The study of a flexible body immersed in a flowing medium is one of the best way to find its aerodynamic shape.This Letter revisited the problem that was first studied by Alben et al.(Nature 420,479–481,2002).To dete...The study of a flexible body immersed in a flowing medium is one of the best way to find its aerodynamic shape.This Letter revisited the problem that was first studied by Alben et al.(Nature 420,479–481,2002).To determine the aerodynamic shape of the fibre,a simpler approach is proposed.A universal drag scaling law is obtained and the universality of the Alben-Shelley-Zhang scaling law is confirmed by using dimensional analysis.A complete Maple code is provided for finding aerodynamic shape of the fibre in the flowing medium.展开更多
It is found that the solution remapping technique proposed in[Numer.Math.Theor.Meth.Appl.,2020,13(4)]and[J.Sci.Comput.,2021,87(3):1-26]does not work out for the Navier-Stokes equations with a high Reynolds number.The ...It is found that the solution remapping technique proposed in[Numer.Math.Theor.Meth.Appl.,2020,13(4)]and[J.Sci.Comput.,2021,87(3):1-26]does not work out for the Navier-Stokes equations with a high Reynolds number.The shape deformations usually reach several boundary layer mesh sizes for viscous flow,which far exceed one-layer mesh that the original method can tolerate.The direct application to Navier-Stokes equations can result in the unphysical pressures in remapped solutions,even though the conservative variables are within the reasonable range.In this work,a new solution remapping technique with lower bound preservation is proposed to construct initial values for the new shapes,and the global minimum density and pressure of the current shape which serve as lower bounds of the corresponding variables are used to constrain the remapped solutions.The solution distribution provided by the present method is proven to be acceptable as an initial value for the new shape.Several numerical experiments show that the present technique can substantially accelerate the flow convergence for large deformation problemswith 70%-80%CPU time reduction in the viscous airfoil drag minimization.展开更多
The Dual Synthetic Jet Actuator(DSJA) is used to develop a new type of lift enhancement device based on circulation control, and to control the flow over the two-dimensional(2D)NACA0015 airfoil. The lift enhancement d...The Dual Synthetic Jet Actuator(DSJA) is used to develop a new type of lift enhancement device based on circulation control, and to control the flow over the two-dimensional(2D)NACA0015 airfoil. The lift enhancement device is composed of a DSJA and a rounded trailing edge(Coanda surface). The two outlets of the DSJA eject two jets(Jet 1 and Jet 2). Jet 1 ejects from the upper trailing edge, which increases the circulation of airfoil with the help of the Coanda surface. Jet2 ejects from the lower trailing edge, which acts as a virtual flap. The Reynolds number based on the airfoil chord length and free flow velocity is 250000. The results indicate that the circulation control method based on Dual Synthetic Jet(DSJ) has good performance in lift enhancement, whose control effect is closely related to momentum coefficient and reduced frequency. With the increase of the reduced frequency, the control effect of the lift enhancement is slightly reduced. As the momentum coefficient increases, the control effect becomes better. When the angle of attack is greater than 4°, the increments of lift coefficients under the control of DSJ are larger than those under the control of the steady blowing at a same momentum coefficient. The maximum lift augmentation efficiency can reach 47 when the momentum coefficient is 0.02, which is higher than the value in the case with steady blowing jet circulation control.展开更多
This paper presents a novel optimization technique for an efficient multi-fidelity model building approach to reduce computational costs for handling aerodynamic shape optimization based on high-fidelity simulation mo...This paper presents a novel optimization technique for an efficient multi-fidelity model building approach to reduce computational costs for handling aerodynamic shape optimization based on high-fidelity simulation models. The wing aerodynamic shape optimization problem is solved by dividing optimization into three steps—modeling 3D（high-fidelity） and 2D（lowfidelity） models, building global meta-models from prominent instead of all variables, and determining robust optimizing shape associated with tuning local meta-models. The adaptive robust design optimization aims to modify the shape optimization process. The sufficient infilling strategy—known as adaptive uniform infilling strategy—determines search space dimensions based on the last optimization results or initial point. Following this, 3D model simulations are used to tune local meta-models. Finally, the global optimization gradient-based method—Adaptive Filter Sequential Quadratic Programing（AFSQP） is utilized to search the neighborhood for a probable optimum point. The effectiveness of the proposed method is investigated by applying it, along with conventional optimization approach-based meta-models, to a Blended Wing Body（BWB） Unmanned Aerial Vehicle（UAV）. The drag coefficient is defined as the objective function, which is subjected to minimum lift coefficient bounds and stability constraints. The simulation results indicate improvement in meta-model accuracy and reduction in computational time of the method introduced in this paper.展开更多
