modelling: computer-aided engineering
of aerodynamic performance at the same time as obtaining a four per cent reduction in the weight of the wing. ‘Te optimised configurations, while still matching TLAR, determined substantial advantages compared to the initial wing profiles,’ she concluded.
Optimising train design Energy consumption is equally a concern for modern railways and, just as in aero- engineering, can be accomplished by optimising the aerodynamic shape of the train. But there are conflicting constraints: the best models for drag do not have a good stability against crosswinds. In addition, trying to accommodate a lot of passengers also conflicts with optimal aerodynamic shape. In an ideal world, form and function may
go faultlessly hand in hand, but in the real world of trade-offs in engineering design, elegance and functionality do not always do so. Tese were some of the challenges faced
Simulation of fluid–structure interaction to allow designers to assess the impact of waves on freshwater and offshore systems
country. Added to that, companies want to expand their in-house engineering resources by getting more people to use simulation soſtware and take decisions which means that the creators of the soſtware, such as Ansys, have to make it easier to use and more accessible. Te key direction is to make it more ‘automatable’ so that people can customise their own workflows rather than making it ‘automatic’, which may be too restrictive.
THE KEY DIRECTION IS TO MAKE IT MORE ‘AUTOMATABLE’ SO THAT PEOPLE CAN CUSTOMISE WORKFLOWS
For Esteco, the Italian-based company
specialising in research and development of engineering soſtware, an aircraſt design project by Alenia Aermacchi exemplifies the benefits of a multiphyics, many-design evaluation. Tis study was performed in the framework of the Clean Sky Joint Technology Initiative, whose objective was to develop a new generation aircraſt that generated less noise, particularly on take-off and landing, and had better fuel efficiency. One way to achieve this is to alter the profile of the wing, making it thinner – but there are counterbalancing drivers such as maintaining the structural integrity (and therefore safety) of the wing while reducing its weight, which would point to a thicker design. Any solution had to comply with the Top Level
28 SCIENTIFIC COMPUTING WORLD
Aircraſt Requirements (TLAR). Te problem is one of simulation and
optimisation while dealing with the structural mechanics of the wing design and the fluid dynamics (CFD) of the airflow over it. Esteco’s design automation process, employing its ‘modeFrontier’ soſtware, enabled 20,000 design profiles of the 2D wing shape to be evaluated, while taking account of aerodynamic and structural analysis via Alenia in-house soſtware. Aſter the optimal 2D profile had been selected, CFD computations were validated against a parametric Catia 3D wing-body. According to Enrica Marentino, CFD Specialist at Alenia Aermacchi, the process helped the design team to achieve a 2.5 per cent enhancement
by Bombardier, the Canadian transport engineering company, in the development of Zefiro train, intended to be the world’s most economical and eco-friendly very high speed train, which can reach speeds of 380 km/hr. Bombardier used Esteco’s modeFrontier not only to integrate the various CAE tools that it was using but also to drive the geometry modification and simulation process, and to provide the necessary graphical tools for the statistical interpretation of results. Bombardier’s engineers considered some
60 different design parameters in their models, including the train’s outer shell, the cab, behaviour in the event of a crash, and ergonomic constraints. In the end, the company brought the
aerodynamic resistance down by 20 per cent, thereby reducing energy consumption by about 10 per cent.
Esteco’s modeFrontier in action @scwmagazine l
www.scientific-computing.com
Ansys
Esteco
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