This dissertation investigates the advantages of using curvilinear spars and ribs, termed SpaRibs, to design supersonic aircraft wing-box in comparison to the use of classic design concepts that employ straight spars and ribs. The intent is to achieve a more efficient load-bearing mechanism and to passively control aeorelastic behavior of the structure under the flight loads. The use of SpaRibs broadens the design space and allows for the natural frequencies and natural mode shape tailoring. The SpaRibs concept is implemented in a new MATLAB-based optimization framework referred to as EBF3SSWingOpt. This framework interfaces different analysis software to perform the tasks required. VisualDOC is used as optimizer; the generation of the SpaRibs geometry and of the structure Finite Element Model (FEM) is performed by MD.PATRAN; MD.NASTRAN is utilized to compute the weight of the structure, the linear static stress analysis and the linear buckling analysis required for the calculation of the response functions. EBF3SSWingOpt optimization scheme performs both the sizing and the shaping of the internal structural elements. Two methods are compared while optimizing the wing-box; a One-Step method in which sizing and topology optimization are carried out simultaneously and a Two-Step method, in which the sizing and topology optimization are carried out separately but in an iterative way. The optimization problem statements for the One-Step and the Two-Step methodologies are presented. Three methods to define the shape of the SpaRibs parametrically are described: (1) the Bounding Box and Base Curves method defines the shape of the SpaRibs based on the shape of two curves called Base Curves which are positioned into the Bounding Box, a rectangular region defined on the plane z=0 and containing the projection of the wing plan-form onto the same plane; (2) the Linked Shape method defines the shape of a set of SpaRibs in a one by one square domain of the natural space. The set of curves is subsequently transformed in the physical space for creating the wing structure geometry layout. The shape of each curve of each set is unique however, mathematical relations link their curvature in an effort to reduce the number of design variables; and (3) the Independent Shape parameterization is similar to the Linked Shape parameterization however, the shape of each curve is unique. The framework and parameterization methods described are applied to optimize different types of wing structures. Following results are presented and discussed: (1) a rectangular wing-box subjected to a chord-wise linearly varying load, optimized using SpaRibs parameterized with Bounding-Box and Base Curves method; (2) a rectangular wing-box subjected to a chord-wise linearly varying load, optimized using SpaRibs parameterized with Linked Shape method; (3) a generic fighter wing subjected to uniform distributed pressure load, optimized using SpaRibs parameterized with Bounding-Box and Base Curves method; (4) a general business jet wing subjected to pull-up maneuver loads computed using ZESt (ZONA Technology Inc. Steady Euler equations solver), optimized using SpaRibs parameterized with Independent Shape method; (5) a preliminary application of the Linked Shape parameterization to place SpaRibs into a high speed commercial transport aircraft wing-box characterized by high geometry layout complexity; and (6) an optimization of panels subjected to axial and shear loads using curvilinear stiffeners and grids of curvilinear stiffeners. The results for the optimization of the rectangular wing-box show 36.8% weight reduction from the baseline, when the Bounding Box and Base Curves parameterization is applied and the Two-Step framework is implemented. For the same structure the weight reduction amounts to 46.7% when the Linked Shape parameterization and the Two-Step framework are used. Similar results are obtained for the generic fighter wing-box structure. In this case, the weight saving is about 20%. Bounding Box and Base Curves parameterization and Two-Step framework are used. Finally, the weight reduction for the general business jet wing-box structure amounts to 17% of the baseline weight. In this case, the computation is carried out using the Independent Shape parameterization and the Two-Step framework. In general, the Two-Step optimization framework finds better optimal structure configurations as compared to the One-Step optimization framework. However, the computational time required to find to optimum with the Two-Step optimization is larger when a small number of particles are used in the particle swarm optimization method. For larger number of particles, the computational time for the two methods is comparable. Finally for very large number of particles the Two-Step optimization requires less computational time. It is also important to notice how the Two-Step framework consistently leads to a better optimum than the One-Step framework, for the same number of particles. / Ph. D.

A global/local framework for multidisciplinary optimization of generalized aircraft wing structure has been developed. The concept of curvilinear stiffening members (spars, ribs and stiffeners) has been applied in the optimization of a wing structure. A global wing optimization framework EBF3WingOpt, which integrates the static aeroelastic, flutter and buckling analysis, has been implemented for exploiting the optimal design at the wing level. The wing internal structure is optimized using curvilinear spars and ribs (SpaRibs). A two-step optimization approach, which consists of topology optimization with shape design variables and size optimization with thickness design variables, is implemented in EBF3WingOpt. A local panel optimization EBF3PanelOpt, which includes stress and buckling evaluation criteria, is performed to optimize the local panels bordered by spars and ribs for further structural weight saving. The local panel model is extracted from the global finite element model. The boundary conditions are defined on the edges of local panels using the displacement fields obtained from the global model analysis. The local panels are optimized to satisfy stress and buckling constraints. Stiffened panel with curvilinear stiffeners is implemented in EBF3PanelOpt to improve the buckling resistance of the local panels. The optimization of stiffened panels has been studied and integrated in the local panel optimization. EBF3WingOpt has been applied for the optimization of the wing structure of the Boeing N+2 supersonic transport wing and NASA common research model (CRM). The optimization results have shown the advantage of curvilinear spars and ribs concept. The local panel optimization EBF3PanelOpt is performed for the NASA CRM wing. The global-local optimization framework EBF3GLWingOpt, which incorporates global wing optimization module EBF3WingOpt and local panel optimization module EBF3PanelOpt, is developed using MATLAB and Python programming to integrate several commercial software: MSC.PATRAN for pre and post processing, MSC.NASTRAN for finite element analysis. An approximate optimization method is developed for the stiffened panel optimization so as to reduce the computational cost. The integrated global-local optimization approach has been applied to subsonic NASA common research model (CRM) wing which proves the methodology's application scaling with medium fidelity FEM analysis. Both the global wing design variables and local panel design variables are optimized to minimize the wing weight at an acceptable computational cost. / Ph. D.

