Aircraft wing structure size parameter optimization design method and system

Abstract

The invention belongs to the technical field of aircraft wing design, and particularly relates to an aircraft wing structure size parameter optimization design method and system, a double-curvature profile deformation constraint method based on continuous slope control is adopted, wing deformation design is accurately controlled and optimized, a wing can be made to greatly fit the optimal aerodynamic configuration under cruise load, and the performance of the wing is improved. Therefore, the high requirement of long-time cruise flight economy of the aircraft on aerodynamic performance is met.

Description

Technical Field

[0001] The present application belongs to the technical field of aircraft wing design, and specifically relates to a method and system for optimizing the design of aircraft wing structural dimension parameters. Background Art

[0002] The wing is a crucial component of an aircraft. Its primary function is to generate lift, and together with the tail, it provides stability and maneuverability. Additionally, the wings can hold equipment and fuel tanks, while the exterior can accommodate landing gear, engines, and other external equipment.

[0003] An aircraft wing is typically composed of components such as spars, longitudinal walls, stringers, ribs, and skins. The basic load-bearing components include the longitudinal frame, which runs along the span, and the transverse frame, which runs perpendicular to the spar and runs in the airflow direction, and the skins. The longitudinal frame includes the spars, longitudinal walls, and stringers, while the transverse frame includes standard ribs and reinforced ribs. The spar, consisting of the web and bars of the spar, is a simple load-bearing member, primarily responsible for bearing bending moments and shear forces. The spar is the primary longitudinal load-bearing member of the wing, carrying all or most of the wing's bending moments. The spars are often fixed to the fuselage at their roots. The flanges of the longitudinal walls are much weaker than those of the spars, but are often stronger than conventional stringers. The connection between the longitudinal walls and the fuselage is considered a hinged joint. The webs of the longitudinal walls generally cannot withstand bending moments, but they form a closed box with the skins to withstand torque on the wing. The longitudinal walls also serve to enclose the wing's internal volume. Stringers are components connecting the skin and ribs. In modern wings, they generally contribute to the overall load-bearing of the wing, carrying some of the axial forces caused by the wing's bending moment. They are important load-bearing elements in the longitudinal framework. In addition to their load-bearing functions, stringers and ribs together provide a certain degree of support for the skin. Ribs are transverse load-bearing frameworks, supporting the skin and maintaining the wing's cross-sectional shape. Where concentrated loads are present, such as where the engine or landing gear are mounted, ordinary ribs are reinforced to become reinforced ribs. The structural function of ordinary ribs is to maintain the desired aerodynamic shape of the wing's cross-section. The direct function of the skin is to create a streamlined outer surface of the wing. To minimize drag on the wing, the skin should be as smooth as possible. To achieve this, the skin's transverse bending stiffness should be increased to minimize deformation during flight. From a force perspective, aerodynamic loads act directly on the skin, resulting in localized aerodynamic loads perpendicular to its surface. The skin also contributes to the overall load-bearing capacity of the wing. Combined with the webs of the spar or wingwall, it forms a closed, thin-walled box beam that absorbs the wing's torsional shortening. When the skin is thicker, it often forms a panel with the wing's spar to withstand the axial forces caused by the wing's bending moment. Panels can be either modular or integral. In some structures, such as multi-web wings, the skin can be very thick, ranging from a few millimeters to more than ten millimeters, often constructed as an integral panel. In these cases, the skin becomes the primary, or even the sole, load-bearing element for absorbing bending moments.

[0004] Aircraft require long cruise flights, and their economical operation demands high cruise aerodynamic performance, which must be achieved through the design of the wing profile. Wing surfaces typically adopt a double-curvature configuration. Aircraft wings, especially those of new-generation large passenger aircraft, primarily utilize high-aspect-ratio, highly flexible composite materials, resulting in significant structural elastic deformation. When designing wing structural dimensional parameters, the impact of this structural elastic deformation on aerodynamic characteristics must be considered to ensure the wing maintains the optimal aerodynamic shape under cruise loads. In light of this, the present application provides a method for optimizing the design of aircraft wing structural dimensional parameters. Summary of the Invention

[0005] The purpose of this application is to provide a method and system for optimizing the design of aircraft wing structural dimension parameters, so as to achieve the optimized design of aircraft structural dimension parameters, so that the wing can fit the optimal aerodynamic shape under cruise load to meet the cruise aerodynamic performance required by economy.

