In this paper, an automation process to perform Reynolds-Averaged Navier-Stokes (RANS) computational fluid dynamics (CFD) analysis is developed to carry out aerodynamic design and optimization. The aircraft model/geometry is defined by a Common Parametric Aircraft Configuration Schema (CPACS) file, and the analyses are facilitated using high performance computers (HPC). As the computational capability of the available HPC systems is a limiting factor in the complexity of analyses that can be performed, a detailed performance analysis of the open source CFD code SU2 is undertaken and the profiling and performance analyses for large simulations are carried out.

GPU-accelerated computing is becoming a popular technology due to the emergence of techniques such as OpenACC, which makes it easy to port codes in their original form to GPU systems using compiler directives, and thereby speeding up computation times relatively simply. In this study we have developed an OpenACC implementation of the high order finite difference CFD solver ESSENSE for simulating compressible flows. The solver is based on summation-by-part form difference operators, and the boundary and interface conditions are weakly implemented using simultaneous approximation terms. This case study focuses on porting code to GPUs for the most time-consuming parts namely sparse matrix vector multiplications and the evaluations of fluxes. The resulting OpenACC implementation is used to simulate the Taylor-Green vortex which produces a maximum speed-up of 61.3 on a single V100 GPU by compared to serial CPU version.

Airinnova is a start-up company with a key competency in the automation of high-fidelity computational fluid dynamics (CFD) analysis. Following on from our previous PRACE SHAPE project, we have continued collaborating with the PDC Center for High Performance Computing at the KTH Royal Institute of Technology (KTH-PDC), to investigate the performance analysis of the open source CFD code SU2 and further develop the automation process for the field of aerodynamic optimization and design.

Automatic multidisciplinary design optimization is one of the challenges that are faced in the processes involved in designing efficient wings for aircraft. In this paper we present mixed fidelity aerodynamic and aero-structural optimization methods for designing wings. A novel shape design methodology has been developed - it is based on a mix of the automatic aerodynamic optimization for a reference aircraft model, and the aero-structural optimization for an uninhabited air vehicle (UAV) with a high aspect ratio wing. This paper is a significant step towards making it possible to perform all the core processes for aerodynamic and aero-structural optimization that require special skills in a fully automatic manner - this covers all the processes from creating the mesh for the wing simulation to executing the high-fidelity computational fluid dynamics (CFD) analysis code. Our results confirm that the simulation tools can make it possible for a far broader range of engineering researchers and developers to design aircraft in much simpler and more efficient ways. This is a vital step in the evolution of wing design processes as it means that the extremely expensive laboratory experiments that were traditionally used when designing the wings can now be replaced with more cost effective high performance computing (HPC) simulation that utilize accurate numerical methods.

Airinnova is a start-up company with a key competency in the automation of high fidelity computational fluiddynamics (CFD) analysis. The goal of this SHAPE project, a collaboration with the PDC Center for HighPerformance Computing at the KTH Royal Institute of Technology (KTH-PDC), was to develop automatedprocedures for carrying out CFD analysis in the field of aerodynamic optimization and design. The project is asignificant step towards automation of the core processes that ordinarily would require specialist skills, such ascreation of the simulation mesh, thus assisting a broader sphere of engineers to design aircraft in more efficientand simpler ways.

From the '50s, with the introduction of the first semi-planing hull of Nelson, which allowed to navigate with a certain tranquility at speeds higher than those of traditional hulls, and with the subsequent availability of more powerful engines, have been reached a speed equal to Fn greater than 0.6, which defines planing hulls. It was created so a clear distinction between displacement and planing hulls, in relation to the performances. The need to have naval units displacing faster has pushed the ship design to achieve increasingly high performance hulls, also focusing on the use of lightweight materials such as aluminum and more powerful engines, etc., but without substantially changing the traditional forms of hull. The patented hull Monotricat high hydrodynamic efficiency and energy saving represents the overcoming of this distinction between displacement and planing hulls, because, unlike previous solutions, is configured as the first hull that combines the characteristics of displacement and planning hull, since it presents an innovative architecture that could be defined as a hybrid between a monohull and catamaran, navigating on spray self-produced. This presentation will show how the hull Monotricat is the first displacement hull that can navigate at both displacement and planning speeds, with a resistance curve almost straight, maintaining the characteristics of a displacement hull. For these reasons the Monotricat hull is able to ensure: safety, comfort navigation, best seakeeping and maneuverability in restricted waters, stability, reduction of resistance to motion, cost management, regularity on the routes even in adverse weather-sea. These characteristics of the hull have been studied, tested and validated by leading research institutes and universities with more ameliorative results in each subsequent experimentation, reported in the present work, which demonstrated a greater hydrodynamic efficiency compared to conventional hulls tending to 20%.

From the '50s, with the introduction of the first semi-planing hull of Nelson, which allowed to navigate with a certain tranquility at speeds higher than those of traditional hulls, and with the subsequent availability of more powerful engines, have been reached a speed equal to Fn greater than 0.6, which defines planing hulls. It was created so a clear distinction between displacement and planing hulls, in relation to the performances. The need to have naval units displacing faster has pushed the ship design to achieve increasingly high performance hulls, also focusing on the use of lightweight materials such as aluminum and more powerful engines, etc., but without substantially changing the traditional forms of hull. The patented hull Monotricat high hydrodynamic efficiency and energy saving represents the overcoming of this distinction between displacement and planing hulls, because, unlike previous solutions, is configured as the first hull that combines the characteristics of displacement and planning hull, since it presents an innovative architecture that could be defined as a hybrid between a monohull and catamaran, navigating on spray self-produced. This presentation will show how the hull Monotricat is the first displacement hull that can navigate at both displacement and planning speeds, with a resistance curve almost straight, maintaining the characteristics of a displacement hull. For these reasons the Monotricat hull is able to ensure: safety, comfort navigation, best seakeeping and maneuverability in restricted waters, stability, reduction of resistance to motion, cost management, regularity on the routes even in adverse weather-sea. These characteristics of the hull have been studied, tested and validated by leading research institutes and universities with more ameliorative results in each subsequent experimentation, reported in the present work, which demonstrated a greater hydrodynamic efficiency compared to conventional hulls tending to 20%.

Life Science is developing into one of the largest e- Infrastructure users in Europe, in part due to the ever-growing amount of biological data. Modern drug design typically includes both sequence bioinformatics, in silico virtual screening, and free energy calculations, e.g. of drug binding. This development will accelerate tremendously, and puts high demands on simulation software and support services. e-Infrastructure projects such as PRACE/DEISA have made important advances on hardware and scalability, but have largely been focused on theoretical scalability for large systems, while typical life science applications rather concern small-to-medium size molecules. Here, we propose to address this with by implementing new techniques for efficient small-system parallelization combined with throughput and ensemble computing to enable the life science community to exploit the largest next-generation e-Infrastructures. We will also build a new cross-disciplinary Competence Network for all of life science, to position Europe as the world-leading community for development and maintenance of this software e-Infrastructure. Specifically, we will (1) develop new hierarchical parallelization approaches explicitly based on ensemble and high-throughput computing for new multi-core and streaming/GPU architectures, and establish open software standards for data storage and exchange, (2) implement, document, and maintain such techniques in pilot European open-source codes such as the widely used GROMACS & DALTON, a new application for ensemble simulation (DISCRETE), and large-scale bioinformatics protein annotation, (3) create a Competence Centre for scalable life science software to strengthen Europe as a major software provider and to enable the community to exploit e-Infrastructures to their full extent. This Competence Network will provide training and support infrastructure, and establish a long-term framework for maintenance and optimization of life science codes.