Large-aspect-ratio wings and composite structures both have been considered for the next-generation civil transport aircraft to achieve improved aerodynamic efficiency and to save aircraft structural weight. The use of the large-aspect-ratio and the light-weight composite wing can lead to an enhanced flexibility of the aircraft wing, which may cause many aeroelastic problems such as large deflections, increased drag, onset of flutter, loss of control authority, etc. Aeroelastic tailoring, internal structural layout design and aerodynamic wing shape morphing are all considered to address these aeroelastic problems through multidisciplinary design, analysis and optimization (MDAO) studies in this work. Performance Adaptive Aeroelastic Wing (PAAW) program was initiated by NASA to leverage the flexibility associated with the use of the large-aspect-ratio wings and light-weight composite structures in a beneficial way for civil transport aircraft wing design. The biologically inspired SpaRibs concept is used for aircraft wing box internal structural layout design to achieve the optimal stiffness distribution to improve the aircraft performance. Along with the use of the active aeroelastic wing concept through morphing wing shape including the wing jig-shape, the control surface rotations and the aeroelastic tailoring scheme using composite laminates with ply-drop for wing skin design, a MDAO framework, which has the capabilities in total structural weight minimization, total drag minimization during cruise, ground roll distance minimization in takeoff and load alleviation in various maneuver loads by morphing its shape, is developed for designing models used in the PAAW program. A bilevel programming (BLP) multidisciplinary design optimization (MDO) architecture is developed for the MDAO framework. The upper-level optimization problem entails minimization of weight, drag and ground roll distance, all subjected to both static constraints and the global dynamic requirements including flutter mode and free vibration modes due to the specified control law design for body freedom flutter suppression and static margin constraint. The lower-level optimization is conducted to minimize the total drag by morphing wing shape, to minimize wing root bending moment by scheduling flap rotations (a surrogate for weight reduction), and to minimize the takeoff ground roll distance. Particle swarm optimization and gradient-based optimization are used, respectively, in the upper-level and the lower-level optimization problems. Optimization results show that the wing box with SpaRibs can further improve the aircraft performances, especially in a large weight saving, as compared to the wing with traditional spars and ribs. Additionally, the nonuniform chord control surface associated with the wing with SpaRibs achieve further reductions in structural weight, total drag and takeoff ground roll distance for an improved aircraft performance. For a further improvement of the global wing skin panel design, an efficient finite element approach is developed in designing stiffened composite panels with arbitrarily shaped stiffeners for buckling and vibration analyses. The developed approach allows the finite element nodes for the stiffeners and panels not to coincide at the panel-stiffeners interfaces. The stiffness, mass and geometric stiffness matrices for the stiffeners can be transformed to those for the panel through the displacement compatibility at their interfaces. The method improves the feasible model used in shape optimizing by avoiding repeated meshing for stiffened plate. Also, it reduces the order of the finite element model, a fine mesh typically associated with the skin panel stiffened by many stiffeners, for an efficient structural analysis. Several benchmark cases have been studied to verify the accuracy of the developed approach for stiffened composite panel structural analyses. Several parametric studies are conducted to show the influence of stiffener shape/placement/depth-ratio on panel's buckling and vibration responses. The developed approach shows a potential benefit of using gradient-based optimization for stiffener shape design. / Ph. D. / This dissertation presents an innovative aircraft wing design for civil transport to reduce the fuel consumption and the negative impact on the global environment. Inspired from biology of wings with arbitrarily shaped veins in birds or flying insects, such as dragonfly, curvilinear spars and ribs (SpaRibs) are used for the innovative aircraft wing instead of using the straight spars and ribs associated with the conventional transport wings. Additionally, composite structure is considered for the wing design because it has larger ratios in the strength-to-weight and the stiffness-to-weight than those for the metallic structure, which can further reduce the total aircraft structural weight and fuel consumption. The morphing wing concept is also considered to change the wing shape through using multiple control surfaces to match the best shape of the wing for the minimal drag during cruise, the largest safety factor during aircraft maneuvering by reducing the maximum stress, and the minimal ground roll distance during takeoff. A trade-off study is conducted in this work to achieve the best performance of the aircraft wing while satisfying different design constraints. Research studies show the possible benefits of using SpaRibs for civil transport wing design with more weight savings, more reductions in the total drag and the takeoff ground roll distance than those for the conventional transport wing with straight spars and ribs.