[0006] The technical solution of this application is:

[0007] On the one hand, a method for optimizing the design of aircraft wing structural dimension parameters is provided, comprising:

[0008] Step 1: Establish a finite element model of the wing structure;

[0009] Step 2: Select the wing deformation control point and slope control point;

[0010] Step 3: Define the optimization design problem and select the wing structure size parameters;

[0011] Step 4: Use the finite element model of the wing structure to perform strength and stiffness analysis and extract the displacement of the deformation control point and slope control point;

[0012] Step 5: Determine whether the wing target is consistent. If it is consistent, proceed to step 8. If it is not consistent, proceed to step 6.

[0013] The wing target compliance includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance;

[0014] Step 6: Determine whether the maximum number of iterations has been reached. If so, proceed to step 8; if not, proceed to step 7.

[0015] Step 7: Update the wing structure size parameters and repeat step 4;

[0016] Step 8: Output the optimized wing structure size parameters.

[0017] According to at least one embodiment of the present application, in the above-mentioned aircraft wing structure size parameter optimization design method, in step 2, the optimization design problem is defined, including target setting, constraint setting, and variable setting;

[0018] The goal was set to minimize the weight of the wing structure;

[0019] Constraint settings include deformation along each section of the wing and slope changes in the span and chord directions, which are set according to the optimal aerodynamic shape under cruise load;

[0020] The variables are set as the wing structure size parameter settings, including the structural size parameters of the wing spar, longitudinal wall, truss, rib and skin.

[0021] According to at least one embodiment of the present application, in the above-mentioned aircraft wing structural dimension parameter optimization design method, in step four, after obtaining the wing strength and stiffness analysis results, it is determined whether the wing structural dimension parameters meet the wing strength and stiffness requirements. If not, the wing structural dimension parameters need to be reselected.

[0022] According to at least one embodiment of the present application, in the above-mentioned aircraft wing structural dimension parameter optimization design method, in step 5, the wing target compliance includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance;

[0023] The compliance condition of the wing deformation constraint is:

[0024] S y(i.j) ≤DS y(i.j) ;

[0025] in,

[0026] S y(i.j) is the displacement of the deformation control points in the y direction along the chordwise direction of the wing and the jth row along the spanwise direction of the wing, where the y direction is the lift direction of the wing;

[0027] DS y(i.j) is the displacement constraint value of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction;

[0028] Wing slope compliance includes spanwise slope compliance and chordwise slope compliance;

[0029] The compliance condition of the wing span slope is:

[0030] S y(i.jA) ≤S y(i.j) ≤S y(i.jB) ;

[0031]

[0032] in,

[0033] S y(i.jA) is the displacement in the y direction of the previous slope control point in the span direction of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction;

[0034] S y(i.jB) is the displacement in the y direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction;

[0035] S x(i.jA) is the displacement of the previous slope control point in the span direction of the i-th row along the chord direction and the j-th row along the span direction of the wing, where the x direction is the span direction of the wing;

[0036] S x(i.jB) is the displacement in the x direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction;

[0037] The compliance condition of the wing chord-wise slope is:

[0038] S y(Ai.j) ≤S y(i.j) ≤S y(Bi.j) ;

[0039]

[0040] in,

[0041] S y(Ai.j) is the displacement in the y direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction;

[0042] S y(Bi.j) is the displacement in the y direction of the next slope control point in the chordwise direction of the i-th row of deformation control points and the j-th row of deformation control points in the spanwise direction;

[0043] S x(Ai.j) is the displacement in the x direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction;

[0044] S x(Bi.j) is the displacement in the x direction of the next slope control point in the chordwise direction of the i-th row and the j-th row along the spanwise direction of the wing;

[0045] The wing weight constraint compliance conditions are:

[0046]

[0047] in,

[0048] W h+1 is the weight of the wing in the h+1 round of iteration;

[0049] W h is the weight of the wing in h round iterations;

[0050] Dw is the wing weight constraint compliance threshold, which is taken as 0.5%.

