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2022 | OriginalPaper | Buchkapitel

11. Systems Modeling and Technology Sensitivity Analysis

verfasst von : Olivier L. de Weck

Erschienen in: Technology Roadmapping and Development

Verlag: Springer International Publishing

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Abstract

This chapter takes a functional view of how technologies can and should be evaluated in a systems context. The main point is that technologies don’t have value on their own. Only in the context of a “host” system or product can technologies be properly evaluated. The simplest way to do this is to generate a two-level decomposition with the product or system at level 1 and the constituent technologies at level 2.
Once this decomposition is done, we perform system modeling to quantitatively relate the technological variables and figures of merit (FOMs) at level 2 to product-level FOMs at level 1. This then enables a sensitivity analysis to see how much a unit improvement in a specific technology will improve a product or system at the level above. When constrained system optimization is performed, we obtain the Lagrange multipliers (also known as shadow prices) for the active constraints in the system. This is a powerful way to quantify how technological progress can move or eliminate active constraints in the system, which leads to further improvement in the FOMs at the product or system level. Said differently, it may not help to improve a technology at the lower level, if it is not somehow associated with an active constraint at the system or product level. Understanding this in a quantitative way is a crucial – and often overlooked – element of technology roadmapping. Examples in this chapter include aircraft, diesel exhaust aftertreatment systems, as well as local resource production on the Moon (This is also known as in situ resource utilization (ISRU). Examples of ISRU include drilling for water ice on the Moon or on our neighboring planet Mars. The recent MOXIE experiment on the Mars 2020 Perseverance Rover has demonstrated oxygen production from the CO2-rich Martian atmosphere using a technology called solid oxide electrolysis (SOE)).

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Fußnoten
1
Object Process Methodology (OPM) became ISO Standard 19450 in 2015.
 
2
Specifically, we are referring to the average cruise speed, not the maximum or the stall speed.
 
3
We will discuss the financial FOMs related to a technology’s business case in Chap. 17.
 
4
The targets shown in Fig. 11.2 are that aircraft A should achieve a + 10% increase in payload capacity (for a given reference mission) which leads to an R&D project “p.” At the same time, aircraft B should increase its finesse (L/D) by 10% (project “w”), while also reducing specific fuel consumption (SFC) by 20% (project “e”). These are both ambitious targets. An additional cost-driven target could be to maintain a 50% level of commonality between the components of aircraft A and aircraft B. The projects “p,” “w,” and “e” would then be allocated to the “P,” “W,” and “E” technology roadmaps, respectively.
 
5
See Eppinger and Browning (2012) and http://​www.​dsmweb.​org for more details.
 
6
Sometimes, a matrix where multiple domains are mapped against each other is referred to as a multidomain matrix or MDM.
 
7
As we saw in the example of the 2SEA solar electric aircraft roadmap in Chap. 8, some projects (such as the DARPA (US Defense Advanced Research Projects) Vulture II = Boeing’s SolarEagle project) had set utopian targets that could not be met within the state of technology, as it would exist by the anticipated target entry into service (EIS) date.
 
8
Where the line is between a “challenging but realistic” and a “utopian” technology or product FOM target is often very tricky in practice and can lead to conflicts between the management, finance, and engineering functions. This is where leadership is required to converge toward challenging, but feasible targets.
 
10
The actual flight time from LHR to LAX is closer to 11.5 hours, since it accounts for taxiing, takeoff, climb, descent, and landing as well as the effect of the winds (e.g., the jet stream which is generally from West to East in the Northern Hemisphere). This same flight in the easterly direction from LAX to LHR is closer to 10.5 hours. Also, the amount of fuel remaining may be different in practice depending on whether or not the airline chooses to take off at max fuel load. In practice, the amount of fuel loaded for each flight is optimized for efficiency, but does take into account ICAO (International Civil Aviation Organization) mandatory reserves.
 
11
This is done in practice to create a “long range” version of an aircraft starting from an existing baseline. A recent example is the A321neo extra long range (XLR) aircraft produced by Airbus. This typically involves including fewer seats in the cabin, and adding fuel tanks, for example in the lower middle fuselage section of the aircraft, next to the cargo compartment. This is not really “new technology” per se, it is rather a redesign of the aircraft using existing technology.
 
12
The R&D cost of developing and certifying a new commercial aircraft turbofan engine is typically on the order of $5–10 billion and requires 5–10 years, despite improved design, modeling, and testing means.
 
13
Other gradient calculation methods include: symbolic, adjoint, complex step and also automatic differentiation. (Source: Willcox et al., 2016)
 
14
See also JRRA Martins, P Sturdza, JJ Alonso “The complex-step derivative approximation,” ACM Transactions on Mathematical Software (TOMS) 29 (3), 2003, pp. 245–262.
 
15
Assuming all design variables in x are continuous and differentiable.
 
16
The astute reader will notice the close similarity between the Bréguet range equation and the Tsiolkovsky rocket equation. In both cases, the logarithmic term with initial mass over final mass is driven by the fact that the vehicle gradually loses mass over the course of the flight.
 
Literatur
Zurück zum Zitat Eppinger, Steven D., and Tyson R. Browning, “Design structure matrix methods and applications”, MIT Press, 2012. Eppinger, Steven D., and Tyson R. Browning, “Design structure matrix methods and applications”, MIT Press, 2012.
Zurück zum Zitat Graff, Christopher, and Olivier de Weck. “A modular state-vector based modeling architecture for diesel exhaust system design, analysis and optimization.” In 11th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference, p. 7068. 2006. Graff, Christopher, and Olivier de Weck. “A modular state-vector based modeling architecture for diesel exhaust system design, analysis and optimization.” In 11th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference, p. 7068. 2006.
Zurück zum Zitat Ishimatsu, Takuto, Olivier L. de Weck, Jeffrey A. Hoffman, Yoshiaki Ohkami, and Robert Shishko. “Generalized multicommodity network flow model for the earth–moon–mars logistics system.” Journal of Spacecraft and Rockets, 53, no. 1 (2015): 25–38. Ishimatsu, Takuto, Olivier L. de Weck, Jeffrey A. Hoffman, Yoshiaki Ohkami, and Robert Shishko. “Generalized multicommodity network flow model for the earth–moon–mars logistics system.” Journal of Spacecraft and Rockets, 53, no. 1 (2015): 25–38.
Zurück zum Zitat Martins J., Sturdza P., Alonso J. “The complex-step derivative approximation,” ACM Transactions on Mathematical Software (TOMS) 29 (3), 2003, pp. 245–262 Martins J., Sturdza P., Alonso J. “The complex-step derivative approximation,” ACM Transactions on Mathematical Software (TOMS) 29 (3), 2003, pp. 245–262
Zurück zum Zitat Willcox K., de Weck O., 16.888/IDS.338/EM.428 J “Multidisciplinary Design Optimization”, Lecture Notes, Spring 2016 Willcox K., de Weck O., 16.888/IDS.338/EM.428 J “Multidisciplinary Design Optimization”, Lecture Notes, Spring 2016
Metadaten
Titel
Systems Modeling and Technology Sensitivity Analysis
verfasst von
Olivier L. de Weck
Copyright-Jahr
2022
DOI
https://doi.org/10.1007/978-3-030-88346-1_11

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