基于干涉接触的前缘缝翼尾缘结构设计与分析

冯蕴雯; 张家乐; 薛小锋; 毛艺皓; 袁坚锋

doi:10.13700/j.bh.1001-5965.2021.0353

基于干涉接触的前缘缝翼尾缘结构设计与分析

doi: 10.13700/j.bh.1001-5965.2021.0353

1.
西北工业大学航空学院，西安 710072
2.
中国商用飞机有限责任公司上海飞机设计研究院，上海 201210

基金项目: 国家自然科学基金(51875465)

详细信息

通讯作者:
E-mail：zhangjiale_work@163.com

中图分类号: V222
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出版历程
- 收稿日期: 2021-06-29
- 录用日期: 2021-09-26
- 网络出版日期: 2021-10-09
- 整期出版日期: 2023-04-30

Structural design and analysis of leading edge slat interference trailing edge

1.
School of Aeronautics，Northwestern Polytechnical University，Xi’an 710072，China
2.
Shanghai Aircraft Design and Research Institute，Commercial Aircraft Corporation of China，Ltd.，Shanghai 201210，China

Funds: National Natural Science Foundation of China (51875465)

More Information

Corresponding author: E-mail：zhangjiale_work@163.com

摘要

摘要:
前缘缝翼是大型飞机起飞与降落阶段重要的增升装置，但受自身结构刚度及其支持刚度影响，承受气动载荷时缝翼易发生翘曲变形，与翼盒产生缝隙，影响到机翼的气动效率。为消除巡航状态缝翼的变形，提高机翼气动效率，提出前缘缝翼干涉尾缘结构设计技术。对影响前缘缝翼结构法向和弦向变形的主要因素进行理论分析。以国内某大型飞机前缘缝翼为研究对象，针对蒙皮等各结构尺寸对前缘缝翼本体刚度的影响，从质量和变形两方面进行详细论述。在保持原有前缘缝翼结构尺寸、质量的前提下，进行前缘缝翼干涉尾缘结构的设计。结果表明：所提的前缘缝翼干涉尾缘结构在巡航工况气动载荷下，可以保持与机翼不分离的状态，提高气动性能，且有效避免了质量的增加。
- 干涉尾缘 /
- 前缘缝翼 /
- 变形因素 /
- 本体刚度 /
- 结构设计
Abstract:
The leading edge slat is an important lift increasing device in the take-off and landing stages of large aircraft. But affected by its own body stiffness and support stiffness, the slat is prone to warpage and deformation under aerodynamic load, resulting in gaps with the wing box, which affects the aerodynamic efficiency of the wing. To eliminate the deformation of slat in cruise and improve the aerodynamic efficiency of the wing, the leading edge slat interference trailing edge structural design technology is proposed in this paper. Firstly, the main factors affecting the normal and chord deformation of slat structure are theoretically analyzed. Then, taking the leading edge slat of a large domestic aircraft as the research object, the influence of skin and other structural dimensions on the stiffness of slat body is discussed in detail from two aspects of weight and deformation. Finally, on the premise of maintaining the size and weight of the original slat structure, the leading edge slat interference trailing edge structure is designed. The results show that the proposed interference trailing edge structure can maintain the state of non separation from the wing under the aerodynamic load of cruise condition, improve the aerodynamic performance, and effectively avoid the increase of weight.
- interference trailing edge /
- leading edge slat /
- deformation factor /
- body stiffness /
- structural design

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图 1 前缘缝翼干涉尾缘设计流程

Figure 1. Design flow chart of leading edge slat interference trailing edge

下载: 全尺寸图片幻灯片

图 2 前缘缝翼双支点梁受力图^[21]

Figure 2. Stress diagram of leading edge slat double fulcrum beam^[21]