[0051] According to at least one embodiment of the present application, in the above-mentioned aircraft wing structure dimensional parameter optimization design method, in step seven, when updating the wing structure dimensional parameters, the sensitivity of the wing structure dimensional parameters to the displacement of the deformation control point and the slope control point is analyzed, the optimization iteration direction is determined, and the parameters with high sensitivity to the displacement changes of the deformation control point and the slope control point are updated first, and the new wing structure dimensional parameters are obtained by using mathematical programming method.

[0052] On the other hand, a system for optimizing the design of aircraft wing structural dimension parameters is provided, comprising:

[0053] Finite element model building module, used to build the finite element model of the wing structure;

[0054] Control point selection module, used to select wing deformation control points and slope control points;

[0055] Optimization design definition module, used to define the optimization design problem and select the wing structure size parameters;

[0056] The control point displacement extraction module is used to perform strength and stiffness analysis using the finite element model of the wing structure and to extract the displacements of the deformation control points and slope control points;

[0057] A target compliance judgment module is used to judge the wing target compliance, which includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance;

[0058] A maximum iteration number judgment module is used to judge whether the maximum iteration number has been reached when the wing target compliance is not met;

[0059] The parameter updating module is used to update the wing structure size parameters when the maximum number of iterations has not been reached, and return to call the control point displacement extraction module;

[0060] The parameter output module is used to output the optimized wing structure size parameters when the wing target compliance is met or the maximum number of iterations is reached.

[0061] According to at least one embodiment of the present application, in the above-mentioned aircraft wing structure size parameter optimization design system, in the control point selection module, the optimization design problem is defined, including target setting, constraint setting, and variable setting;

[0062] The goal was set to minimize the weight of the wing structure;

[0063] Constraint settings include deformation along each section of the wing and slope changes in the span and chord directions, which are set according to the optimal aerodynamic shape under cruise load;

[0064] The variables are set as the wing structure size parameter settings, including the structural size parameters of the wing spar, longitudinal wall, truss, rib and skin.

[0065] According to at least one embodiment of the present application, in the above-mentioned aircraft wing structure dimension parameter optimization design system, in the control point displacement extraction module, after obtaining the wing strength and stiffness analysis results, it is determined whether the wing structure dimension parameters meet the wing strength and stiffness requirements. If not, the wing structure dimension parameters need to be reselected.

[0066] According to at least one embodiment of the present application, in the above-mentioned aircraft wing structure dimension parameter optimization design system, in the wing target compliance judgment module, the wing target compliance includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance;

[0067] The compliance condition of the wing deformation constraint is:

[0068] S y(i.j) ≤DS y(i.j) ;

[0069] in,

[0070] S y(i.j) is the displacement of the deformation control points in the y direction along the chordwise direction of the wing and the jth row along the spanwise direction of the wing, where the y direction is the lift direction of the wing;

[0071] DS y(i.j) is the displacement constraint value of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction;

[0072] Wing slope compliance includes spanwise slope compliance and chordwise slope compliance;

[0073] The compliance condition of the wing span slope is:

[0074] S y(i.jA) ≤S y(i.j) ≤S y(i.jB) ;

[0075]

[0076] in,

[0077] S y(i.jA) is the displacement in the y direction of the previous slope control point in the span direction of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction;

[0078] S y(i.jB) is the displacement in the y direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction;

[0079] Sx(i.jA) is the displacement of the previous slope control point in the span direction of the i-th row along the chord direction and the j-th row along the span direction of the wing, where the x direction is the span direction of the wing;

[0080] S x(i.jB) is the displacement in the x direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction;

[0081] The compliance condition of the wing chord-wise slope is:

[0082] S y(Ai.j) ≤S y(i.j) ≤S y(Bi.j) ;

[0083]

[0084] in,

[0085] S y(Ai.j) is the displacement in the y direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction;

[0086] S y(Bi.j) is the displacement in the y direction of the next slope control point in the chordwise direction of the i-th row of deformation control points and the j-th row of deformation control points in the spanwise direction;

[0087] S x(Ai.j) is the displacement in the x direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction;

[0088] S x(Bi.j) is the displacement in the x direction of the next slope control point in the chordwise direction of the i-th row and the j-th row along the spanwise direction of the wing;

[0089] The wing weight constraint compliance conditions are:

[0090]

[0091] in,

[0092] W h+1 is the weight of the wing in the h+1 round of iteration;

[0093] W h is the weight of the wing in h round iterations;

[0094] D w is the wing weight constraint compliance threshold, which is taken as 0.5%.

