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STAACK I, et al.
With the target of enhancing methodology and for, for example, subsystem simulation and
tool development, conceptual aircraft design has development tools. As a consequence, data
been a research field in the Swedish National handling and a flexible and fast implementable
Aviation Engineering Program (NFFP) since data interface emerges as the critical point in
1996 [1] and the most recent program multidisciplinary work involving different tools
framework development in this sector will be with the same data setup [10]. In order to
explained in this paper. maintain flexibility, the database should also
include as much functionality as possible.
1.1 Related Work
2.1 One-Tool Concept
In the field of aircraft conceptual design, a great
many programs from research institutes and In the aviation industry, the introduction of full
universities and also commercial products can computer aided design (CAD) data based
be found. Some, like the RDS software from D. product development and production has led to
Raymer [2] are a direct implementation from a trend towards a one-tool strategy that includes
classical aircraft design handbook methods, as multidisciplinary work. In the European
described for example in [3], [4] or [5]. Here aviation industry in particular, with CATIA [11]
follows a short list of related university/research as a standard the embedment of the simulation
projects and programs: program Dymola [12], based on the Modelica
CEASIOM [6] language, into the CATIA V6 environment, has
padLAB : Preliminary Aircraft Design establish a new holistic approach together with
Lab [7] the ABAQUS finite element method tool
already included in CATIA V5. These programs
Vehicle sketch pad [8] are linked under the umbrella of CATIA V6 by
Bauhaus Luftfahrt: Conceptual Design means of a proprietary data format.
Tool (CDT) [9].
2.2 One Database Concept
2 Conceptual Aircraft Design Methodology By contrast, research institutes and universities,
who are more interested in maximum flexibility
The process in conceptual design development and tool integration (in order to enlarge
is focused on development and multidisciplinarity), prefer a non-proprietary
evaluation/comparison of different designs in (open source) database definition. One recently
order to benchmark the design and give published proposed standard is the Common
feedback regarding the (partly negotiable) Parametric Aircraft Configuration Scheme
requirements. The main intention of the (CPACS) devised by the German Deutsche
conceptual design phase is to reduce the number Zentrum für Luft- und Raumfahrt (DLR)
of possible layouts based on the design [13][14]. This data setup has been tested and
evaluation. The results of the conceptual phase used for several years at DLR in preliminary
should also: projects with different focus, for example
include all data and information used to aircraft noise emissions, structure analysis or
develop the aircraft layout even whole fleet simulations. [15] describes the
allow a backtrack of the requirements implementation of CPACS within the
support flexible output routines in order CEASIOM project to improve the data
definition. One drawback of using CPACS
to reuse this data directly in the tools of
directly in aircraft conceptual design may be the
the subsequent preliminary design phase. extent of the data description, including fleet,
helicopters and land-based vehicles up to a very
The last point takes primary aim at reuse of the
highly detailed level of geometry and structure
CAD data but also means a tool-specific export
description. The approach in this project was
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PARAMETRIC AIRCRAFT CONCEPTUAL DESIGN SPACE
Alongside the data setup definition topic, the In order to maintain flexibility and allow the
matter of retrieval of the “perfect” designing developer to choose his or her preferred work
tool appears. Somewhat oversimplified, this tool method, both programs should be implemented
should support the developer in creating designs in parallel (see Fig. 3). Switching between the
out of the requirements and evaluating/ two should be possible at any time. In normal
benchmarking these designs according against mode, the common database is therefore hidden
them. in the background by tool-specific XML
interfaces so that the user feels that
communication in both applications is done
directly. Due to the nature of the work with
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STAACK I, et al.
these programs, and especially the limitation of later on. The data setup should also be as similar
graphical representation outside a full CAD as possible, regardless of aircraft type
environment, it is recommended that detail (civil/military or UAV). Therefore, and because
design and structure definition is more related to the focus is on conceptual and not preliminary
CATIA than to Matlab. design, design limitations due to too strict data
definition have to be accepted. As a
Combining an interpreter language with a consequence, this database might not function
graphical user interface (GUI) and CAD well for programs creating generic design apart
software, in this case both Matlab and CATIA from the (pre)defined design space.
V5, is not a new idea; it has already been used,
but mainly for preliminary design, e.g. in the
form of “PadLAB“ (Preliminary Aircraft Design
Lab), by the Institute for Aerospace (ILR),
Technische University Berlin with the focus on
cabin layout [7].
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PARAMETRIC AIRCRAFT CONCEPTUAL DESIGN SPACE
3.2 Tango (Matlab) Implementation language to address the classes. Fig. 6 shows the
default start-up GUI window and Fig. 7 a small
The Tango implementation makes use of the script snippet of an aircraft geometry definition.
new class definition features of the Matlab
language [20]. This enables an object oriented ac = acdata('exampleAC');
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STAACK I, et al.
calculated by the lattice vortex panel method implementation and the control topology.
program TORNADO [23]. The export to Currently implemented systems are:
TORNADO and the calculations take place Propulsion system: Based on
automatically, and hidden to the user, within performance lookup tables normally
few seconds but can be changed if needed. With supplied by the original manufacturer.
the help of the parameters obtained, the sizing Reference thrust, bypass ratio, pressure
results and the engine data, classical mission ratio and maximum turbine inlet
performance is calculated. temperature, for example, are generically
derivable out of the central design
For more accurate evaluation capability, a full parameter. Propeller-piston confi-
aircraft simulation export capability including guration is not implemented yet but may
(sub)system integration is currently under become more important with the
development using the Hopsan simulation upcoming new Kerosene/Diesel (piston)
package developed at Linköping University. engines on the UAV market.
