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.

Major part of the current work describes the development of the update methodology for onedimensional code (TML) currently used at Volvo Aero Corporation during turbine design process. The methodology is then applied and tried out in a general engine analysis (GESTPAN).

This thesis work resulted in a template for how the thermal spray process can be controlled through robot programs. The robots today and their programs need to be replaced, therefore a new structure which can be matched with the new robot systems is needed. The work is limited to only concern structured programming on the new robots on Thermal Spray Centre (TC) with the programming language Rapid. The basic data for the program was retrieved from interviews with concerned personnel at TC, from studies on process parameters for thermal spray and from existing specifications at Volvo Aero Corporation (VAC). The thesis work briefly describes the process thermal spray and the four methods used at VAC. A literature survey on Jackson Structured Programming, Human Machine Interface and structured programming was made and used to compare, evaluate and suggest improvements for the thermal spray work cell. A functional suggestion for a menu system in a robot program for the thermal spray robot was presented. This will be in the robot permanently for uploading of detail programs from a network connected computer. An example of such a detail program was made but without robot movement and communication with the process computer. Testing of the programs has therefore only been made on a robot not suited for thermal spraying. The new detail program shows its parameters directly on the screen so they can be controlled against the operation papers. A programmer\2019s guide to the detail program has been made which is presented in the report.

Multidisciplinary design optimization (MDO) is a technique that has found use in the field of aerospace engineering for aircraft design. It uses optimization to simultaneously solve design problems with several disciplines involved. In order to predict aircraft performance an engine performance simulation model, also called “rubber engine”, is vital. The goal of this project is to validate and integrate a rubber engine model into an MDO environment. A method for computer simulation of gas turbine aero engine performance was created. GasTurb v11, a commercial gas turbine performance simulation software, was selected for doing the simulation models. The method was validated by applying it to five different jet engines of different size, different type and different age. It was shown that the simulation engine model results are close to the engine manufacturer data in terms of SFC and net thrust during cruise, maximum climb (MCL) and take off (MTO) thrust ratings. The cruise, take off and climb SFC was in general predicted within 2% error when compared to engine manufacturer performance data. The take off and climb net thrust was in general predicted with less than 5% error. The integration of the rubber engine model with the MDO framework was started and it was demonstrated that the model can run within the MDO software. Four different jet engine models have been prepared for use within the optimization software. The main conclusion is that GasTurb v11 can be used to make accurate jet engine performance simulation models and that it is possible to incorporate these models into an MDO environment.

