Trade-off for top-level requirements of commercial aircraft using comprehensive evaluation and optimization
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摘要:
确定顶层需求指标是民机设计流程之初的重要工作。针对民机顶层设计工作，提出一套民机顶层需求定量权衡方法。根据民机顶层需求与概念设计之间的关系，将概念设计方案的特性参数视为一组可行的顶层需求。将顶层需求的权衡分析问题转换为对飞机总体设计参数的优化问题。选择“经济性、舒适性、环保性、适应性、安全性/可靠性”这5条判断准则，建立民机顶层需求综合评价模型，评估顶层需求的综合竞争力。以竞争力最大为目标，优化概念方案，确定最优的顶层需求组合。在宽体客机案例中，得到了比初始需求更合理的顶层需求，验证了所提方法的可行性。
Abstract:As the key process of aircraft design, top-level requirements should be carefully considered at the beginning of design activities. A quantitative trade-off method for top-level requirements of commercial aircraft has been proposed. According to the relationship between top-level requirements and aircraft conceptual design, characteristics of aircraft concept can be regarded as a set of feasible top-level requirements. The trade-off of top-level requirements is transformed to the optimization of design parameters. With the consideration of five criteria, including economy, comfort, environmental protection, flexibility, and safety/reliability, a comprehensive evaluation model for top-level requirements of commercial aircraft is established. The optimal set of top-level requirements can be found by the optimization for the best result of the comprehensive evaluation model. In the case of wide-body commercial aircraft, more reasonable top-level requirements are obtained, which reveals the feasibility of the comprehensive evaluation and optimization method.
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图 1 民机顶层需求判断准则层次结构
Figure 1. Hierarchy of criteria for top-level aircraft requirements
图 5 判断准则与顶层需求之间的关系度矩阵
Figure 5. Relationshis between criteria and top-level aircraft requirements
图 6 飞机初步概念方案的几何外形
Figure 6. Geometric shape of preliminary conceptual plan of aircraft
表 1 综合判断矩阵和权重
Table 1. Comprehensive judgement matrix and weiglas
判断准则 矩阵数据 ω B1 B2 B3 B4 B5 B1 1 5.472 5.472 3 1 0.335 B2 0.187 1 1.472 0.264 0.173 0.060 B3 0.187 0.843 1 0.2 0.165 0.051 B4 0.333 4.045 5 1 0.242 0.163 B5 1 5.955 6.427 4.91 1 0.391 
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表 2 初始顶层需求
Table 2. Initial top-level aircraft requirements
顶层需求 初步估值 相对权重/% 座公里油耗/(kg·km−1·座−1) 0.022 11.09 座公里成本/(元·km−1·座−1) 0.38 14.26 座椅宽度/mm 480 2.553 座椅排距/mm 800 2.553 客舱高度/m 2 1.986 设计航程/km 12000 13.31 展长/m 61 2.312 起飞场长/m 2700 8.785 着陆场长/m 1800 7.243 单发失效二阶段爬升梯度/% 3.5 9.40 进近速度/(m·s−1) 70 7.243 起降总噪声/dB 278 4.156 航线NOx排放/kg 1300 2.17 签派可靠度/% 98 12.94
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表 3 概念方案主要设计参数
Table 3. Main design parameters of aircraft concept
部件 设计参数 取值 参考面积/m2 355 机翼 展弦比 10.5 1/4弦线后掠角/(°) 32 机身长/m 60 机身 机身宽/m 5.9 机身高/m 6.1 最大静推力/kN 334 发动机 涵道比 11 总压比 52
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表 4 设计参数取值范围
Table 4. Range of para mefers
范围 单发海平面
最大静推力/kN机翼参考
面积/m2机翼展
弦比机翼1/4弦
线后掠角/(°)机翼翼根
相对厚度经济舱座
椅宽度/mm经济舱座
椅排距/mm客舱高度/m 下界 230 300 8.5 25 0.13 475 775 1.8 初始值 334 355 10.5 32 0.14 480 800 2 上界 400 430 11 36 0.15 525 850 2.3
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表 5 顶层需求优化前后对比
Table 5. Comparison of top-level aircraft requirements
座公里油耗/（kg·km−1·座−1） 变化/% 座公里成本/（元·km−1·座−1） 变化/% 初步估值 优化结果 初步估值 优化结果 0.022 0.020 −9.1 0.38 0.369 −2.9 经济舱座椅宽度/mm 变化/% 经济舱座椅排距/mm 变化/% 初步估值 优化结果 初步估值 优化结果 480 475.0 −1.0 800 822.2 2.8 客舱高度/m 变化/% 设计航程/km 变化/% 初步估值 优化结果 初步估值 优化结果 2 2.19 9.5 12000 11956 −0.4 展长/m 变化/% 起飞场长/m 变化/% 初步估值 优化结果 初步估值 优化结果 61 61.1 0.2 2700 2397 −11.2 着陆场长/m 变化/% 单发失效二阶段爬升梯度/% 变化/% 初步估值 优化结果 初步估值 优化结果 1800 1725 −4.2 3.5 3.6 2.9 进近速度/(m·s−1) 变化/% 起降总噪声/dB 变化/% 初步估值 优化结果 初步估值 优化结果 70 71 1.4 278 276.8 −0.4 航线NOx排放 变化/% 签派可靠度/% 变化/% 初步估值 优化结果 初步估值 优化结果 1300 1251 −3.8 98 98.3 0.3
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表 6 设计变量优化前后对比
Table 6. Comparison of variables
单发海平面最大静推力/kN 变化/% 机翼参考面积/m2 变化/% 机翼展弦比 变化/% 机翼1/4弦线后掠角/(°) 变化/% 初始值 优化值 初始值 优化值 初始值 优化值 初始值 优化值 334 341.5 2.2 355 339.1 −4.5 10.5 11.0 4.8 32 30.4 −5.0 机翼翼根相对厚度 变化/% 经济舱座椅宽度/mm 变化/% 经济舱座椅排距/mm 变化/% 客舱高度/m 变化/% 初始值 优化值 初始值 优化值 初始值 优化值 初始值 优化值 0.14 0.131 −6.4 480 475.0 −1.0 800 822.2 2.8 2 2.19 9.5
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