Adjoint method is widely used in aerodynamic design because only once solution of flow field is required for it to obtain the gradients of all design variables. However, the computational cost of adjoint vector is app...Adjoint method is widely used in aerodynamic design because only once solution of flow field is required for it to obtain the gradients of all design variables. However, the computational cost of adjoint vector is approximately equal to that of flow computation. In order to accelerate the solution of adjoint vector and improve the efficiency of adjoint-based optimization, machine learning for adjoint vector modeling is presented. Deep neural network (DNN) is employed to construct the mapping between the adjoint vector and the local flow variables. DNN can efficiently predict adjoint vector and its generalization is examined by a transonic drag reduction of NACA0012 airfoil. The results indicate that with negligible computational cost of the adjoint vector, the proposed DNN-based adjoint method can achieve the same optimization results as the traditional adjoint method.展开更多
Burgeoning growth of tall buildings in urban areas around the world is placing new demands on their performance under winds.This involves selection of the building form that minimizes wind loads and structural topolog...Burgeoning growth of tall buildings in urban areas around the world is placing new demands on their performance under winds.This involves selection of the building form that minimizes wind loads and structural topologies that efficiently transfer loads.Current practice is to search for optimal shapes,but this limits buildings with static or fixed form.Aerodynamic shape tailoring that consists of modifying the external form of the building has shown great promise in reducing wind loads and associated structural motions as reflected in the design of Taipei 101 and Burj Khalifa.In these buildings,corner modifications of the cross-section and tapering along the height are introduced.An appealing alternative is to design a building that can adapt its form to the changing complex wind environment in urban areas with clusters of tall buildings,i.e.,by implementing a dynamic facade.To leap beyond the static shape optimization,autonomous dynamic morphing of the building shape is advanced in this study,which is implemented through a cyber–physical system that fuses together sensing,computing,actuating,and engineering informatics.This approach will permit a building to intelligently morph its profile to minimize the source of dynamic wind load excitation,and holds the promise of revolutionizing tall buildings from conventional static to dynamic facades by taking advantage of the burgeoning advances in computational design.展开更多
In aerodynamic optimization, global optimization methods such as genetic algorithms are preferred in many cases because of their advantage on reaching global optimum. However,for complex problems in which large number...In aerodynamic optimization, global optimization methods such as genetic algorithms are preferred in many cases because of their advantage on reaching global optimum. However,for complex problems in which large number of design variables are needed, the computational cost becomes prohibitive, and thus original global optimization strategies are required. To address this need, data dimensionality reduction method is combined with global optimization methods, thus forming a new global optimization system, aiming to improve the efficiency of conventional global optimization. The new optimization system involves applying Proper Orthogonal Decomposition（POD） in dimensionality reduction of design space while maintaining the generality of original design space. Besides, an acceleration approach for samples calculation in surrogate modeling is applied to reduce the computational time while providing sufficient accuracy. The optimizations of a transonic airfoil RAE2822 and the transonic wing ONERA M6 are performed to demonstrate the effectiveness of the proposed new optimization system. In both cases, we manage to reduce the number of design variables from 20 to 10 and from 42 to 20 respectively. The new design optimization system converges faster and it takes 1/3 of the total time of traditional optimization to converge to a better design, thus significantly reducing the overall optimization time and improving the efficiency of conventional global design optimization method.展开更多