[0095] According to at least one embodiment of the present application, in the above-mentioned aircraft wing structure size parameter optimization design system, in the parameter updating module, when updating the wing structure size parameters, the sensitivity of the wing structure size parameters to the displacement of the deformation control point and the slope control point is analyzed, the optimization iteration direction is determined, and the parameters with high sensitivity to the displacement changes of the deformation control point and the slope control point are updated first, and the new wing structure size parameters are obtained by using mathematical programming method.

[0096] This application has at least the following beneficial technical effects:

[0097] Provided are a method and system for optimizing the design of aircraft wing structural dimension parameters. This system employs a hyperbolic surface deformation constraint method based on continuous slope control to precisely control and optimize the wing deformation design. This allows the wing to closely conform to the optimal aerodynamic shape under cruise loads, thereby meeting the high aerodynamic performance requirements for the aircraft's long-term cruise flight economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0098] Figure 1 Schematic diagram of an aircraft wing structural dimension parameter optimization design method provided in an embodiment of the present application;

[0099] Figure 2 Schematic diagram of the deformation control points of the aircraft wing space surface provided by the embodiment of the present application;

[0100] Figure 3 Schematic diagram of the continuous slope control points of an aircraft wing provided in an embodiment of the present application.

[0101] Figure 4 Schematic diagram of an aircraft wing structural dimension parameter optimization design system provided in an embodiment of the present application.

[0102] In order to better illustrate this embodiment, some contents of the drawings may be omitted, enlarged or reduced, which is only used for illustrative purposes and should not be construed as limiting the present application. DETAILED DESCRIPTION

[0103] To make the technical solution and its advantages of this application more clear, the technical solution of this application will be further described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described here are only some of the embodiments of this application and are only used to explain this application, not to limit this application. It should be noted that for ease of description, only the parts relevant to this application are shown in the accompanying drawings, and other relevant parts can refer to the general design.

[0104] In addition, unless otherwise defined, the technical or scientific terms used in the description of this application shall have the ordinary meanings understood by those skilled in the art to which this application belongs. The term "include" as used in the description of this application means that the concepts preceding the term include the concepts listed after the term and their equivalents, without excluding other related concepts.

[0105] A method for optimizing the design of aircraft wing structural size parameters, such as Figure 1 shown.

[0106] Step 1: Establish a finite element model of the wing structure.

[0107] Step 2: Select the wing deformation control points and slope control points.

[0108] Step 3: Define the optimization design problem, including setting the goal, constraints, variables, and selecting the wing structure size parameters.

[0109] The goal was set to minimize the weight of the wing structure.

[0110] The constraint settings include deformation along each wing section and changes in slope in the span and chord directions, and are set according to the optimal aerodynamic shape under cruise load.

[0111] The variables are set as the wing structural size parameter settings, which may specifically include the structural size parameters of the wing spars, longitudinal walls, trusses, ribs, and skins, such as thickness, height, cross-sectional area, etc.

[0112] Step 4: Use the finite element model of the wing structure to perform strength and stiffness analysis and extract the displacements of the deformation control points and slope control points.

[0113] After obtaining the wing strength and stiffness analysis results, determine whether the wing structure size parameters meet the wing strength and stiffness requirements. If not, the wing structure size parameters need to be reselected.

[0114] Step 5: Determine whether the wing target is consistent. If it is consistent, proceed to step 8. If it is not consistent, proceed to step 6.

[0115] The wing target compliance includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance.

[0116] like Figure 2 As shown in the figure, the spatial coordinate differences of each deformation control point under the optimal aerodynamic shape under the constrained cruise load are adjusted, and the wing structure size parameters are optimized to make the actual shape under the cruise load continuously approach the optimal shape.

