irregular responses with expensive experiments and achieve satisficing design solutions in large design spaces with limited computational or monetary resources. It is verified that more accurate metamodels are developed and better design solutions are achieved with SEED and E-RCEM than with traditional approximation-based design methods. SEED and E-RCEM facilitate the full utility of the simulation-and-approximation-based design strategy in engineering and scientific applications. Several preliminary approaches for metamodel validation with additional validation points are proposed in this dissertation, after verifying that the most-widely-used method of leave-one-out cross-validation is theoretically inappropriate in testing the accuracy of metamodels. A comparison of the performance of kriging and MARS metamodels is done in this dissertation. Then a sequential metamodeling approach is proposed to utilize different types of metamodels along the design timeline. Several single-variable or two-variable examples and two engineering example, the design of pressure vessels and the design of unit cells for linear cellular alloys, are used in this dissertation to facilitate our studies.

<p>Aircrafttrajectory optimization is traditionally used forminimizing fuel consumption or time when going from one flightstate to another. This thesis presents a possible approach toincorporate tactical constraints in aircraft trajectoryoptimization.</p><p>The stealth technology of today focuses on making thetactics already in use more effective. Since tactics andstealth are closely interrelated, new and better results may beobtained if both aspects are considered simultaneously. Simplyreducing the radar cross section area in some directionswithout considering tactical aspects may result in little, ifany, improvement.</p><p>Flight tests have been performed in cooperation withEricsson Microwave Systems and the Swedish Air Force FlightAcademy. The aircraft used was the subsonic jet trainer Saab105, designated SK60 by the Swedish Air Force. The results showa decrease of 40% in the time interval between the instant theaircraft was first detected until it could pass above the radarstation. This corresponds to a reduced radar cross section(RCS) in the direction from the aircraft to the radar of almost90%, if classical RCS reduction techniques would have beenapplied.</p><p>If a modern aircraft with stealth properties would be used,the proposed methodology is believed to increase the possibleimprovements further. This is because the variation of themagnitude of RCS in different directions is greater for a shapeoptimized aircraft, which is the property exploited by thedeveloped method.</p><p>The methods presented are indeed an approach utilizing theideas of the network centric warfare (NCW) concept. Themethodology presented depends on accurate information about theadversary, while also providing up-to-date information to theother users in the information network.</p><p>The thesis focuses on aircraft but the methods are generaland may be adapted for missiles, shipsor land vehicles. Theproposed methods are also economically viable since they areuseful for existing platforms without costly modifications. Themethods presented are not limited to radar threats only. Thereasons for using radar in this thesis are the availablenon-classified data and that radar is known to pose a majorthreat against aircraft.</p>

The thesis gives overview of complex aerodynamic optimization approach applied to business-jet aircraft wing design. Response surface method (RSM) potential was explored particularly. The efficiency of RSM approach for CFD based aerodynamic optimization was demonstrated. Basic structural requirements were successfully integrated to optimization – real multidisciplinary problem was solved. Some methods for evaluation of forces distribution along wingspan were explored. Thesis was solving within the frame of 6th EU FP integrated project CESAR.

This work proposes a new method for using reduced order models in lieu of high fidelity analysis during the sensitivity analysis step of gradient based design optimization. The method offers a reduction in the computational cost of finite difference based sensitivity analysis in that context. The method relies on interpolating reduced order models which are based on proper orthogonal decomposition. The interpolation process is performed using radial basis functions and Grassmann manifold projection. It does not require additional high fidelity analyses to interpolate a reduced order model for new points in the design space. The interpolated models are used specifically for points in the finite difference stencil during sensitivity analysis. The proposed method is applied to an airfoil shape optimization (ASO) problem and a transport wing optimization (TWO) problem. The errors associated with the reduced order models themselves as well as the gradients calculated from them are evaluated. The effects of the method on the overall optimization path, computation times, and function counts are also examined. The ASO results indicate that the proposed scheme is a viable method for reducing the computational cost of these optimizations. They also indicate that the adaptive step is an effective method of improving interpolated gradient accuracy. The TWO results indicate that the interpolation accuracy can have a strong impact on optimization search direction.

In today's competitive manufacturing industries, companies strive to reduce manufacturing development costs and lead times in hopes of reducing costs and capturing more market share from early release of their new or redesigned products. Tooling lead time constraints are some of the more significant challenges facing product development of advanced free-form components. This is especially true for complex designs in which large dies, molds or other large forming tools are required. The lead time for tooling, in general, consists of three main components; material acquisition, tool design and engineering, and tool manufacturing. Lead times for material acquisition and tool manufacture are normally a function of vendor/outsourcing constraints, manufacturing techniques and complexity of tooling being produced. The tool design and engineering component is a function of available manpower, engineering expertise, type of design problem (initial design or redesign of tooling), and complexity of the design problem. To reduce the tool design/engineering lead time, many engineering groups have implemented Computer-Aided Design, Engineering, and Manufacturing (CAD/CAE/CAM or CAx) tools as their standard practice for the design and analysis of their products. Although the predictive capabilities are efficient, using CAx tools to expedite advanced die design is time consuming due to the free-form nature and complexity of the desired part geometry. Design iterations can consume large quantities of time and money, thus driving profit margins down or even being infeasible from a cost and schedule standpoint. Any savings based on a reduction in time are desired so long as quality is not sacrificed. This thesis presents an automated tool design methodology that integrates state-of-the-art numerical surface fitting methods with commercially available CAD/CAE/CAM technologies and optimization software. The intent is to virtually create tooling wherein work-piece geometries have been optimized producing products that capture accurate design intent. Results show a significant reduction in design/engineering tool development time. This is due to the integration and automation of associative tooling surfaces automatically derived from the known final design intent geometry. Because this approach extends commercially available CAx tools, this thesis can be used as a blueprint for any automotive or aerospace tooling need to eliminate significant time and costs from the manufacture of complex free-form components.