As the running speed of high-speed trains increases, aerodynamic drag becomes the key factor which limits the further increase of the running speed and energy consumption. Aerodynamic lift of the trailing car also bec...As the running speed of high-speed trains increases, aerodynamic drag becomes the key factor which limits the further increase of the running speed and energy consumption. Aerodynamic lift of the trailing car also becomes the key force which affects the amenity and safety of the train. In the present paper, a simplified CRH380A high-speed train with three carriages is chosen as the model in order to optimize aerodynamic drag of the total train and aerodynamic lift of the trailing car. A constrained mul- ti-objective optimization design of the aerodynamic head shape of high-speed trains based on adaptive non-dominated sorting genetic algorithm is also developed combining local function three-dimensional parametric approach and central Latin hypercube sampling method with maximin criteria based on the iterative local search algorithm. The results show that local function parametric approach can be well applied to optimal design of complex three-dimensional aerodynamic shape, and the adaptive non-dominated sorting genetic algorithm can be more accurate and efficient to find the Pareto front. After optimization the aerodynamic drag of the simplified train with three carriages is reduced by 3.2%, and the lift coefficient of the trailing car by 8.24%, the volume of the streamlined head by 2.16%; the aerodynamic drag of the real prototype CRH380A is reduced by 2.26%, lift coefficient of the trailing car by 19.67%. The variation of aerodynamic performance between the simplified train and the true train is mainly concentrated in the deformation region of the nose cone and tail cone. The optimization approach proposed in the present paper is simple yet efficient, and sheds lights on the constrained multi-objective engineering optimization design of aerodynamic shape of high-speed trains.展开更多
Adjoint-based optimization method is a hotspot in turbomachinery.First,this paper presents principles of adjoint method from Lagrange multiplier viewpoint.Second,combining a continuous route with thin layer RANS equat...Adjoint-based optimization method is a hotspot in turbomachinery.First,this paper presents principles of adjoint method from Lagrange multiplier viewpoint.Second,combining a continuous route with thin layer RANS equations,we formulate adjoint equations and anti-physical boundary conditions.Due to the multi-stage environment in turbomachinery,an adjoint interrow mixing method is introduced.Numerical techniques of solving flow equations and adjoint equations are almost the same,and once they are converged respectively,the gradients of an objective function to design variables can be calculated using complex method efficiently.Third,integrating a shape perturbation parameterization and a simple steepest descent method,a frame of adjoint-based aerodynamic shape optimization for multi-stage turbomachinery is constructed.At last,an inverse design of an annular cascade is employed to validate the above approach,and adjoint field of an Aachen 1.5 stage turbine demonstrates the conservation and areflexia of the adjoint interrow mixing method.Then a direct redesign of a 1+1 counter-rotating turbine aiming to increase efficiency and apply constraints to mass flow rate and pressure ratio is taken.展开更多
Shock control bumps are a promising technique in reducing wave drag of civil transport aircraft flying at transonic speeds.This paper investigates the optimization of 3D shock control bumps on a supercritical wing wit...Shock control bumps are a promising technique in reducing wave drag of civil transport aircraft flying at transonic speeds.This paper investigates the optimization of 3D shock control bumps on a supercritical wing with a sweep angle of 16°at the1/4 chord.A similar supercritical wing with a higher sweep angle of 24.5°at the 1/4 chord has been adopted as a baseline for the study.Numerical results show that the drag coefficient of the low sweep wing with the optimized 3D shock control bumps is reduced below that for the high sweep wing,indicating shock control bumps can be used as an effective means to reduce the wave drag caused by reducing the wing sweep angle.From the point of view of the wing structure design,lower sweep angle will also bring the benefits of weight reduction,resulting in further fuel reduction.展开更多
