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摘要:
由于前翼和后翼的连接关系，联结翼飞行器气动和结构特性与常规布局飞行器有所不同，相互连接的机翼形成一个复杂的过约束系统，布局参数繁多，多学科设计空间增加，分析困难。为分析不同布局参数对联结翼整体性能的影响，基于工程梁理论，对不同前后翼连接位置、前/后掠角、上/下反角、端板高度、根梢比等参数的联结翼开展气动弹性优化研究，以最小结构质量为目标，在静气动弹性与颤振等条件约束下，通过遗传算法对联结翼梁架结构翼盒剖面参数展开设计，并采用高精度计算流体力学/计算固体力学（CFD/CSD）耦合方法分析优化后的模型升阻特性。通过气动弹性优化，分别得到最佳结构性能和最佳气动性能的联结翼布局参数，结果表明：这种针对联结翼每个重要参数的最优解集可发现联结翼设计的规律，并为设计提供支撑。
Abstract:Due to the connection between the front wing and the rear wing, the aerodynamic and structural characteristics of the joined wing aircraft are different from those of the conventional layout aircraft. The interconnected wings form a complex over-constrained system that has numerous layout parameters, increased multidisciplinary design space and analysis difficulty. The aeroelastic optimization based on the engineering beam theory is carried out to research the influence of different layout parameters on the overall performance of the joined wing, mainly including joint locations, forward/backward sweep angle, positive/negative dihedrals, plate height, taper ratio, and other parameters. Aiming at the minimum structural weight, under the constraints of static aeroelasticity and flutter, the parameters of the wing box section of the joined wing are designed by a genetic algorithm, and the lift-drag characteristics of the optimized model are analyzed by using a high-precision computational fluid dynamics/ computational structural dynamic （CFD/CSD）coupling method. Aeroelastic optimization is used to determine the linked wing's layout characteristics for the best possible structural and aerodynamic performances. The results indicate that the optimal solution set for each important parameter of the joined wing can discover the laws of the joined wing design and provide support for the design.
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Key words:
- joined wing /
- layout parameters /
- aeroelasticity /
- wing structure coefficient /
- overall stiffness
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图 2 联结翼翼盒剖面简化示意图
Figure 2. Schematic diagram of simplified wing box section of joined wing
图 7 三维气动模型空间网格划分
Figure 7. Spatial mesh divisions of three-dimensional aerodynamic model
图 10 优化后前翼及外翼刚度分布
Figure 10. Stiffness distributions of front wing and outer wing after optimization
图 12 不同连接点位置优化后全机总质量、机翼结构质量及机翼结构质量系数
Figure 12. Total mass of whole aircraft, wing structure mass and wing structure mass coefficient after optimization of different joint locations
图 13 不同连接点位置优化后升阻比
Figure 13. Lift to drag ratio after optimization of different joint locations
图 14 不同外翼掠角优化后全机总质量、机翼结构质量及机翼结构质量系数
Figure 14. Total mass of whole aircraft, wing structure mass and wing structure mass coefficient after optimization of different swept angles of outer wing
图 15 不同外翼掠角优化后升阻比
Figure 15. Lift to drag ratio after optimization of different swept angles of outer wing
图 16 不同前翼后掠角优化后全机总质量、机翼结构质量及机翼结构质量系数
Figure 16. Total mass of whole aircraft, wing structure mass and wing structure mass coefficient after optimization of different sweepbacks of front wing
图 17 不同前翼后掠角优化后升阻比
Figure 17. Lift to drag ratio after optimization of different sweepbacks of front wing
图 18 不同后翼前掠角优化后全机总质量、机翼结构质量及机翼结构质量系数
Figure 18. Total mass of whole aircraft, wing structure mass and wing structure mass coefficient after optimization of different sweepforwards of rear wing
图 19 不同后翼前掠角优化后升阻比
Figure 19. Lift to drag ratio after optimization of different sweepforwards of rear wing
图 20 不同前翼(外翼)上反角优化后全机总质量、机翼结构质量及机翼结构质量系数
Figure 20. Total mass of whole aircraft, wing structure mass and wing structure mass coefficient after optimization of different anhedrals of front/outer wings
图 21 不同前翼(外翼)上反角优化后升阻比
Figure 21. Lift to drag ratio after optimization of different anhedrals of front/outer wings
图 22 不同后翼下反角优化后全机总质量、机翼结构质量及机翼结构质量系数
Figure 22. Total mass of whole aircraft, wing structure mass and wing structure mass coefficient after optimization of different negative dihedrals of rear wing
图 23 不同后翼下反角优化后升阻比
Figure 23. Lift to drag ratio after optimization of different negative dihedrals of rear wing
图 24 不同端板高度比优化后全机总质量、机翼结构质量及机翼结构质量系数
Figure 24. Total mass of whole aircraft, wing structure mass and wing structure mass coefficient after optimization of different plate height ratios
图 25 不同端板高度比优化后升阻比
Figure 25. Lift to drag ratio after optimization of different plate height ratios
图 26 不同机翼内段根梢比优化后全机总质量、机翼结构质量及机翼结构质量系数
Figure 26. Total mass of whole aircraft, wing structure mass and wing structure mass coefficient after optimization of different taper ratios of inner wings
图 27 不同机翼内段根梢比优化后升阻比
Figure 27. Lift to drag ratio after optimization of different taper ratios of inner wings
表 1 基准模型外形参数值
Table 1. Parameter values of benchmark model
参数 数值 参数 数值 $ l $/m 22.86 $ {b_{\text{r}}} $/m 2.54 $ {l_{\text{k}}} $/m 4.63 $ {b_{{\text{rk}}}} $/m 1.52 $ {l_{\text{j}}} $/m 16.00 $ {b_{\text{t}}} $/m 0.75 $ {b_{\text{f}}} $/m 3.51 $ h $/m 1.19 $ {b_{{\text{fk}}}} $/m 2.10 $ {\chi _{\text{o}}} $/(°) 20.0 $ {\chi _{\text{f}}} $/(°) 20.0 $ {\varphi _{\text{f}}} $/(°) 4.0 $ {\chi _{\text{r}}} $/(°) 30.0 $ {\varphi _{\text{r}}} $/(°) 0 
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表 2 气动弹性约束条件
Table 2. Aeroelasctic constraint conditions
约束 下限 上限 dt,z 7.5%×l dt,x 1.5%×l dj,z 7.5%×lj dj,x 1.5%×lj φt/(°) −2 2 φj/(°) −2 2 Vf/(m·s−1) 90
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表 3 联结翼参数变化范围
Table 3. Variation range of joined wing parameters
$ {p_{\text{j}}} $/(°) $ {\chi _{\text{o}}} $/(°) $ {\chi _{\text{f}}} $/(°) $ {\chi _{\text{r}}} $/(°) $ {\varphi _{\text{f}}} $/(°) $ {\varphi _{\text{r}}} $/(°) $ {r_{\text{h}}} $ $ {\eta _{\text{k}}} $ 0.4 30 10 10 0 0 0.5 1.33 0.5 20 20 20 2 2 0.75 1.67 0.6 10 30 30 4 4 1.0 2.0 0.7 0 40 40 6 6 1.5 2.33 0.8 −10 50 50 8 8 2.0 0.9 −20 1.0 −30
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