copyright © 2009 boeing. all rights reserved. the impact of high performance computing and...
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Copyright © 2009 Boeing. All rights reserved.
The Impact of High Performance Computing and Computational
Fluid Dynamics on Aircraft Development
Edward N. TinocoTechnical Fellow Enabling Technology & Research Airplane Configuration, Integration & Performance Boeing Commercial Airplanes
Copyright © 2009 Boeing. All rights reserved.
Copyright © 2009 Boeing. All rights reserved.
Computational Fluid Dynamics (CFD)
Tools for Aerodynamic Development of Aircraft Configurations
Flight Test Wind Tunnel
Copyright © 2009 Boeing. All rights reserved.
Direct Numerical Simulation
Large Eddy Simulation
Detached Eddy Simulation w/RANS
Reynolds Averaged Navier-Stokes
Aerodynamic flows are characterized as compressible, viscous (high Reynolds number turbulent) flows.
Computational Fluid Dynamics
Practical Limit for Complete Airplane
Applications
Incr
easi
ng Com
putatio
nal C
omple
xity
,
Decre
asin
g Em
pirici
sm
Euler
Full PotentialWith Coupled Boundary Layer
Linear Potential (Panel Methods) 1960’s
1970-80’s
1980’s
1990’s
2000’s
2045
2080
Copyright © 2009 Boeing. All rights reserved.
1985 1990 1995 2000 2005 2010
777 737NG 787
21% thicker faster wingthan 757, 767 technology.Best economics in class
Highly constrained wingdesign. Faster wing than737-300. Highest sellingcommercial airplane ever
Multipointoptimization
design
Faster and more effi-cient than previousmedium size aircraft
747-8
lowest operatingcosts and besteconomics of anylarge airplane
1 GFLOP 100 GFLOP10 GFLOP
UnstructuredAdaptive Grid
3-D N-S
Full-PotentialTransonic Design
Wing-BodyReynolds Averaged
Navier-Stokes
General 3-DReynolds Averaged
Navier-Stokes
General 3-DFull-Potential
Transonic Analysis
737-300
Modern close couplednacelle installation, 0.02Mach faster than 737-200Enabled by CFD
767 757
1980 state of the art
19851965 1970 1975 19801960
h
xc
Joint CFD/Wind TunnelStudies unlock the secretof nacelle/wing interfer-
ence drag
SupersonicTransport
2-D AirfoilDevelopment
2-D LinearPotential
LinearizedSupersonic
General 3-DLinear Potential
Wing-BodyFull-Potential
Transonic Analysis
1 MFLOP 10 MFLOP 100 MFLOP
Timeline of the Use of Computational Fluid Dynamics in Aircraft Development
Copyright © 2009 Boeing. All rights reserved.
Copyright © 2009 Boeing. All rights reserved.
What is the Measure of Value in Computational Fluid Dynamics?
• The value of reduced wind tunnel testing due to the use of CFD
In the past 20 years the use of CFD has provided significant cost savings
767(1980)
777-200(1990)
787(2005)
-25 %
-30 %
767(1980)
777-200(1990)
787(2005)
-25 %
-30 %
Win
d T
un
nel
Ho
urs
Win
d T
un
nel
Ho
urs
YEAR
WRIGHT FLYER
DC-3
B-17
B-29 DC-6
B-47
B-52DC-8
F-111
707
737
747
B-1
F-15
SHUTTLE
106
105
104
103
102
10 1900 1920 1940 1960 1980 2000
CFDImpact
YEAR
WRIGHT FLYER
DC-3
B-17
B-29 DC-6
B-47
B-52DC-8
F-111
707
737
747
B-1
F-15
SHUTTLE
106
105
104
103
102
10 1900 1920 1940 1960 1980 2000
CFDImpact
Copyright © 2009 Boeing. All rights reserved.
The Challenge
• One complete airplane development requires about 50,000 to 100,000 aerodynamic simulations.
• Flight test is used to validate and certify that the aircraft is safe over the entire range flight conditions mandated by law.
• The challenge is to further push the use of CFD into the edges of the flight envelope.
Velocity - VEAS
The Flight Envelope
Higher quality data earlier in the design phase for Multidisciplinary Design Optimization – big driver on reducing cost “Good enough” aerodynamic data base to reduce number of design cycles Higher quality full scale flight simulation – avoid costly surprises in flight test
Copyright © 2009 Boeing. All rights reserved.
What is the Measure of Value in Computational Fluid Dynamics?
• The value of reduced wind tunnel testing due to the use of CFD
In the past 20 years the use of CFD has provided significant cost savings. This is a small fraction of the value CFD delivered.
A much greater value of CFD in the Commercial arena is………..
• The added value of the product due to the use of CFD Achieving design solutions that are otherwise unreachable. Shortening the design development process. Getting it right the first time. NOT getting it right the first time results in:
Very lengthy and costly development to fix it Possible cancelation/termination of the program Putting the Company at risk
Copyright © 2009 Boeing. All rights reserved.
Copyright © 2009 Boeing. All rights reserved.
Boeing Puget SoundHPC Environment
2001• Cray T916• SGI Origin• ~0.100 Tflops• Full Potential + BL
– e.g. Tranair
2009• Cray X1• PC clusters• ~50 Tflops• Navier-Stokes
– e.g. CFD++, CFL3D, OVERFLOW
Copyright © 2009 Boeing. All rights reserved.
CFD Contributions to 787
High-Speed WingDesign Cab Design
Engine/Airframe Integration
Inlet DesignInlet Certification
Exhaust-System Design
CabinNoise
Wing-BodyFairing Design
Vertical Tail and Aft Body Design
Design ForStability &
Control
High-Lift Wing Design
APU InletAnd Ducting
ECS Inlet DesignAPU and Propulsion
Fire Suppression
Nacelle Design
• Thrust-Reverser Design
• Community Noise
Design for FODPrevention
Aeroelastics
Icing
Air-Data System
Location
Vortex Generators
Planform Design
Buffet Boundary
Reynolds-Number Corrections
Flutter
Control-Surface Failure Analysis
Wind-Tunnel Design Validation
Wing-Tip DesignWing
Controls
Avionics Cooling
Interior Air
Quality
Engine-Bay Thermal Analysis
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Cost and Flowtime Characteristics of Wind Tunnels and CFD
One complete airplane development requires about 50,000 toOne complete airplane development requires about 50,000 to100,000 aerodynamic simulations100,000 aerodynamic simulations
Today Desired Future State
10 100 1,000 10,000 100,000
Cost,Flowtime
Number of Simulations10 100 1,000 10,000 100,000
Number of Simulations
CFD – Design, MostData Base Building
Wind Tunnel – Validation
Special Conditions
CFD
Wind Tunnel
Data BaseBuilding
The use of new CFD is driven by desperation.Desperation to remain competitive!
Copyright © 2009 Boeing. All rights reserved.
Closing Thoughts
• CFD exists to enable new solutions to problems, reduce airplane development cost, and reduce time to market
• CFD can allow you to safely explore areas of the flight regime without putting a pilot at risk
• CFD can allow you to analyze conditions for which physical simulation is either very expensive or not possible, such as hypersonic propulsion systems and full flight Reynolds number testing
• Accuracy, robustness and timeliness are the keys to acceptance and use in an industrial environment
• Impediments: applications that do not scale well (to 1000’s of processors with sufficient memory) – this is science; resources to run 1000s of flight conditions on 100’s of processors – this is the business of engineering