The performance of an optimized aerodynamic shape is further improved by a second-step optimization using the design knowledge discovered by a data mining technique based on Proper Orthogonal Decomposition(POD) in the...The performance of an optimized aerodynamic shape is further improved by a second-step optimization using the design knowledge discovered by a data mining technique based on Proper Orthogonal Decomposition(POD) in the present study. Data generated in the first-step optimization by using evolution algorithms is saved as the source data, among which the superior data with improved objectives and maintained constraints is chosen. Only the geometry components of the superior data are picked out and used for constructing the snapshots of POD. Geometry characteristics of the superior data illustrated by POD bases are the design knowledge, by which the second-step optimization can be rapidly achieved. The optimization methods are demonstrated by redesigning a transonic compressor rotor blade, NASA Rotor 37, in the study to maximize the peak adiabatic efficiency, while maintaining the total pressure ratio and mass flow rate.Firstly, the blade is redesigned by using a particle swarm optimization method, and the adiabatic efficiency is increased by 1.29%. Then, the second-step optimization is performed by using the design knowledge, and a 0.25% gain on the adiabatic efficiency is obtained. The results are presented and addressed in detail, demonstrating that geometry variations significantly change the pattern and strength of the shock wave in the blade passage. The former reduces the separation loss,while the latter reduces the shock loss, and both favor an increase of the adiabatic efficiency.展开更多
This paper describes a method for mesh adaptation in the presence of intersections, such as wing-fuselage. Automatic optimization tools, using Computational Fluid Dynamics（CFD） simulations, face the problem to adapt...This paper describes a method for mesh adaptation in the presence of intersections, such as wing-fuselage. Automatic optimization tools, using Computational Fluid Dynamics（CFD） simulations, face the problem to adapt the computational grid upon deformations of the boundary surface. When mesh regeneration is not feasible, due to the high cost to build up the computational grid, mesh deformation techniques are considered a cheap approach to adapt the mesh to changes on the geometry. Mesh adaptation is a well-known subject in the literature; however, there is very little work which deals with moving intersections. Without a proper treatment of the intersections,the use of automatic optimization methods for aircraft design is limited to individual components.The proposed method takes advantage of the CAD description, which usually comes in the form of Non-Uniform Rational B-Splines（NURBS） patches. This paper describes an algorithm to recalculate the intersection line between two parametric surfaces. Then, the surface mesh is adapted to the moving intersection in parametric coordinates. Finally, the deformation is propagated through the volumetric mesh. The proposed method is tested with the DLR F6 wing-body configuration.展开更多
基金supported by Xi’an University of Architecture and Technology(Grant No.002/2040221134).
文摘The study of a flexible body immersed in a flowing medium is one of the best way to find its aerodynamic shape.This Letter revisited the problem that was first studied by Alben et al.(Nature 420,479–481,2002).To determine the aerodynamic shape of the fibre,a simpler approach is proposed.A universal drag scaling law is obtained and the universality of the Alben-Shelley-Zhang scaling law is confirmed by using dimensional analysis.A complete Maple code is provided for finding aerodynamic shape of the fibre in the flowing medium.
基金This project is supported by the National Natural Science Foundation of China(No.12001031).
文摘It is found that the solution remapping technique proposed in[Numer.Math.Theor.Meth.Appl.,2020,13(4)]and[J.Sci.Comput.,2021,87(3):1-26]does not work out for the Navier-Stokes equations with a high Reynolds number.The shape deformations usually reach several boundary layer mesh sizes for viscous flow,which far exceed one-layer mesh that the original method can tolerate.The direct application to Navier-Stokes equations can result in the unphysical pressures in remapped solutions,even though the conservative variables are within the reasonable range.In this work,a new solution remapping technique with lower bound preservation is proposed to construct initial values for the new shapes,and the global minimum density and pressure of the current shape which serve as lower bounds of the corresponding variables are used to constrain the remapped solutions.The solution distribution provided by the present method is proven to be acceptable as an initial value for the new shape.Several numerical experiments show that the present technique can substantially accelerate the flow convergence for large deformation problemswith 70%-80%CPU time reduction in the viscous airfoil drag minimization.
