考虑多巡航工况的大型飞机气动弹性优化

李旭阳; 万志强; 王晓喆; 杨璐嘉; 杨超

doi:10.13700/j.bh.1001-5965.2020.0287

考虑多巡航工况的大型飞机气动弹性优化

doi: 10.13700/j.bh.1001-5965.2020.0287

1.
北京航空航天大学航空科学与工程学院, 北京 100083
2.
北京航空航天大学无人系统研究院, 北京 100083
3.
中航国际供应链科技有限公司设备器材事业部, 北京 102008

基金项目:

国家重点研发计划 2017YFB0503002

国家重点研发计划 2016YFB0200703

民航通用航空运行重点实验室（中国民航管理干部学院）开放基金 CAMICKFJJ-2019-02

详细信息

通讯作者:
王晓喆. E-mail: wangxiaozhemvp@buaa.edu.cn

中图分类号: V214.19
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- 文章访问数: 485
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- 被引次数: 0
出版历程
- 收稿日期: 2020-06-20
- 录用日期: 2020-09-30
- 网络出版日期: 2021-08-20

Aeroelastic optimization of large aircraft considering multiple cruise conditions

1.
School of Aeronautic Science and Engineering, Beihang University, Beijing 100083, China
2.
Institute of Unmanned System, Beihang University, Beijing 100083, China
3.
Equipment and Electronics Integrated Supply Division, AVIC Supply Corporation, Beijing 102008, China

Funds:

National Key R & D Program of China 2017YFB0503002

National Key R & D Program of China 2016YFB0200703

CAAC Key Laboratory of General Aviation Operation (Civil Aviation Management Institute of China) CAMICKFJJ-2019-02

More Information

Corresponding author: WANG Xiaozhe. E-mail: wangxiaozhemvp@buaa.edu.cn

摘要

摘要:
针对目前大型飞机机翼常见的单点优化设计方法在考虑多巡航工况情况下非设计点性能较差的问题，提出了一种多工况气动弹性综合优化框架，考虑了不同的巡航工况，对大型飞机复合材料机翼开展气动弹性优化的研究。以最小机翼结构质量为目标，在气动弹性、应力/应变、强度等条件的约束下，通过遗传算法对机翼型架外形的蒙皮、腹板、凸缘等复合材料部件的铺层厚度展开设计，并根据优化结果进行了型架外形设计，采用高精度CFD/CSD耦合方法分析和校验了优化结果的升阻特性。研究表明：在不低于设计巡航外形气动性能的条件下，综合多巡航工况的气动弹性优化能有效减轻结构质量，从而减少整体燃油消耗。进一步对比分析了多巡航工况优化与单巡航工况优化，研究了巡航工况数目与优化结果之间的关系，结果表明：综合考虑多巡航工况的优化结果性能更好，且优化结果的整体性能随着优化巡航工况数目的增加而提升。
- 大型飞机 /
- 多巡航工况 /
- 多点优化 /
- 气动弹性优化 /
- 加权适应度
Abstract:
Aiming at the problem of poor performance at off-design points in the current common single-point optimization design method of large aircraft wings considering multiple cruise conditions, a synthetical aeroelastic optimization framework with multiple cruise conditions is proposed, and the multi-point aeroelastic optimization of a large aircraft composite wing is studied. The laminate thickness of skin, web, flange and other composite components of the jig shape is optimized to minimize the wing structure weight using genetic algorithm, subjected to the constraints of aeroelasticity, stress/strain, strength and other conditions, and the jig shape design is carried out according to the optimization results. The lift-to-drag characteristics of the optimization results are analyzed and verified by the high-precision CFD/CSD coupling method. The results show that the multi-point aeroelastic optimization can effectively reduce the structure weight and maintain the aerodynamic performance of the pre-designed cruise configuration, thus reducing the overall fuel consumption. Furthermore, the results of multi-point optimization and single-point optimization are compared and the relationship between the considered cruise conditions number and the optimization results is analyzed. The results show that the performance of the multi-point aeroelastic optimization is better than that of the single-point aeroelastic optimization, and the overall performance increases with the increase of the number of cruise conditions considered in the optimization.
- large aircraft /
- multiple cruise conditions /
- multi-point optimization /
- aeroelastic optimization /
- weighting fitness

