6 1b

Multidisciplinary Optimisation
of Powerplant
Sylvain MOUTON – Gérald CARRIER (ONERA)
Matthieu MEAUX – Julien LAURENCEAU (Airbus)
Forum 2, Den Haag, 24 - 26 October 2006
VIVACE Fourm 2 © 2006 VIVACE Consortium Members. Page: 1 Multidisciplinary Optimisation of Powerplant
24-26 October 2006 All rights reserved
Outline
• Case presentation and purpose

• Structure optimisations and response surface
– Method and results
• Aerodynamic optimisations and response surface
– Tools and parameterization
– Flow analysis and gradient assessment
– Example of optimized design
• Multi-disciplinary response surface
• Conclusions
Case presentation
Aerodynamic and structural optimisation of an

outboard engine pylon
3 high-level
parameters: engine pylon
fai ring
• X longitudinal engine dynamic
aero
position Z structural frame
• Z vertical engine X
position W
• W pylon width
2 disciplines involved
engine
• Structure
• Aerodynamics
Strategy for exchange of information
High-level Pylon design

• parameters: X,Z,W Optimisation
design • objective: minimize operating cost loop
Surrogate model Surrogate model
Low- Structure design Aerodynamic design

level
Optimisation Optimisation
design loop loop
Optimisation problem formulation
Pylon design
• Combined objective: minimize drag + weight / k
• Parameters: engine position and pylon width (X,Z,W)
• Constraints: technological feasibility
Structure design Aerodynamic design

• Objective: minimize pylon • Objective: minimize
weight aircraft drag
• Parameters: panels and • Parameters: fairing
spars thicknesses shape
• Constraints: sustain loads • Constraints: maintain lift
Sampling and Surrogate models
High-level design How to build a surrogate model

space (X,Z,W) for each low-level discipline ?
Sampling Surrogate model
Low-level design
Best achievable
Individual 1 low-level
Optimisation objective
X1,Z1,Wloop
1 Data
interpolation:
Low-level design
Best achievable Kriging
Individual 2 low-level method*
X2,Z2Optimisation
,Wloop
2
objective
* D.R. Jones, M. Schonlau, W.J. Welch, Efficient

etc. etc. etc. Global Optimization of Expensive Black-Box
Functions, J. Glob. Opt. 13 no 4, 1998
Structure optimisations
and response surface
Structure optimisation
Automated remeshing
Uses Finite Element Model and
linear static solution for stress
• each sample (X,Z,W) corresponds
to a new overall positioning of the
pylon spars and panels, with
automatic meshing tool
• 27 low-level design variables
(thicknesses of spars and panels)
Max. shear stress in pylon
• 45 load cases (fan blade off and
fatigue)
• constraints on maximum allowed
stresses to sustain fatigue and static
loads
Structure response surface
View of the high-level design

The Kriging method was used space:
to interpolate data and build a
Structure optimized response
response surface for optimised surface
pylon weight
• as expected, it is better to have a
short, small and wide pylon -82.5 kg
Structure optimum
X = -200 mm
Z = +200 mm 0 kg
W = +200 mm +82.5 kg
Mass = -100 kg
Aerodynamic
optimisations and
response surface
Parameterisation
Surface mesh deformation by

Hicks-Henne bumps
Pylon parameterisation
• bumps are spread over the outboard
pylon surface
inboard
• 19 low-level design variables
(position and/or amplitude of
bumps)
• surface mesh deformation is
propagated into the volume
mesh thanks to an integral
method
Parameterization
Examples of possible shape

Minimal size shape
deformations
Baseline shape
Maximal size shape
Flow analysis
Viscous turbulent transonic flow Pressure field

and mesh
equations are solved
• Spalart-Allmaras turbulence
model
• 1.5 million nodes grid with
boundary layer refinement
• elsA CFD software using a Roe
Pylon to optimize
2nd order scheme
Forces convergence history
• efficient methods (multigrid,
implicit solver) allow to converge in 10 d.c.
500 cycles 0.1 CL
1000 multigrid cycles

Aerodynamic optimisation
A1
Gradient method: BFGS* quasi-Newton algorithm
• using Airbus tools Optalia and DOT software
• objective function: pressure drag CDp
• constraint on lift CL introduced by penalty
• bounds on design variables are defined to satisfy geometry
constraints
* Broyden-Fletcher-Goldfarb-Shanno
Gradient assessment
Innovative method for gradient calculation: adjoint
method*
• state of the art in the field of aerodynamics for sensitivities
computations (not yet used for industrial design)
• solve the exact derivative of RANS equations with elsA
(discrete adjoint equations) → aerodynamic gradient
Advantages of adjoint method

• whatever the number of design variables, the cost of a
gradient assessment remains about the same as one flow
computation
• the choice of an appropriate finite difference step for each
variable is no longer necessary
* A. Jameson, Aerodynamic Design via Control Theory, J. Sci. Comp. Vol 3, 1988
Aerodynamic optimisation: history
Gradient based optimisation:

detailed results for one of the Optimisation history
9 sampled points
Nb of flow / adjoint computations