基金co-supported by the National Natural Science Foundation of China(Nos.11972369 and 11872374)the Youth Science and Technology Innovation Award funded project of National University of Defense Technology,China(434517314).
文摘The Dual Synthetic Jet Actuator(DSJA) is used to develop a new type of lift enhancement device based on circulation control, and to control the flow over the two-dimensional(2D)NACA0015 airfoil. The lift enhancement device is composed of a DSJA and a rounded trailing edge(Coanda surface). The two outlets of the DSJA eject two jets(Jet 1 and Jet 2). Jet 1 ejects from the upper trailing edge, which increases the circulation of airfoil with the help of the Coanda surface. Jet2 ejects from the lower trailing edge, which acts as a virtual flap. The Reynolds number based on the airfoil chord length and free flow velocity is 250000. The results indicate that the circulation control method based on Dual Synthetic Jet(DSJ) has good performance in lift enhancement, whose control effect is closely related to momentum coefficient and reduced frequency. With the increase of the reduced frequency, the control effect of the lift enhancement is slightly reduced. As the momentum coefficient increases, the control effect becomes better. When the angle of attack is greater than 4°, the increments of lift coefficients under the control of DSJ are larger than those under the control of the steady blowing at a same momentum coefficient. The maximum lift augmentation efficiency can reach 47 when the momentum coefficient is 0.02, which is higher than the value in the case with steady blowing jet circulation control.
文摘This paper presents a novel optimization technique for an efficient multi-fidelity model building approach to reduce computational costs for handling aerodynamic shape optimization based on high-fidelity simulation models. The wing aerodynamic shape optimization problem is solved by dividing optimization into three steps—modeling 3D（high-fidelity） and 2D（lowfidelity） models, building global meta-models from prominent instead of all variables, and determining robust optimizing shape associated with tuning local meta-models. The adaptive robust design optimization aims to modify the shape optimization process. The sufficient infilling strategy—known as adaptive uniform infilling strategy—determines search space dimensions based on the last optimization results or initial point. Following this, 3D model simulations are used to tune local meta-models. Finally, the global optimization gradient-based method—Adaptive Filter Sequential Quadratic Programing（AFSQP） is utilized to search the neighborhood for a probable optimum point. The effectiveness of the proposed method is investigated by applying it, along with conventional optimization approach-based meta-models, to a Blended Wing Body（BWB） Unmanned Aerial Vehicle（UAV）. The drag coefficient is defined as the objective function, which is subjected to minimum lift coefficient bounds and stability constraints. The simulation results indicate improvement in meta-model accuracy and reduction in computational time of the method introduced in this paper.
基金This work was supported by the National Numerical Wind tunnel Project(Grant NNW2018-ZT1B01)the National Natural Science Foundation of China(Grant 91852115).
文摘Adjoint method is widely used in aerodynamic design because only once solution of flow field is required for it to obtain the gradients of all design variables. However, the computational cost of adjoint vector is approximately equal to that of flow computation. In order to accelerate the solution of adjoint vector and improve the efficiency of adjoint-based optimization, machine learning for adjoint vector modeling is presented. Deep neural network (DNN) is employed to construct the mapping between the adjoint vector and the local flow variables. DNN can efficiently predict adjoint vector and its generalization is examined by a transonic drag reduction of NACA0012 airfoil. The results indicate that with negligible computational cost of the adjoint vector, the proposed DNN-based adjoint method can achieve the same optimization results as the traditional adjoint method.