[0117] Since the projected area of ​​the wings of large passenger aircraft is large, if only the displacement of the deformation control points is constrained, bulges or depressions may appear between adjacent deformation control points, resulting in deterioration of the aerodynamic efficiency of the shape. For this reason, it is necessary to select slope control points at a certain distance before and after the deformation control points, and calculate the slope difference between the front and rear lines, as well as the slope difference between the previous control point and the next control point. It is required that the slope near the wingtip is always greater than or equal to the slope near the wing root. The chord-wise slope trend needs to be determined based on the relationship between the model design pressure center and the rigid center, but it must be the same trend along one direction.

[0118] The compliance condition of the wing deformation constraint is:

[0119] S y(i.j) ≤DS y(i.j) ;

[0120] in,

[0121] S y(i.j) is the displacement of the deformation control points in the y direction along the chordwise direction of the wing and the jth row along the spanwise direction of the wing, and the y direction is defined as the lift direction of the wing;

[0122] DS y(i.j) is the displacement constraint value of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction.

[0123] Wing slope compliance includes spanwise slope compliance and chordwise slope compliance.

[0124] The compliance condition of the wing span slope is:

[0125] S y(i.jA) ≤S y(i.j) ≤S y(i.jB) , ensuring that the wing deformation is continuous once;

[0126] Ensure secondary continuity of wing deformation;

[0127] in,

[0128] S y(i.jA) is the displacement in the y direction of the previous slope control point in the span direction of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction;

[0129] S y(i.jB) is the displacement in the y direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction;

[0130] S x(i.jA) is the displacement of the previous slope control point in the span direction in the x direction of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction, and the x direction is defined as the span direction of the wing;

[0131] Sx(i.jB) is the displacement in the x direction of the last slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction.

[0132] The compliance condition of the wing chord-wise slope is:

[0133] S y(Ai.j) ≤S y(i.j) ≤S y(Bi.j) , ensuring that the wing deformation is continuous once;

[0134] Ensure secondary continuity of wing deformation;

[0135] in,

[0136] S y(Ai.j) is the displacement in the y direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction;

[0137] S y(Bi.j) is the displacement in the y direction of the next slope control point in the chordwise direction of the i-th row of deformation control points and the j-th row of deformation control points in the spanwise direction;

[0138] S x(Ai.j) is the displacement in the x direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction;

[0139] S x(Bi.j) is the displacement in the x direction of the next slope control point in the chordwise direction of the i-th row and the j-th row along the spanwise direction of the wing.

[0140] The wing weight constraint compliance conditions are:

[0141]

[0142] in,

[0143] W h+1 is the weight of the wing in the h+1 round of iteration;

[0144] W h is the weight of the wing in h round iterations;

[0145] D w is the wing weight constraint compliance threshold, which can be 0.5%. That is, when the weight change rate of the previous and next two rounds of iterations is less than 0.5%, the optimization is considered to have converged.

[0146] Step 6: Determine whether the maximum number of iterations has been reached. If so, proceed to step 8; if not, proceed to step 7.

[0147] Step 7: Update the wing structure size parameters and repeat step 4.

[0148] When updating the wing structure size parameters, the sensitivity of the wing structure size parameters to the displacement of the deformation control point and the slope control point is analyzed, the optimization iteration direction is determined, and the parameters with high sensitivity to the displacement changes of the deformation control point and the slope control point are updated. The new wing structure size parameters are obtained by using the mathematical programming method.

[0149] Step 8: Output the optimized wing structure size parameters.

[0150] The aircraft wing structural dimension parameter optimization design method disclosed in the above embodiment is a method for precise control and optimization of wing deformation. It adopts a hyperbolic surface deformation constraint method based on continuous slope control, which can make the wing fit the optimal aerodynamic shape more closely under cruise load, thereby meeting the high requirements of aerodynamic performance for the economy of long-term cruise flight of the aircraft.

