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applications ➤


any physics and data available. If you decouple the physics and don’t use realistic boundary conditions, then your simulation is not accurate.’ ‘Multiphysics simulation has become


a mission-critical tool for research and development. We offer simulation specialists the full flexibility to manage their physics coupling. Tey can simplify it, if they need a faster analysis, or go for the fully coupled-physics approach depending on where they are in the product development cycle,’ Marra added. Te need to couple models inside the aircraſt


is clear, as Paul Goossens, vice president for engineering solutions at Maplesoſt, said: ‘Tere is a growing requirement for integration of 3D analysis with system level models in tools like ours. Since integration of full-fidelity models is computationally expensive (oſten with marginal return in accuracy), our customers use our


DETAILED MESHING AND USING MEASURED DATA ARE ALSO VITAL TO PROVIDE ACCURATE SIMULATIONS


tools for simplifying the models in a rigorous, systematic manner, while preserving the essential physical behaviours for specific simulations and analyses.’ One tool already aiding engineers in the multi-


parameter simulation process is Noesis Solutions’ Optimus platform, which removes the traditional ‘trial-and-error’ simulation approach and allows engineers to work their way back from product performance targets to find the relevant design parameters. Te soſtware has been used to model


components both inside and outside of the aircraſt, including an air distribution system. In one example, Optimus was used with Flowmaster,


Baseline system configuration


System efficiency


Optimus’ smart optimisation methodology quickly identifies the configuration of the air distribution system that provides maximum passenger comfort


a system-level thermo-fluid CFD solution that understands the temperatures, pressures and flow rates in complex fluid systems. A 1D model of air distribution inside the cabin was taken and parameters, such as the diameter of the air inlet or the rotation speed of the fans, were iterated until an optimal solution for the distribution of the air in the entire aircraſt was found. Te simulation ran 5,000 iterations in a few


seconds to find this optimal solution. Silvia Poles, pre and post sales manager at Noesis Solutions, said: ‘We can have a complicated model and an enormous set of options. It’s a smart optimisation methodology to find the best combination without using a brute force approach.’


The bottom line Good seating is an obvious necessity for passenger comfort, but it faces a trade-off between comfort and weight. Seats need to be comfortable, and to allow for in-flight activities such as internet use, medical care and phone calls. But these extra components add weight and, therefore, increase the aeroplane’s fuel consumption. ESI group has developed Virtual Seat Solution


to support aircraſt seat designs. Te simulation soſtware allows for virtual seat performances predictions, while taking into account material physics, manufacturing and assembly processes and the behaviour of a human body for all morphologies. Te product also allows manufacturers to immerse themselves in the cabin environment using virtual reality to further develop the seating environment. Tis ability to simulate all the seats’


COMSOL computational aeroacoustics (CAA) simulation of a turbofan. Results show the acoustic pressure field for the cases of hard duct wall (bottom) and the noise reduction made possible by using an acoustic liner in the engine duct (top)


32 SCIENTIFIC COMPUTING WORLD


performances, from comfort to dynamic test, at any stage of the design is important as Caroline Borot, business development manager at ESI Group, said: ‘If it’s early in the design stage, you have some freedom to change the design. And you can also simulate the manufacturing process to make sure you’re going in the right


direction to avoid issues during production. Tis saves time and money as you can iterate in the simulated environment, instead of producing expensive prototypes.’ French company Expliseat used ESI Virtual


Seat Solution to develop a 4kg titanium seat, the first seat ever certified by the European Aviation Safety Agency (EASA) below the 5kg mark. Te simulation soſtware allowed the manufacturer to iterate many parameters to produce and pre- certify a seat that balances excellent ergonomics, lightweight and personalisable designs with safety and durability. Seating technologies for aircraſt cross over


into the technologies used for seats in the automotive industry. For example, heated and customisable seats are demanded by both industries. But the bridge between the automotive and aviation industries extends to many in-craſt applications, as Rittenberg said: ‘Our experience with the automotive industry has given us a broad set of non-traditional CFD applications from which to pull, including the application of thermal comfort models when modeling ECS systems and cockpit window defogging options.’ Te reach of simulation soſtware is also


extending beyond the realms of modelling experts, which means the soſtware must be accessible to non-specialist users, as Marra said: ‘Our Application Builder and the COMSOL Server allows every engineer to be able to test new ideas and take customer’s feedback into account right away, without the need to be a simulation specialist. Te non-experts can piggyback on the specialists’ knowledge and work towards multiplying our knowledge to improve the cabin environment.’ Tis transfer of knowledge, coupled with the


increasing use of simulation soſtware to optimise the cabin environment will, hopefully, lead to a more comfortable flight for all passengers inside the aircraſt. l


@scwmagazine l www.scientific-computing.com Mean temperature


Optimal system configuration


Comsol


Optimus


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