基金the US National Science Foundation(CMMI-1562244 and CMMI-1612843)。
文摘Burgeoning growth of tall buildings in urban areas around the world is placing new demands on their performance under winds.This involves selection of the building form that minimizes wind loads and structural topologies that efficiently transfer loads.Current practice is to search for optimal shapes,but this limits buildings with static or fixed form.Aerodynamic shape tailoring that consists of modifying the external form of the building has shown great promise in reducing wind loads and associated structural motions as reflected in the design of Taipei 101 and Burj Khalifa.In these buildings,corner modifications of the cross-section and tapering along the height are introduced.An appealing alternative is to design a building that can adapt its form to the changing complex wind environment in urban areas with clusters of tall buildings,i.e.,by implementing a dynamic facade.To leap beyond the static shape optimization,autonomous dynamic morphing of the building shape is advanced in this study,which is implemented through a cyber–physical system that fuses together sensing,computing,actuating,and engineering informatics.This approach will permit a building to intelligently morph its profile to minimize the source of dynamic wind load excitation,and holds the promise of revolutionizing tall buildings from conventional static to dynamic facades by taking advantage of the burgeoning advances in computational design.
基金supported by the National Natural Science Foundation of China (No. 11502211)
文摘In aerodynamic optimization, global optimization methods such as genetic algorithms are preferred in many cases because of their advantage on reaching global optimum. However,for complex problems in which large number of design variables are needed, the computational cost becomes prohibitive, and thus original global optimization strategies are required. To address this need, data dimensionality reduction method is combined with global optimization methods, thus forming a new global optimization system, aiming to improve the efficiency of conventional global optimization. The new optimization system involves applying Proper Orthogonal Decomposition（POD） in dimensionality reduction of design space while maintaining the generality of original design space. Besides, an acceleration approach for samples calculation in surrogate modeling is applied to reduce the computational time while providing sufficient accuracy. The optimizations of a transonic airfoil RAE2822 and the transonic wing ONERA M6 are performed to demonstrate the effectiveness of the proposed new optimization system. In both cases, we manage to reduce the number of design variables from 20 to 10 and from 42 to 20 respectively. The new design optimization system converges faster and it takes 1/3 of the total time of traditional optimization to converge to a better design, thus significantly reducing the overall optimization time and improving the efficiency of conventional global design optimization method.
基金supported by the Major State Basic Research Development Program of China ("973" Program) (Grant No. 2011CB711100) National Key Technology R&D Program (Grant No. 2009BAQG12A03)
文摘As the running speed of high-speed trains increases, aerodynamic drag becomes the key factor which limits the further increase of the running speed and energy consumption. Aerodynamic lift of the trailing car also becomes the key force which affects the amenity and safety of the train. In the present paper, a simplified CRH380A high-speed train with three carriages is chosen as the model in order to optimize aerodynamic drag of the total train and aerodynamic lift of the trailing car. A constrained mul- ti-objective optimization design of the aerodynamic head shape of high-speed trains based on adaptive non-dominated sorting genetic algorithm is also developed combining local function three-dimensional parametric approach and central Latin hypercube sampling method with maximin criteria based on the iterative local search algorithm. The results show that local function parametric approach can be well applied to optimal design of complex three-dimensional aerodynamic shape, and the adaptive non-dominated sorting genetic algorithm can be more accurate and efficient to find the Pareto front. After optimization the aerodynamic drag of the simplified train with three carriages is reduced by 3.2%, and the lift coefficient of the trailing car by 8.24%, the volume of the streamlined head by 2.16%; the aerodynamic drag of the real prototype CRH380A is reduced by 2.26%, lift coefficient of the trailing car by 19.67%. The variation of aerodynamic performance between the simplified train and the true train is mainly concentrated in the deformation region of the nose cone and tail cone. The optimization approach proposed in the present paper is simple yet efficient, and sheds lights on the constrained multi-objective engineering optimization design of aerodynamic shape of high-speed trains.