[0151] An aircraft wing structural dimension parameter optimization design system, comprising:

[0152] Finite element model building module, used to build the finite element model of the wing structure;

[0153] Control point selection module, used to select wing deformation control points and slope control points;

[0154] Optimization design definition module, used to define the optimization design problem and select the wing structure size parameters;

[0155] The control point displacement extraction module is used to perform strength and stiffness analysis using the finite element model of the wing structure and to extract the displacements of the deformation control points and slope control points;

[0156] A target compliance judgment module is used to judge the wing target compliance, which includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance;

[0157] A maximum iteration number judgment module is used to judge whether the maximum iteration number has been reached when the wing target compliance is not met;

[0158] The parameter updating module is used to update the wing structure size parameters when the maximum number of iterations has not been reached, and return to call the control point displacement extraction module;

[0159] The parameter output module is used to output the optimized wing structure size parameters when the wing target compliance is met or the maximum number of iterations is reached.

[0160] In the control point selection module, define the optimization design problem, including target setting, constraint setting, and variable setting;

[0161] The goal was set to minimize the weight of the wing structure;

[0162] Constraint settings include deformation along each section of the wing and slope changes in the span and chord directions, which are set according to the optimal aerodynamic shape under cruise load;

[0163] The variables are set as the wing structure size parameter settings, including the structural size parameters of the wing spar, longitudinal wall, truss, rib and skin.

[0164] In the control point displacement extraction module, after obtaining the wing strength and stiffness analysis results, it is determined whether the wing structure size parameters meet the wing strength and stiffness requirements. If not, the wing structure size parameters need to be reselected.

[0165] In the wing target compliance judgment module, the wing target compliance includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance;

[0166] The compliance condition of the wing deformation constraint is:

[0167] S y(i.j) ≤DS y(i.j) ;

[0168] in,

[0169] S y(i.j) is the displacement of the deformation control points in the y direction along the chordwise direction of the wing and the jth row along the spanwise direction of the wing, where the y direction is the lift direction of the wing;

[0170] DS y(i.j) is the displacement constraint value of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction;

[0171] Wing slope compliance includes spanwise slope compliance and chordwise slope compliance;

[0172] The compliance condition of the wing span slope is:

[0173] S y(i.jA) ≤S y(i.j) ≤S y(i.jB) ;

[0174]

[0175] in,

[0176] S y(i.jA) is the displacement in the y direction of the previous slope control point in the span direction of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction;

[0177] S y(i.jB) is the displacement in the y direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction;

[0178] Sx(i.jA) is the displacement of the previous slope control point in the span direction of the i-th row along the chord direction and the j-th row along the span direction of the wing, where the x direction is the span direction of the wing;

[0179] S x(i.jB) is the displacement in the x direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction;

[0180] The compliance condition of the wing chord-wise slope is:

[0181] S y(Ai.j) ≤S y(i.j) ≤S y(Bi.j) ;

[0182]

[0183] in,

[0184] S y(Ai.j) is the displacement in the y direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction;

[0185] S y(Bi.j) is the displacement in the y direction of the next slope control point in the chordwise direction of the i-th row of deformation control points and the j-th row of deformation control points in the spanwise direction;

[0186] S x(Ai.j) is the displacement in the x direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction;

[0187] S x(Bi.j) is the displacement in the x direction of the next slope control point in the chordwise direction of the i-th row and the j-th row along the spanwise direction of the wing;

[0188] The wing weight constraint compliance conditions are:

[0189]

[0190] in,

[0191] W h+1 is the weight of the wing in the h+1 round of iteration;

[0192] W h is the weight of the wing in h round iterations;

[0193] D w is the wing weight constraint compliance threshold, which is taken as 0.5%.

[0194] In the parameter update module, when updating the wing structure size parameters, the sensitivity of the wing structure size parameters to the displacement of the deformation control point and the slope control point is analyzed, the optimization iteration direction is determined, and the parameters with high sensitivity to the displacement changes of the deformation control point and the slope control point are updated first. The new wing structure size parameters are obtained using the mathematical programming method.

[0195] Regarding the aircraft wing structure dimension parameter optimization design system disclosed in the above embodiment, since it corresponds to the aircraft wing structure dimension parameter optimization design method disclosed in the above embodiment, the description is relatively simple. For specific related matters, please refer to the relevant description of the aircraft wing structure dimension parameter optimization design method part. Its technical effects can also refer to the technical effects of the relevant part of the aircraft wing structure dimension parameter optimization design method, and will not be repeated here.

