"Design of Novel Wing Body Considering Intake/Exhaust Effect" presented in APISAT-2013 at Takamatsu, Japan.

1. API262
Design of Novel Wing Body Considering
Intake/Exhaust Effect
Yuuki NAKAYAMA
Masahiro KANAZAKI
Yoshitaka FUKUYAMA
Mitsuhiro MURAYAMA
Kazuomi YAMAMOTO
Tokyo Metropolitan Univ.
Tokyo Metropolitan Univ.
JAXA
JAXA
JAXA
2013 Asia-Pacific International Symposium on Aerospace Technology
20-22 Nov., Takamatsu, Japan
1

2. API262
Contents
Background
Objective
Design Methods
Results
Conclusions
2

3. API262
Background
3
 Market forecast of aircraft
 Middle(100-200 seats)* class
 Requirement for future aircraft:
Low fuel burn and noise
 Recent engine has higher BPR
 Effective to reduce fuel burn and noise
Aircraft design in consideration of
engine/airframe interaction is required.
*http://www.jadc.or.jp/JADCF00.pdf
http://www.nasa.gov/topics/aeronauti
cs/features/future_airplanes.html
http://www.mtu.de/en/products_services/co
mmercial_mro/programs/ge90/index.html
 Fan diameter gets bigger

4. API262
Background
4
 Novel-Wing-Body(NWB)
 150seats Blended-Wing-Body type aircraft
 Concept has been proposed by Tokyo Metropolitan University and JAXA.
 Smaller than the other BWBs aircraft
 Upper mount engine integration
 Design optimization for improvement aerodynamics
performance
 Candidate of next generation aircraft
 Engine integration considering Intake/Exhaust effect
 Aerodynamic interaction between engine and airframe
 Intake stagnation decreases airframe lift.
 Complex flowfield around engine
Computational analysis based design
optimization is required.
http://air.mapping.jp/top.html
NWB

5. API262
Objective
5
Design optimization of NWB airframe considering
engine intake/exhaust flow interaction
 Higher L/D at cruse condition using Efficient Global
Optimization(EGO)
 Acquirement of design knowledge using data visualization

6. API262
Design Method
Airframe definition
 Representation by modified PARSEC method
 Thickness distribution and camber are defined respectively.
 Design performance of leading edge is improved than original PARSEC
method.
 Inboard wing design by camber control
 6design variables×3cross sections
 Total design variables are 18
6
Outboard Wing
Inboard Wing
Design target
PAX 150
Range[nm] 1800
Length[m] 28
Span[m] 42
Weight[kg] 7.17×104

7. API262
Design Method
7
Engine Shape
 High bypass engine
 The engine is based on the next generation
turbo fan engine*.
P/P0 T/T0
Fan face 1.21 -
Bypass nozzle 2.13 1.26
Core nozzle 1.48 2.93
Intake/Exhaust Effect
 Give P/P0 as boundary condition to
boundary #1
 Give P/P0 and T/T0 as boundary
condition to boundary #2 and #3
Intake Exhaust
* Data provided by JAXA engine research center
1
2
0 2
1
1






 
 M
T
T
Mu t
x


1
2
0
0 2
1
1
1 






 











 M
T
Tp
p
t
t
BPR 13.8
Cruse thrust [kN] 29.2

8. API262
Design Method
8
Initial sampling is 42 samples
Additional sample is
added to improve the
model.
Objective Function
 Maximize: L/D @ Cruse
Subject to CLCruise=0.13

9. API262
Design Method
9
 Analysis of Variance (ANOVA)
 One of multi-validate analysis tool for quantitative
information.
 Visualizing the design variables contributions to
the objective function respectively.
 Parallel Coordinate Plot (PCP)
 One of visualization techniques from high-dimensional data into two
dimensional data.
 Normalized design variables and
objective functions are set parallel
in the normalized axis.
)min(-)max(
)min(-)(
ii
ii
i
dvdv
dvdvx
P 

10. API262
Design Method
10
 Aerodynamics Evaluation
 Tohoku university Aerodynamic Simulation (TAS) code
is employed.
Governing equation: compressible Navier-Stokes equation
Turbulent model: Spalart-Allmaras model
Time integration is carried out by LU-SGS implicit method.
Polar curve is drawn to acquire CD at target CL.
Reynolds number 6.63×107
Mach number 0.80
Cruse altitude [km] 10.0
weight [kg] 7.17×104
Angle of attack[deg.] 0, 1, 2

11. API262
Design Space
Design variable Lower Upper
dv1 rc at 0% 0.000 0.005
dv2 xc at 0% 0.150 0.550
dv3 zc at 0% -0.010 0.010
dv4 zxxc at 0% -0.100 0.100
dv5 zte at 0% -0.020 0.010
dv6 ate at 0% -10.00 15.00
dv7 rc at 16% 0.000 0.005
dv8 xc at 16% 0.150 0.550
dv9 zc at 16% -0.010 0.010
11
Design variable Lower Upper
dv10 zxxc at 16% -0.100 0.100
dv11 zte at 16% -0.020 0.010
dv12 ate at 16% -10.00 15.00
dv13 rc at 30% 0.000 0.005
dv14 xc at 30% 0.150 0.550
dv15 zc at 30% -0.010 0.010
dv16 zxxc at 30% -0.100 0.100
dv17 zte at 30% -0.020 0.010
dv18 ate at 30% -10.00 15.00
0%semi-span(Root)
16%semi-span(Cabin)
30%semi-span (Insertion)

12. API262
Results
12

13. API262
Results
13
Several better designs could be obtained.
 The best L/D is more than twice that of baseline.
 The AoA is smaller than the that of baseline.
L/D

14. API262
Results
14
Optimum Baseline
L/D=17.9 L/D=15.4
AoA=0.18[deg.] AoA=0.78[deg.]
CP distribution Isosurface CP distribution Isosurface
Flowfield visualization
 Shock wave appears on the outboard wing
 The optimum’s is weaker than the that of baseline.
 Higher suction peak on the inboard wing of the optimum design
 Due to low AoA
Outboard wing
(Upper surface)
Outboard wing
(Upper surface)
Upper Lower Upper Lower

15. API262
Results
15
Upper Lower Upper Lower
Span load distribution
 Higher lift on the inboard wing of
optimum design
 Due to get camber at the
inboard wing of the optimum
design
Optimum Baseline
L/D=17.9 L/D=15.4
AoA=0.18[deg.] AoA=0.78[deg.]

16. API262
Results
16
0%semi-span
16%semi-span
30%semi-span
Cross-sections
 Negative camber
around trailing edge
 S-shape camber in
trailing edge
 Get high lift around
middle of cord length
 Almost same shape
to the baseline

17. API262
Results
17
 Visualization by ANOVA
 dv12(T.E. angle @16%semi-span) shows the
largest effect to the aerodynamic performance.
 dv14 and dv15(maximum camber position and
height @30%semi-span) also shows large
effect.
 Flat camber from the LE to mid-chord

18. API262
Results
18
 Visualization by PCP
 dv12 is partial to around -2.5[deg.]
 Cross-section@16%semi-span has steep
slope in aft.
 Additional thrust is generated by positive
pressure.

19. API262
Conclusions
19
EGO for NWB airframe design considering effect of intake
and exhaust flow is carried out.
 Optimum camber line of inboard wing for L/D maximization
 Because the optimum design achieves lower AoA than
that of baseline, the shock wave on outboard wing is
reduced.
 Design knowledge extraction by data mining
 The negative camber around the trailing edge reduce
cruse AoA, then shock wave is waken on the outboard.
 The additional thrust force is generated by S-shape
camber at the 16% semi-span.