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图 3 双支点梁挠度

Figure 3. Deflection of double fulcrum beam

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图 4 气动载荷下方案7的应力云图

Figure 4. Stress nephogram of scheme 7 under aerodynamic load

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图 5 气动载荷下方案7的变形云图

Figure 5. Deformation nephogram of scheme 7 under aerodynamic load

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图 6 前缘缝翼尾缘与机翼翼盒理论干涉

Figure 6. Theoretical interference between leading edge slat trailing edge and wing box

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图 7 8000 N回复力下前缘缝翼重力方向的变形云图

Figure 7. Deformation nephogram of leading edge slat in gravity direction under 8000 N recovery force

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图 8 尾缘各段耦合结果

Figure 8. Coupling results of each segment of trailing edge

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图 9 方案d尾缘重力方向变形曲线

Figure 9. Deformation curve of trailing edge in gravity direction of scheme d

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图 10 方案d前缘缝翼重力方向的变形云图

Figure 10. Deformation nephogram of leading edge slat in gravity direction under scheme d

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图 11 尾缘重力方向变形曲线

Figure 11. Gravity deformation curve of trailing edge

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表 1 不同前缘缝翼本体刚度相关结构尺寸

Table 1. Structural dimensions of different leading edge slat body stiffness mm

方案	蒙皮厚度	梁			普通肋			端肋			加强肋
方案	蒙皮厚度	腹板厚度	缘条宽度	缘条厚度	腹板厚度	缘条宽度	缘条厚度	腹板厚度	缘条宽度	缘条厚度	腹板厚度	缘条宽度	缘条厚度
1	1.6	1.6	20	1.6	2	12	2	2	30	2	8	45	2
2	3.2	1.6	20	1.6	2	12	2	2	30	2	8	45	2
3	1.6	3.2	40	3.2	2	12	2	2	30	2	8	45	2
4	1.6	1.6	20	1.6	4	24	4	2	30	2	8	45	2
5	1.6	1.6	20	1.6	2	12	2	4	60	4	8	45	2
6	1.6	1.6	20	1.6	2	12	2	2	30	2	16	90	4
7	1.6	1.6	20	1.6	2	12	2	2	30	2	16	45	2

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表 2 不同方案结果对比分析

Table 2. Comparative analysis of results of different schemes

方案	最大应力/MPa	应力相对变化/%	最大变形/mm	变形相对变化/%	质量/kg	质量相对变化/%
1	250.0		5.733		19.18
2	180.2	−27.9	3.065	−46.5	32.32	68.5
3	233.5	−6.6	5.302	−7.5	23.35	21.7
4	249.7	−0.1	5.274	−8.0	23.40	22.0
5	250.3	0.1	5.667	−1.2	19.78	3.1
6	199.2	−20.3	5.245	−8.5	19.79	3.2
7	205.4	−17.8	5.368	−6.4	19.78	3.1

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表 3 四种仿真结果分析

Table 3. Analysis of four simulation results

回复力/N	尾缘重力方向最大变形/mm	尾缘重力方向最小变形/mm
6000	2.372	0.863
7000	1.867	0.198
8000	1.365	–0.466
8500	0.959	–1.139

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表 4 尾缘各段回复力结果

Table 4. Recovery force of each segment of trailing edge N

施加点	回复力
施加点	方案a	方案b	方案c	方案d
RP2	400	450	450	650
RP3	400	400	400	500
RP4	375	375	375	400
RP5	375	375	375	375
RP1	4200	4200	4500	4500
RP6	375	375	375	375
RP7	375	375	375	400
RP8	400	400	400	500
RP9	400	450	450	650
总计	7300	7400	7700	8350

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表 5 八种仿真结果分析

Table 5. Analysis of eight simulation results

回复力/N	尾缘重力方向最大变形/mm	尾缘重力方向最小变形/mm
6000	2.372	0.863
7000	1.867	0.198
7300（方案a）	1.563	0.273
7400（方案b）	1.306	0.266
7700（方案c）	1.286	−0.025
8000	1.365	−0.455
8350（方案d）	−1.194	−0.073
8500	0.959	−1.139

下载: 导出CSV

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