[0196] In addition, technicians in the field should also be able to realize that the various modules of the aircraft wing structure dimension parameter optimization design system disclosed in the embodiments of the present application can be implemented by electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, this application generally describes them according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Technicians in the field can choose to adopt different methods to implement the described functions for each specific application and its actual constraints, but such implementation should not be considered to be beyond the scope of this application.

[0197] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or replacements to the relevant technical features, and the technical solutions after these changes or replacements will fall within the scope of protection of the present application.

Claims

1. A method for optimizing the design of aircraft wing structural dimension parameters, characterized in that: include: Step 1: Establish a finite element model of the wing structure; Step 2: Select the wing deformation control point and slope control point; Step 3: Define the optimization design problem and select the wing structure size parameters; Step 4: Use the finite element model of the wing structure to perform strength and stiffness analysis and extract the displacement of the deformation control point and slope control point; Step 5: Determine whether the wing target is consistent. If it is consistent, proceed to step 8. If it is not consistent, proceed to step 6. The wing target compliance includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance; Step 6: Determine whether the maximum number of iterations has been reached. If so, proceed to step 8; if not, proceed to step 7. Step 7: Update the wing structure size parameters and repeat step 4; Step 8: Output the optimized wing structure size parameters.

2. The aircraft wing structural dimension parameter optimization design method according to claim 1, characterized in that: In step 2, the optimization design problem is defined, including setting the goal, constraints, and variables; The goal was set to minimize the weight of the wing structure; Constraint settings include deformation along each section of the wing and slope changes in the span and chord directions, which are set according to the optimal aerodynamic shape under cruise load; The variables are set as the wing structure size parameter settings, including the structural size parameters of the wing spar, longitudinal wall, truss, rib and skin.

3. The aircraft wing structural dimension parameter optimization design method according to claim 2, characterized in that: In step 4, after obtaining the wing strength and stiffness analysis results, determine whether the wing structure size parameters meet the wing strength and stiffness requirements. If not, it is necessary to reselect the wing structure size parameters.

4. The aircraft wing structural dimension parameter optimization design method according to claim 3, characterized in that: In step 5, the wing target compliance includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance; The compliance condition of the wing deformation constraint is: S y(i.j) ≤DS y(i.j) ; in, S y(i.j) is the displacement of the deformation control points in the y direction along the chordwise direction of the wing and the jth row along the spanwise direction of the wing, where the y direction is the lift direction of the wing; DS y(i.j) is the displacement constraint value of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction; Wing slope compliance includes spanwise slope compliance and chordwise slope compliance; The compliance condition of the wing span slope is: S y(i.jA) ≤S y(i.j) ≤S y(i.jB) ; in, S y(i.jA) is the displacement in the y direction of the previous slope control point in the span direction of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction; S y(i.jB) is the displacement in the y direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction; S x(i.jA) is the displacement of the previous slope control point in the span direction of the i-th row along the chord direction and the j-th row along the span direction of the wing, where the x direction is the span direction of the wing; S x(i.jB) is the displacement in the x direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction; The compliance condition of the wing chord-wise slope is: S y(Ai.j) ≤S y(i.j) ≤S y(Bi.j) ; in, S y(Ai.j) is the displacement in the y direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction; S y(Bi.j) is the displacement in the y direction of the next slope control point in the chordwise direction of the i-th row of deformation control points and the j-th row of deformation control points in the spanwise direction; S x(Ai.j) is the displacement in the x direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction; S x(Bi.j) is the displacement in the x direction of the next slope control point in the chordwise direction of the i-th row and the j-th row along the spanwise direction of the wing; The wing weight constraint compliance conditions are: in, W h+1 is the weight of the wing in the h+1 round of iteration; W h is the weight of the wing in h round iterations; D w is the wing weight constraint compliance threshold, which is taken as 0.5%.

5. The aircraft wing structural dimension parameter optimization design method according to claim 4, characterized in that: In step seven, when updating the wing structure size parameters, the sensitivity of the wing structure size parameters to the displacement of the deformation control point and the slope control point is analyzed, the optimization iteration direction is determined, and the parameters with high sensitivity to the displacement changes of the deformation control point and the slope control point are updated first. The new wing structure size parameters are obtained using the mathematical programming method.