Variation of Objective function
• convergence of the
optimisation process is
(equivalent d.c.)
satisfactory
• gain of 0.60 d.c. on pressure
drag of full aircraft
Aerodynamic optimisation: results
Optimized design Optimized

Baseline
new shape for inboard
wing/pylon intersection
increased radius of
curvature for outboard
intersection
‘deflated’ pylon leading edge
Aerodynamic optimisation: a posteriori
analysis of optimal result
Far-field drag analysis*
• areas of viscous drag

production
• areas of wave drag

production
• changes in transverse kinetic

energy distribution (induced
drag)
* J. van der Vooren, D. Destarac, Drag / Thrust Analysis of Jet-

propelled Transonic Transport Aircraft: Definitions of Physical Drag
Components, Aerospace Science and Technology, Vol 8, No 7, 2004
Aerodynamic optimisation: a posteriori
analysis of optimal result
Lift -0.00008 Far-field drag analysis

• drag equivalent -0.04 • wave drag and wing-engine
Drag (in d.c.) -0.60 interaction decreased
• wing -0.70 • viscous drag unchanged
• nacelle -0.05 • induced drag slightly
• pylon +0.13 increased
• overall improvement
• gains are not achieved on confirmed but hindered by
the pylon itself but rather on spurious drag reduction
the wing
Aerodynamic response surface
Optimised response
surface
• 9 samples in the high-level
design space
aerodynamic optimum
X = +90 mm -0.5 d.c.
Z = +200 mm
W = +200 mm
Drag = -0.9 d.c. 0.0 d.c.
+0.5 d.c.
Multi-disciplinary
response surface
Combined response surface
The combined cost
function is obtained by
adding response drag + weight / k
surfaces for drag and
weight
• Trade-off coefficient k
can easily be varied to
observe its effect on
overall cost
Multi-disciplinary optimum
X = +90 mm
Z = +200 mm
Driven by aerodynamics
W = +200 m
Drag -0.9 d.c.
Weight -77 kg
High level optimisation using surrogate
models
For any new configuration (X,Z,W)

the surrogate models can:
• deliver an estimate of best
achievable weight and best
achievable drag
• deliver local sensitivities with
respect to each high-level design
X=+90
variables Z=+200
W=+200
• deliver the Pareto optimal front
X=-200
Z=+200
→ fast analysis of the high-level W=+200
design space possible
High level optimisation using surrogate
models
Use of surrogate models allows to derive the global

optimum
genetic algorithm gradient algorithm
Conclusions
Conclusions
A multidisciplinary optimisation scenario for

powerplant integration has been set up and
demonstrated, providing:
• autonomy of each discipline allowing the independent use
of high fidelity, discipline specific expert tools
• valuable knowledge of the whole design space
• opportunity to study the effect of trade-off coefficient a
posteriori
• easy final optimisation
Thank you for your attention
Integrated Project
AIP3 CT-2003-502917
Priority 4 “Aeronautics and Space”
http://www.vivaceproject.com
Adjoint method: convergence
Convergence history of L2
On 3D turbulent cases, the iterative residual on first adjoint variable
scheme used to solve adjoint 10
1
equations may raise robustness

100
issues
Work performed to:
-1
10
suppress the diverging trend 10-2
Residual-rho
improve the convergence rate 10-3 0_2
0_5
identify best values for rapid 10-4

1_0
1_2
1_3
and robust convergence 1_4

1_5
2_0
10-5 2_1
2_2
2_3
2_4
10-6 2_5
3_0
3_5
-7
10
500 1000 1500 2000
Newton-Iteration
Adjoint method: accuracy
Convergence history of 6
components of drag gradient
• 500 iterations are sufficient to
reach converged value of the
gradient Finite diff
Adjoint
• Comparison to 2nd order finite
difference shows fair agreement
on major components (5 – 30%)
but larger error on smaller
components
→ robust and accurate enough
to compute aerodynamic
gradient

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Multidisciplinary Optimisation

Forum 2, Den Haag, 24 - 26 October 2006

• Case presentation and purpose

Aerodynamic and structural optimisation of an

High-level Pylon design

Surrogate model Surrogate model

Low- Structure design Aerodynamic design

Structure design Aerodynamic design

High-level design How to build a surrogate model

Sampling Surrogate model

* D.R. Jones, M. Schonlau, W.J. Welch, Efficient

View of the high-level design

Surface mesh deformation by

Examples of possible shape

Maximal size shape

Viscous turbulent transonic flow Pressure field

1000 multigrid cycles

Advantages of adjoint method

Gradient based optimisation:

Nb of flow / adjoint computations

Optimized design Optimized

‘deflated’ pylon leading edge

• areas of viscous drag

• areas of wave drag

• changes in transverse kinetic

* J. van der Vooren, D. Destarac, Drag / Thrust Analysis of Jet-

Lift -0.00008 Far-field drag analysis

For any new configuration (X,Z,W)

Use of surrogate models allows to derive the global

A multidisciplinary optimisation scenario for

equations may raise robustness

suppress the diverging trend 10-2

identify best values for rapid 10-4

and robust convergence 1_4

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