文摘Adjoint-based optimization method is a hotspot in turbomachinery.First,this paper presents principles of adjoint method from Lagrange multiplier viewpoint.Second,combining a continuous route with thin layer RANS equations,we formulate adjoint equations and anti-physical boundary conditions.Due to the multi-stage environment in turbomachinery,an adjoint interrow mixing method is introduced.Numerical techniques of solving flow equations and adjoint equations are almost the same,and once they are converged respectively,the gradients of an objective function to design variables can be calculated using complex method efficiently.Third,integrating a shape perturbation parameterization and a simple steepest descent method,a frame of adjoint-based aerodynamic shape optimization for multi-stage turbomachinery is constructed.At last,an inverse design of an annular cascade is employed to validate the above approach,and adjoint field of an Aachen 1.5 stage turbine demonstrates the conservation and areflexia of the adjoint interrow mixing method.Then a direct redesign of a 1+1 counter-rotating turbine aiming to increase efficiency and apply constraints to mass flow rate and pressure ratio is taken.
基金supported by a project funded by the Priority Academic Program Development of Jiangsu Higher Education Institutions of China
文摘Shock control bumps are a promising technique in reducing wave drag of civil transport aircraft flying at transonic speeds.This paper investigates the optimization of 3D shock control bumps on a supercritical wing with a sweep angle of 16°at the1/4 chord.A similar supercritical wing with a higher sweep angle of 24.5°at the 1/4 chord has been adopted as a baseline for the study.Numerical results show that the drag coefficient of the low sweep wing with the optimized 3D shock control bumps is reduced below that for the high sweep wing,indicating shock control bumps can be used as an effective means to reduce the wave drag caused by reducing the wing sweep angle.From the point of view of the wing structure design,lower sweep angle will also bring the benefits of weight reduction,resulting in further fuel reduction.
基金supported by the National Natural Science Foundation of China(Nos.51676003,51206003,and 11702305)
文摘The performance of an optimized aerodynamic shape is further improved by a second-step optimization using the design knowledge discovered by a data mining technique based on Proper Orthogonal Decomposition(POD) in the present study. Data generated in the first-step optimization by using evolution algorithms is saved as the source data, among which the superior data with improved objectives and maintained constraints is chosen. Only the geometry components of the superior data are picked out and used for constructing the snapshots of POD. Geometry characteristics of the superior data illustrated by POD bases are the design knowledge, by which the second-step optimization can be rapidly achieved. The optimization methods are demonstrated by redesigning a transonic compressor rotor blade, NASA Rotor 37, in the study to maximize the peak adiabatic efficiency, while maintaining the total pressure ratio and mass flow rate.Firstly, the blade is redesigned by using a particle swarm optimization method, and the adiabatic efficiency is increased by 1.29%. Then, the second-step optimization is performed by using the design knowledge, and a 0.25% gain on the adiabatic efficiency is obtained. The results are presented and addressed in detail, demonstrating that geometry variations significantly change the pattern and strength of the shock wave in the blade passage. The former reduces the separation loss,while the latter reduces the shock loss, and both favor an increase of the adiabatic efficiency.
文摘This paper describes a method for mesh adaptation in the presence of intersections, such as wing-fuselage. Automatic optimization tools, using Computational Fluid Dynamics（CFD） simulations, face the problem to adapt the computational grid upon deformations of the boundary surface. When mesh regeneration is not feasible, due to the high cost to build up the computational grid, mesh deformation techniques are considered a cheap approach to adapt the mesh to changes on the geometry. Mesh adaptation is a well-known subject in the literature; however, there is very little work which deals with moving intersections. Without a proper treatment of the intersections,the use of automatic optimization methods for aircraft design is limited to individual components.The proposed method takes advantage of the CAD description, which usually comes in the form of Non-Uniform Rational B-Splines（NURBS） patches. This paper describes an algorithm to recalculate the intersection line between two parametric surfaces. Then, the surface mesh is adapted to the moving intersection in parametric coordinates. Finally, the deformation is propagated through the volumetric mesh. The proposed method is tested with the DLR F6 wing-body configuration.