6. An aircraft wing structural dimension parameter optimization design system, characterized in that: include: Finite element model building module, used to build the finite element model of the wing structure; Control point selection module, used to select wing deformation control points and slope control points; Optimization design definition module, used to define the optimization design problem and select the wing structure size parameters; The control point displacement extraction module is used to perform strength and stiffness analysis using the finite element model of the wing structure and to extract the displacements of the deformation control points and slope control points; A target compliance judgment module is used to judge the wing target compliance, which includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance; A maximum iteration number judgment module is used to judge whether the maximum iteration number has been reached when the wing target compliance is not met; The parameter updating module is used to update the wing structure size parameters when the maximum number of iterations has not been reached, and return to call the control point displacement extraction module; The parameter output module is used to output the optimized wing structure size parameters when the wing target compliance is met or the maximum number of iterations is reached.

7. The aircraft wing structure dimension parameter optimization design system according to claim 6, characterized in that: In the control point selection module, define the optimization design problem, including target setting, constraint setting, and variable setting; The goal was set to minimize the weight of the wing structure; Constraint settings include deformation along each section of the wing and slope changes in the span and chord directions, which are set according to the optimal aerodynamic shape under cruise load; The variables are set as the wing structure size parameter settings, including the structural size parameters of the wing spar, longitudinal wall, truss, rib and skin.

8. The aircraft wing structure dimension parameter optimization design system according to claim 7, characterized in that: In the control point displacement extraction module, after obtaining the wing strength and stiffness analysis results, it is determined whether the wing structure size parameters meet the wing strength and stiffness requirements. If not, the wing structure size parameters need to be reselected.

9. The aircraft wing structure dimension parameter optimization design system according to claim 8, characterized in that: In the wing target compliance judgment module, the wing target compliance includes deformation constraint compliance, slope constraint compliance, and weight constraint compliance; The compliance condition of the wing deformation constraint is: S y(i.j) ≤DS y(i.j) ; in, S y(i.j) is the displacement of the deformation control points in the y direction along the chordwise direction of the wing and the jth row along the spanwise direction of the wing, where the y direction is the lift direction of the wing; DS y(i.j) is the displacement constraint value of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction; Wing slope compliance includes spanwise slope compliance and chordwise slope compliance; The compliance condition of the wing span slope is: S y(i.jA) ≤S y(i.j) ≤S y(i.jB) ; in, S y(i.jA) is the displacement in the y direction of the previous slope control point in the span direction of the deformation control point in the i-th row along the chord direction and the j-th row along the span direction; S y(i.jB) is the displacement in the y direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction; S x(i.jA) is the displacement of the previous slope control point in the span direction of the i-th row along the chord direction and the j-th row along the span direction of the wing, where the x direction is the span direction of the wing; S x(i.jB) is the displacement in the x direction of the next slope control point in the span direction of the deformation control points in the i-th row along the chord direction and the j-th row along the span direction; The compliance condition of the wing chord-wise slope is: S y(Ai.j) ≤S y(i.j) ≤S y(Bi.j) ; in, S y(Ai.j) is the displacement in the y direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction; S y(Bi.j) is the displacement in the y direction of the next slope control point in the chordwise direction of the i-th row of deformation control points and the j-th row of deformation control points in the spanwise direction; S x(Ai.j) is the displacement in the x direction of the previous slope control point in the chordwise direction of the deformation control point in the i-th row along the chordwise direction and the j-th row along the spanwise direction; S x(Bi.j) is the displacement in the x direction of the next slope control point in the chordwise direction of the i-th row and the j-th row along the spanwise direction of the wing; The wing weight constraint compliance conditions are: in, W h+1 is the weight of the wing in the h+1 round of iteration; W h is the weight of the wing in h round iterations; D w is the wing weight constraint compliance threshold, which is taken as 0.5%.

10. The aircraft wing structure dimension parameter optimization design system according to claim 9, characterized in that: In the parameter update module, when updating the wing structure size parameters, the sensitivity of the wing structure size parameters to the displacement of the deformation control point and the slope control point is analyzed, the optimization iteration direction is determined, and the parameters with high sensitivity to the displacement changes of the deformation control point and the slope control point are updated first. The new wing structure size parameters are obtained using the mathematical programming method.

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