Meshless methods are a relatively new class of schemes for the numerical solution of partial differential equations. Their special characteristic is that they do not require a mesh but only need a distribution of points in the computational domain. The approximation at any point of spatial derivatives appearing in the partial differential equations is performed using a local cloud of points called the "connectivity" (or stencil). A point distribution can be more easily generated than a grid since we have less constraints to satisfy. The present work uses two meshless methods; an existing scheme called Least Squares Kinetic Upwind Method (LSKUM) and a new scheme called Kinetic Meshless Method (KMM). LSKUM is a "kinetic" scheme which uses a "least squares" approximation} for discretizing the derivatives occurring in the partial differential equations. The first part of the thesis is concerned with some theoretical properties and application of LSKUM to 3-D point distributions. Using previously established results we show that first order LSKUM in 1-D is positivity preserving under a CFL-like condition. The 3-D LSKUM is applied to point distributions obtained from FAME mesh. FAME, which stands for Feature Associated Mesh Embedding, is a composite overlapping grid system developed at QinetiQ (formerly DERA), UK, for store separation problems. The FAME mesh has a cell-based data structure and this is first converted to a node-based data structure which leads to a point distribution. For each point in this distribution we find a set of nearby nodes which forms the connectivity. The connectivity at each point (which is also the "full stencil" for that point) is split along each of the three coordinate directions so that we need six split (or half or one-sided) stencils at each point. The split stencils are used in LSKUM to calculate the split-flux derivatives arising in kinetic schemes which gives the upwind character to LSKUM. The "quality" of each of these stencils affects the accuracy and stability of the numerical scheme. In this work we focus on developing some numerical criteria to quantify the quality of a stencil for meshless methods like LSKUM. The first test is based on singular value decomposition of the over-determined problem and the singular values are used to measure the ill-conditioning (generally caused by a flat stencil). If any of the split stencils are found to be ill-conditioned then we use the full stencil for calculating the corresponding split flux derivative. A second test that is used is based on an accuracy measurement. The idea of this test is that a "good" stencil must give accurate estimates of derivatives and vice versa. If the error in the computed derivatives is above some specified tolerance the stencil is classified as unacceptable. In this case we either enhance the stencil (to remove disc-type degenerate structure) or switch to full stencil. It is found that the full stencil almost always behaves well in terms of both the tests. The use of these two tests and the associated modifications of defective stencils in an automatic manner allows the solver to converge without any blow up. The results obtained for a 3-D configuration compare favorably with wind tunnel measurements and the framework developed here provides a rational basis for approaching the connectivity selection problem. The second part of the thesis deals with a new scheme called Kinetic Meshless Method (KMM) which was developed as a consequence of the experience obtained with LSKUM and FAME mesh. As mentioned before the full stencil is generally better behaved than the split stencils. Hence the new scheme is constructed so that it does not require split stencils but operates on a full stencil (which is like a centered stencil). In order to obtain an upwind bias we introduce mid-point states (between a point and its neighbour) and the least squares fitting is performed using these mid-point states. The mid-point states are defined in an upwind-biased manner at the kinetic/Boltzmann level and moment-method strategy leads to an upwind scheme at the Euler level. On a standard 4-point Cartesian stencil this scheme reduces to finite volume method with KFVS fluxes. We can also show the rotational invariance of the scheme which is an important property of the governing equations themselves. The KMM is extended to higher order accuracy using a reconstruction procedure similar to finite volume schemes even though we do not have (or need) any cells in the present case. Numerical studies on a model 2-D problem show second order accuracy. Some theoretical and practical advantages of using a kinetic formulation for deriving the scheme are recognized. Several 2-D inviscid flows are solved which also demonstrate many important characteristics. The subsonic test cases show that the scheme produces less numerical entropy compared to LSKUM, and is also better in preserving the symmetry of the flow. The test cases involving discontinuous flows show that the new scheme is capable of resolving shocks very sharply especially with adaptation. The robustness of the scheme is also very good as shown in the supersonic test cases.

<p>Avsikten med denna avhandling är att utvärdera den FE-modell som använts i modalanalyser av komponenten fan booster spool, framtagen och tillverkad av Volvo Aero Corporation, Trollhättan. Detaljen ingår i den civila flygplansmotorn GEnx som är utvecklad för flygplanet Boeing 787 Dreamliner.</p><p>Inledande tester av spolen påvisade en mycket god korrelation mellan analys och test men när spolen senare provkördes i en komplett monterad motor noterades en uppenbar skillnad i resultat. Den andra noddiameterns egenfrekvenser indikerade att spolen i test hade ett något styvare beteende än vad som beräknats i analys.</p><p>En teori utvecklades som byggde på att en initiell kontakt mellan rotor och ett slitskikt på statorn kunde framkalla en förstyvande effekt på spolen när rotorn på grund av rotationslaster expanderar radiellt. Detta examensarbete initierades då för att undersöka om denna kontakt kunde inkluderas i FE-modellen och för att utreda om kontakten har en möjlighet att förstyva spolen.</p><p>Avhandlingen utvärderar FE-modellen med avseende på randvillkor, laster och modelleringsteknik i FE-programmet Ansys 10.0. En grundlig kartläggning av spolens känslighet påvisar en robust komponent med hög motståndskraft mot yttre och inre störningar.</p><p>En förstyvande effekt relaterad till en initiell kontakt mellan slitskikt och spole bekräftas i denna avhandling. Kontakten har visat sig ha särskild inverkan på den andra noddiametern och dess egenfrekvenser. Ett förslag på modelleringsteknik där den förstyvande effekten inkluderas har däremot inte föreslagits i detta arbete då effekten enligt uppgift går förlorad efter en inkörningsperiod.</p><p>Det har i detta arbete visats att det kommando som i Ansys tidigare använts för att kompensera för så kallade spin softening-effekter, kspin, resulterar i konservativa värden för spolens egenfrekvenser. En rekommendation baserad på de resultat som framkommit är därför att utesluta funktionen kspin i modalanalyser för denna komponent. Valet av sektorstorlek och kopplingsmetod mellan masselement och spole har också visats ha en tydlig inverkan på de beräknade egenfrekvenserna.</p><p>Spolens radiella förskjutningar har analyserats som funktion av rotationshastigheten. Resultatet visar att den hastighet då kontakt mellan tätningständer och spole etableras är nästintill identisk med den hastighet då töjningar först börjar uppträda i spolen enligt testdata från töjningsgivarprov.</p>

