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the impact of the automatic methods on
aerodynamics and systems and on health and
safety. However, no decision has been made
on which technologies used in the
demonstrator will be implemented into fullscale
production, nor have any time scales
been laid down.
301
Automatic wing box assembly developments
Brian Rooks
Industrial Robot: An International Journal
Volume 28 . Number 4 . 2001 . 297±301
Copyright © Altair Engineering Ltd, 2002 11/1
APPLICATION OF TOPOLOGY,
SIZING AND SHAPE OPTIMIZATION METHODS
TO OPTIMAL DESIGN OF AIRCRAFT COMPONENTS
Lars Krog, Alastair Tucker and Gerrit Rollema
Airbus UK Ltd
Advanced Numerical Simulations Department
Bristol
BS99 7AR
lars-a.krog@bae.co.uk
Abstract : Topology optimisation has for a considerable time been applied successfully in the automotive
industry, but still has not become a mainstream technology for the design of aircraft components. The
explanation for this is partly to be sought in the larger problem sizes and in the often quite
complicated support and loading conditions for aircraft components. Also, aircraft components are
often stability designs and the compliance based topology optimisation method still lacks the ability to
deal with any buckling criteria. The present paper considers the use of the compliance formulated
topology optimisation method and detailed sizing/shape optimisation methods to the design of aircraft
components but also discusses the difficulties in obtaining correct loading and boundary conditions for
finite element based analysis/optimisation of components that are integral parts of a larger structure.
Keywords : Leading Edge Ribs, Wing Box Ribs, OptiStruct, Topology, Size and Shape
1.0 INTRODUCTION
Aggressive weight targets and shortened development time-scales in the civil aircraft
industry naturally calls for an integration of advanced computer aided optimisation
methods into the overall component design process. Airbus has in a number of recent
studies used Altair’s topology, sizing and shape optimisation tools in an attempt to
achieve lighter and more efficient component designs. Considered components
include wing leading edge ribs, main wing box ribs, different types of wing trailing edge
brackets as well as fuselage doorstops and fuselage door intercostals. The designs for
most of these components are to some extent driven by buckling requirements but also
by for example stress and stiffness requirements.
Finite element based topology, sizing and shape optimisation tools are typically used
as part of a two-phase design process. Firstly, a topology optimisation is performed to
obtain a first view on an optimal configuration for the structure – an initial design with
optimal load paths. Next, the suggested configuration is interpreted to form an
engineering design and this design is then optimised using detailed sizing and shape
optimisation methods with real design requirements. Numerous examples from the
automotive industry have demonstrated the ability of such an approach to quickly
generate optimum components for stiffness, stress and vibration designs.
The success of the above optimisation scheme relies on a topology optimisation to
suggest a good initial design. Numerous examples have shown that the major weight
savings are achieved when selecting the type of design and not when doing the
detailed design optimisation. The aerospace industry is very aware of this and often
Copyright © Altair Engineering Ltd, 2002 11/2
spends considerable time studying different design alternatives. Efficient designs have
therefore evolved through decades of manual optimisation. However, topology
optimisation methods may still have a place as new sizes/types of aircraft are designed
and as new materials and manufacturing processes continue to appear.
This paper studies the use of Altair’s finite element based topology, sizing and shape
optimisation tools for design of aircraft components. Aircraft components are often
stability designs and topology optimisation methods still completely lack the ability to
deal with buckling criteria. The present work therefore uses the traditional compliance
based topology optimisation method to suggest an optimal design configuration, which
is engineered to provide the design with some stability. Finally, a detailed sizing/shape
optimisation is performed including both stability and stress constraints.
This design process (Figure 1) has been used for optimisation of various aircraft
components. The examples included in the following sections shows how topology
optimisation may be used to suggest good initial designs for aircraft components, but
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