Full system simulation using this software is Primary Flight Control System
presented in [26]. The export functionality is (PFCS): Includes control surface
relatively generic and models can also be geometry, control topology and
exported to Modelica. Besides higher accuracy, (hydraulic) actuator power system. This
the simulation will give the designer direct section–together with the hydraulic
feedback and thereby a better understanding of system description–is taken directly
the design as well as the potential to investigate from the CPACS format [13]
the effects of different (sub)system architectures Landing gear system, including track
and system integration. This topic becomes animation and actuator system
especially necessary with the transition to cross- Environmental Control System:
linked electrically driven systems like the Cooling and pressurization of the
environmental control system (ECS) or the anti- aircraft.
ice system, which have a significant impact on
both aircraft operating empty weight (OWE) All these system classes include configuration
and energy efficiency. help and data libraries in order to support the
developer with automatically default adapted
Other methods for design investigation and (architectures and sizing) systems.
evaluation include:
sensitivity and robustness analysis 3.3 RAPID (CATIA) Implementation
according to [24]
maneuver analysis (especially for RAPID (Robust Aircraft Parametric Interactive
military aircrafts). Design) is a knowledge-based Aircraft
Conceptual Design tool built in CATIA.
Currently implemented export and import
capabilities are: The main motivation to use CATIA for this
TORNADO purpose is to enable the propagation of the
CPACS format (limited) design and its contents from conceptual to
CEASIOM XML format [25] preliminary design. The surfaces generated are
A-class surfaces and can thus be used directly
Saab in-house aircraft conceptual design for initial aerodynamic analysis. It makes use of
tool. the two powerful automation technologies
Most of these translations are solved by using embedded in CATIA, viz. Visual Basic (VB)
XSLT translation style sheets. scripts and Knowledge Patten (KP). Power
Central parts in Tango, in contrast to RAPID, Copies (PCs) and User Defined Features
are the functional onboard power system (UDFs) are created and utilized by the VB
scripts and KP respectively for instantiation.
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PARAMETRIC AIRCRAFT CONCEPTUAL DESIGN SPACE
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STAACK I, et al.
Engine sizing is an additional feature of RAPID. of information that needs to be provided by the
Turbofan and turbojet engines can be sized user. With the tools provided in this framework,
depending on design parameters (e.g. the bypass the user can quickly generate detailed concepts
ratio). The nacelle is designed from the size of with a minimum of parameters. Another
the engine; mixed flow and separate jet nacelles improvement regarding old-fashioned
can be chosen accordingly. A wide range of implemented approaches (e.g. Fortran-based
parameters can be changed for the nacelle, from sizing tools) is the direct feedback to the
inlet diameter to exhaust diameter. Different developer, either directly in the CAD or in the
gear boxes and pylon types can also be Tango GUI. The direct graphical feedback
modeled. The pylon design depends on the type (“what you see is what you get”) is useful to
of nacelle; start and end positions can be chosen avoid wrong inputs and unburden the user of
as necessary. Two configurations of the engine imagining the design on his or her own.
and engine installation are shown in Fig. 12.
During the project, the limitations of the used
software/languages became quite clear; that is,
on the one hand, the limited geometry definition
and graphical representation capability outside a
complete CAD environment, and on the other
hand, the extremely slow code execution speed
in a CAD environment (here VB scripts in
CATIA). These experiences back the initial
decision to use two main tools, Matlab and
CATIA, in order to balance the needs for both,
Fig. 12: Turbofan with trapezoidal gearbox, separate design definition and evaluation.
jet nacelle and smooth leading/trailing edge nacelle
(left) and turbojet engine with circular gearbox, mixed
flow nacelle and straight leading/trailing edge pylon The replacement of empirical methods by
(right) physical implementation of (onboard power)
systems and equipment is an indirect benefit of
Military air inlet channel definition work is
the above mentioned topics: through the
ongoing, but no satisfying solution for this
extended usage of XML based airfoil-, wing-,
problem has been bound yet.
aircraft-, sub- and system-component libraries
and configuration help as well as the user-
4 Discussion friendly machine-human interface, the modeling
lead time can be shortened. This allows
According to the framework concept motivated additional design properties, especially onboard
in Chapter 2, the focus was on a robust, power systems to be defined with the same time
parametric data definition. This database effort as before. This increase in (design)
supports extensive data export and import information can lead to higher estimation
capabilities for flexible tool integration. The precision than empirical formulas can.
closeness of the CAD implementation to the
data setup simplifies the integration of Drawbacks in this design framework are the
geometry-related sophisticated evaluation absence of requirement handling and the
methods such as structure (FEM) and rudimentary (product life cycle) cost analysis.
aerodynamic (CFD) analysis. The cost analysis can actually be seen as the
main benchmark requirement in the early
One central issue in all modeling tools is to conceptual design phase, with the focus on
create a constraint design space where the user feasible studies for requirement definition. This
should have as much freedom as possible, while topic might be better solved with the
designs that are clearly not valid are not present competition approach mentioned, creating
in the design space. This minimizes the amount automated design with the help of graph-based
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PARAMETRIC AIRCRAFT CONCEPTUAL DESIGN SPACE
design languages. However, due to ongoing and analysis tools enable a flexible integration
implementation work the framework has not of external tools. Additionally, this database
been tested in case studies, re-evaluation of supports the geometry definition process
existing aircraft or by comparing the results through extensive component libraries and
with real data, handbook methods and other configuration functionality.
conceptual design tools.
Acknowledgement
4.1 Outlook
Funding of this work was provided by NFFP,
Negotiations regarding software and code the Swedish National Aviation Engineering
publication are ongoing, but from Linköping Program. The contributing authors wish to thank
University’s point of view, the framework the NFFP founders for this support.
should be made available as open source
software in order to support cross-company and
cross-university collaborations and knowledge References
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