Dynamic analysis of deployment impact of trim-wing mechanism of Mars entry capsules
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摘要:
在着陆巡视器进入火星大气的过程中，配平翼机构会根据指令由收拢状态展开，并在到达指定位置后锁定，进而将进入舱配平攻角降至合理范围内，因此，其展开动力学性能对后续任务的成败至关重要。以配平翼机构功能的顺利实现为背景，研究复合材料构件的冲击动力学分析方法，建立了其有限元分析模型并基于隐式动力学算法对其展开过程进行了仿真。通过与地面试验结果对比，验证了展开动力学分析模型的正确性。在此基础上，对配平翼机构进入火星大气过程中的2种气动载荷工况下的展开过程进行了分析；基于Hashin理论对碳纤维蒙皮翼板的强度进行了校核，在2种气动载荷工况下各铺层的纤维拉伸、纤维压缩、基体拉伸及基体压缩4种失效模式所对应的失效因子均处于安全范围。可对类似机构的展开冲击问题研究提供参考。
Abstract:When a landing rover is entering the Martian atmosphere, its trim wing will be deployed from the retracted state and locked following instructions when arriving the target position. Then, the attack angle of the entry capsule will be trimmed to an appropriate range. Hence, the dynamic performance of the deployment is critical to subsequent missions. To realize the function of the trim wing deployment, an impact dynamics analysis of its composite material components was conducted. First, a finite element model for the trim wing deployment was established, and then the deployment process was simulated based on the implicit dynamic algorithm. The accuracy of the deployment dynamic analysis model was later verified by the ground test results. On this basis, the deployment process of the trim wing under two aerodynamic load conditions in entering the Martian atmosphere was analyzed, and the strength margin of the carbon fiber-skinned wing is calculated using the Hashin theory. Results show that under the two aerodynamic load conditions, the values of the four failure factors, which correspond to fiber stretching, fiber compression, matrix stretching, and matrix compression of each composite layer, are in a safe range. The findings provide a reference for future researches on the deployment and impact analysis of similar mechanism.
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Key words:
- trim-wing mechanism /
- finite element analysis /
- deployment lock /
- impact /
- Hashin theory
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图 2 阻尼力矩与扭转角速度关系曲线
Figure 2. Relationship curve between damping torque and torsional angular velocity
图 3 翼板前端测点处位移、速度曲线
Figure 3. Displacement and velocity curve at the measuring point at the front end of the wing
图 6 气动阻力矩与转角关系曲线
Figure 6. Relationship curve between aerodynamic drag torque and rotation angle
表 1 试验气动载荷数据
Table 1. Data of the aerodynamic load test
转角/(°) 试验气动载荷/(N·m) 0 0 24 3.79 54 8.53 84 13.26 18 114 
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表 2 试验气动载荷下仿真结果与试验结果对比
Table 2. Comparison of simulation results and results of aerodynamic load test
内容 展开时间/ms 传感器测点处x方向
加速度/(m·s−2)试验数据 500 194.3 仿真数据 478 185.5 注：展开时间误差、传感器测点处x方向加速度误差分别为4.4%，4.5%。
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表 3 不同工况下计算结果统计
Table 3. Statistics of calculation results under different conditions
工况 展开时间/ms 翼板前端测点加速度/（m·s−2） 传感器测点加速度/(m·s−2) x向 y向 z向 幅值 x向 y向 z向 幅值 最小气动载荷工况 486.8 46.3 1.15 50.7 51.1 29.7 0.8 96.7 29 最大气动载荷工况 767.5 55.5 1.19 74.6 70.1 42.9 1.0 37.8 44.2
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表 4 不同工况下翼板各铺层主应力统计
Table 4. Statistics of principal stress of each wing layer under different conditions
MPa 工况 主应力类型 上蒙皮各铺层主应力 下蒙皮各铺层主应力 0°铺层 45°铺层 −45°铺层 90°铺层 90°铺层 −45°铺层 45°铺层 0°铺层 最小气动载荷工况 最大主应力 233.5 130.9 130.7 172.9 171.7 206.5 206.8 216.9 最小主应力 −40.4 −63.5 −63 −66.5 −60.7 −102.9 −103.5 −16.9 最大气动载荷工况 最大主应力 270.3 117.6 117.7 91.9 208.2 206.1 206.5 223.6 最小主应力 −3.8 −63.1 −63.3 −42 −59.2 −100.6 −101.2 −23.7
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表 5 不同工况下翼板各铺层的Hashin损伤因子统计
Table 5. Statistics of Hashin damage factor for each wing layer under different conditions
工况 失效模式 上蒙皮各铺层损伤因子 下蒙皮各铺层损伤因子 0°铺层 45°铺层 −45°铺层 90°铺层 90°铺层 −45°铺层 45°铺层 0°铺层 最小气动载荷工况 纤维受压破坏 0.2105 0.0827 0.0823 0.1010 0.0372 0.0583 0.0585 0.0501 纤维受拉破坏 0.0136 0.0043 0.0043 0.0075 0.0099 0.0114 0.0115 0.0119 基体受压破坏 0.0081 0.0029 0.0024 0.0013 0.0001 0.0012 0.0010 0.0102 基体受拉破坏 0.0096 0.0129 0.0124 0.0146 0.0166 0.0164 0.0173 0.0181 最大气动载荷工况 纤维受压破坏 0.2220 0.0874 0.0870 0.1051 0.0157 0.0447 0.0451 0.0602 纤维受拉破坏 0.0190 0.0041 0.0041 0.0022 0.0109 0.0118 0.0119 0.0125 基体受压破坏 0.0088 0.0028 0.0025 0.0013 0.0009 0.0017 0.0018 0.0102 基体受拉破坏 0.0097 0.0172 0.0165 0.0201 0.0176 0.0175 0.0185 0.0198
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