An energy harvesting device driven by aeroelastic vibration with self-sustained pitching and heaving using an induction based power take off mechanism has been designed and tested for performance under various operating conditions. From the data collected the results show that the device achieved a maximum power output of 48.3 mW and a maximum efficiency of 2.26% at a dimensionless frequency of 0.143. For all airfoils tested the device was shown to be self-starting above 3 m/s. A qualitative description relating to the performance of the device considering dynamic stall and the flow conditions at optimal dimensionless frequency has been proposed and related to previous work. Performance for angles off the wind up to 22 degrees and was observed to have no reduction in power output due to the change in angle to the wind. The device has shown evidence of having a self-governing capability, tending to decrease its power output for heavy windpspeeds, a thorough examination of this capability is recommended for future work. / Graduate / 0548 / 0544 / opirquet@uvic.ca

Avsikten med denna avhandling är att utvärdera den FE-modell som använts i modalanalyser av komponenten fan booster spool, framtagen och tillverkad av Volvo Aero Corporation, Trollhättan. Detaljen ingår i den civila flygplansmotorn GEnx som är utvecklad för flygplanet Boeing 787 Dreamliner. Inledande tester av spolen påvisade en mycket god korrelation mellan analys och test men när spolen senare provkördes i en komplett monterad motor noterades en uppenbar skillnad i resultat. Den andra noddiameterns egenfrekvenser indikerade att spolen i test hade ett något styvare beteende än vad som beräknats i analys. En teori utvecklades som byggde på att en initiell kontakt mellan rotor och ett slitskikt på statorn kunde framkalla en förstyvande effekt på spolen när rotorn på grund av rotationslaster expanderar radiellt. Detta examensarbete initierades då för att undersöka om denna kontakt kunde inkluderas i FE-modellen och för att utreda om kontakten har en möjlighet att förstyva spolen. Avhandlingen utvärderar FE-modellen med avseende på randvillkor, laster och modelleringsteknik i FE-programmet Ansys 10.0. En grundlig kartläggning av spolens känslighet påvisar en robust komponent med hög motståndskraft mot yttre och inre störningar. En förstyvande effekt relaterad till en initiell kontakt mellan slitskikt och spole bekräftas i denna avhandling. Kontakten har visat sig ha särskild inverkan på den andra noddiametern och dess egenfrekvenser. Ett förslag på modelleringsteknik där den förstyvande effekten inkluderas har däremot inte föreslagits i detta arbete då effekten enligt uppgift går förlorad efter en inkörningsperiod. Det har i detta arbete visats att det kommando som i Ansys tidigare använts för att kompensera för så kallade spin softening-effekter, kspin, resulterar i konservativa värden för spolens egenfrekvenser. En rekommendation baserad på de resultat som framkommit är därför att utesluta funktionen kspin i modalanalyser för denna komponent. Valet av sektorstorlek och kopplingsmetod mellan masselement och spole har också visats ha en tydlig inverkan på de beräknade egenfrekvenserna. Spolens radiella förskjutningar har analyserats som funktion av rotationshastigheten. Resultatet visar att den hastighet då kontakt mellan tätningständer och spole etableras är nästintill identisk med den hastighet då töjningar först börjar uppträda i spolen enligt testdata från töjningsgivarprov.

A monolithic approach to aero-structural analysis and optimization has been developed and implemented. In contrast to a partitioned approach which uses individual fluid and structural solvers to solve their respective systems separately, the monolithic approach solves a fully-coupled system simultaneously, enforcing solution compatibility across the sub-system interfaces at each iteration. In this work, a three-field formulation is used, consisting of fluid, structural, and fluid mesh-movement sub-systems. The performance of the monolithic approach is characterized using 1-D unsteady and 2-D steady analysis problems, and compared with a partitioned approach. Four steady model aero-structural optimization problems are also investigated. Gradients of the objective function are computed using the discrete-adjoint and flow-sensitivity (direct) methods. In each case, the monolithic approach is shown to be a promising option for efficient aero-structural analysis and optimization, though the implementation requires additional development of coupling sub-matrices when compared to a partitioned approach.