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图 1 多工况气动弹性综合优化框架

Figure 1. Synthetical multi-point aeroelastic optimization framework

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图 2 大型飞机后掠机翼结构有限元模型

Figure 2. Swept wing structural finite element method model of large aircraft

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图 3 机翼偶极子格网法及CFD方法气动外形

Figure 3. Aerodynamic shape of wing by doublet lattice method and CFD method

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图 4 机翼设计变量示意图

Figure 4. Sketch map of wing design variables

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图 5 不同优化条件下各巡航工况适应度

Figure 5. Fitness of each cruise condition under different optimization conditions

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图 6 不同优化条件下所有巡航工况平均适应度

Figure 6. Average fitness of all cruise conditions under different optimization conditions

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图 7 不同优化条件下各巡航工况翼尖位移

Figure 7. Wing tip displacement of each cruise condition under different optimization conditions

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图 8 优化后结构质量

Figure 8. Structure mass after optimization

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图 9 不同优化条件下各巡航工况升阻比

Figure 9. Lift-to-drag ratio of each cruise condition under different optimization conditions

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图 10 不同优化条件下平均升阻比

Figure 10. Average lift-to-drag ratio under different optimization conditions

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表 1 复合材料单向层压板主要性能参数

Table 1. Main performance parameters of composite unidirectional laminate

材料性能	具体参数	典型值	B基值
拉伸强度/MPa	纵向X_t	1 747	1 342
拉伸强度/MPa	横向Y_t	67	56
压缩强度/MPa	纵向X_c	1 357	1 069
压缩强度/MPa	横向Y_c	170	147
纵横剪切强度/MPa	Y_s	124	117
层间剪切强度/MPa	τ_b	93	85
泊松比	γ₁₂	0.312	0.312
拉伸弹性模量/GPa	纵向E_1t	137	127
拉伸弹性模量/GPa	横向E_2t	9.3	8.5
压缩弹性模量/GPa	纵向E_1c	136	127
压缩弹性模量/GPa	横向E_2c	9.4	8.5
纵剪切弹性模量/GPa	G₁₂	5.3	4.5

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表 2 优化中的强度/应变约束条件

Table 2. Strength/strain constraint conditions in optimization

约束指标	约束范围
长桁应力约束/MPa	[-324, 446]
梁突缘应力约束/MPa	[-324, 446]
纵向拉压许用应变约束/με	[-4 000, 5 500]
纵横向剪切许用应变约束/με	[-7 600, 7 600]
失效约束(Tsai-Wu失效准则)	[-1, 1]

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表 3 各巡航工况半模质量分布

Table 3. Half model mass distribution of each cruise condition

巡航工况编号	半模质量/kg
1	42 258
2	41 258
3	40 258
4	39 258
5	36 258
6	33 258

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表 4 各优化条件所考虑巡航工况

Table 4. Cruise conditions considered in each optimization condition

单巡航工况优化条件编号	单1	单2	单3	单4	单5	单6
所考虑巡航工况编号	1	2	3	4	5	6

多巡航工况优化条件编号	多1		多2		多3
所考虑巡航工况编号	1, 4		1, 2, 3, 4		1, 2, 3, 4, 5, 6

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表 5 优化后油耗变化

Table 5. Fuel consumption change after optimization

优化条件	工况数目	升阻比变化对油耗影响			结构质量变化对油耗影响			总油耗变化/%
优化条件	工况数目	平均升阻比	升阻比变化/%	油耗变化/%	结构质量/kg	结构质量变化/%	油耗变化/%	总油耗变化/%
初始	0	20.003	0	0	1 076.2	0	0	0
单1	1	19.872	-0.65	0.65	1 018.6	-5.35	-3.88	-3.23
多1	2	19.840	-0.82	0.82	1 015.1	-5.68	-4.12	-3.30
多2	4	19.825	-0.89	0.89	1 013.4	-5.84	-4.23	-3.34
多3	6	19.789	-1.07	1.07	991.4	-7.88	-5.71	-4.64

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