A morphing wing skeleton structure design method capable of realizing multi-dimensional deformation

Abstract

This invention relates to a design method for a deformable wing skeleton structure capable of multi-dimensional deformation. The method includes the following steps: S1, generating structural parameters to obtain the wing skeleton structure; S2, solving the structural driving layout of the wing skeleton structure based on a genetic algorithm to obtain an optimized wing skeleton structure; S3, calling the structural nonlinear force analysis method and the given driving structural displacement shape calculation method to calculate the displacement and subsequent shape of the optimized wing skeleton structure from the initial airfoil to the target airfoil; S4, determining whether the deformation quality of the displacement and subsequent shape from the initial airfoil to the target airfoil is qualified. If yes, outputting the total control quantity required from the initial airfoil to the target airfoil; otherwise, returning to S1. Compared with the prior art, this invention has advantages such as meeting the diverse design requirements of multi-dimensional wing deformation.

Description

Technical Field

[0001] This invention relates to the field of wing design technology, and in particular to a method for designing a deformable wing skeleton structure capable of multi-dimensional deformation. Background Technology

[0002] In recent years, with the continuous development of science and technology and society, the aviation field has placed higher demands on aircraft performance. In civil aviation, reducing fuel consumption and improving energy efficiency have become the core tasks of future green aviation in order to promote the sustainable development of the aviation industry; while in the military aviation field, facing increasingly diversified combat needs, advanced aircraft urgently need to have stronger multi-mission execution capabilities and adaptability to complex environments.

[0003] Faced with these problems and challenges, the potential of morphing wing technology is gradually emerging. Morphing wing technology can continuously and smoothly change its shape, meeting different flight requirements with different aerodynamic configurations, increasing the aircraft's flight envelope, and achieving a synergistic improvement in maneuverability and economy. Most existing morphing aircraft primarily achieve deformation in a single direction, and this single-dimensional deformation has limited impact on flight performance. Multi-dimensional morphing wings hold the promise of overcoming the limitations of single-directional deformation; by combining multiple deformation methods, they can bring about significant improvements in aerodynamic performance, maximizing the aircraft's adaptability to different mission environments.

[0004] Meanwhile, due to the need to support multiple deformation modes, the wing skeleton needs to achieve complex deformations involving multiple targets, directions, and degrees of freedom. Its design process faces the problem of severe coupling between structural parameters, driving parameters, control parameters, and load parameters. Existing multi-mode deformable wing research, based on deformable mechanisms designed using (tetrahedral, octahedral, kagome) cell arrays, demonstrates certain multi-dimensional deformation potential, but its load-bearing capacity and deformation characteristics are limited by the structural form of the basic truss, and it is difficult to achieve adaptive matching to the airfoil boundary. Furthermore, a systematic design method applicable to different airfoils and design requirements has not yet been formed, and the analysis and optimization process still heavily relies on design experience, resulting in poor versatility. On the other hand, topology optimization-based design methods have the ability to automatically optimize structural layout and driving configuration, and have been applied in local deformable wing designs. However, when dealing with multi-mode, multi-region deformation requirements, they often face challenges such as a surge in computational complexity due to the rapid expansion of the design domain, difficulties in optimization convergence, poor structural connectivity, insufficient numerical stability, and a disconnect between structural generation and analysis, making them difficult to implement.

[0005] In summary, existing technologies cannot meet the diverse design requirements of multi-dimensional wing deformation. Summary of the Invention

[0006] The purpose of this invention is to propose a novel morphing wing structure design method. It only requires inputting the initial airfoil of the morphing wing and several target airfoils to be realized, and automatically obtains the structure, drive layout and implementation path of the wing skeleton, which can meet the diverse design needs of multi-dimensional wing deformation.

[0007] The objective of this invention can be achieved through the following technical solutions: A method for designing a deformable wing frame structure capable of multi-dimensional deformation, comprising the following steps: S1. Generate structural parameters to obtain the wing frame structure; S2. The structure-driven layout of the wing frame structure is solved based on the genetic algorithm to obtain the optimized wing frame structure; S3. Using the structural nonlinear force analysis method and the given driving structural displacement shape calculation method, calculate the displacement and shape of the optimized wing skeleton structure from the initial airfoil to the target airfoil. S4. Determine whether the displacement from the initial airfoil to the target airfoil and the deformation quality of the shape after the displacement are qualified. If yes, output the total control quantity required from the initial airfoil to the target airfoil; otherwise, return to S1.

[0008] The specific steps for solving the structure-driven layout of the wing frame structure based on the genetic algorithm to obtain the optimized wing frame structure are as follows: The structural drive of the wing frame structure is based on binary vectors. Encoding, i-th driver encoding Indicates the first The root member was selected as the drive. If it is the driving bit, then it represents the first bit; otherwise, it represents the second bit. The root member was not selected as the drive and is in a non-drive position. The driver code satisfies the constraints.

[0009] Where n act This indicates the required number of drive positions; m represents the total number of positions, with the binary vector representing each individual position. The fitness function of each individual is calculated based on the deformation mass of the individual structure. Determine if convergence is met. If convergence is met, exit the loop and output the optimized wing frame structure at this point. If convergence is not met and the maximum number of iterations has not been reached, perform selection, crossover, mutation, and elite retention based on fitness. If convergence is not met and the maximum number of iterations has been reached, return to S1, restructure the parameters, and obtain a new wing frame structure.

[0010] The crossover is specifically: For both parents and individuals The offspring inherit the common driver bit, and the remaining bits are... Each driving bit from the parent non-overlapping bit Selected based on probability.

[0011] The mutation is: For the driving bit NAND drive bit Differences in computational efficiency; The permutation probability is obtained based on the efficiency difference.

[0012] The specific steps for calculating the displacement and subsequent shape of the optimized wing skeleton structure from the initial airfoil to the target airfoil by invoking the structural nonlinear force analysis method and the given driving structural displacement shape calculation method are as follows: A1. Generate the sensitivity coefficient matrix; A2. Predict the current drive length based on the sensitivity coefficient matrix and the ideal nodal displacement required from the current airfoil shape to the target shape; A3. Use the structural nonlinear force method to solve for the displacement and the shape after displacement corresponding to the current driving length; A4. Take the difference between the ideal node displacement and the displacement corresponding to the current drive length as the ideal node displacement for the next step, return to A1, and continue until the ideal node displacement is within the allowable range. If convergence is considered, end the loop, output the total control quantity required from the initial airfoil to the target airfoil, which is the sum of the current drive lengths of all steps, as well as the displacement and shape after displacement from the initial airfoil to the target airfoil.

[0013] The specific steps for using the structural nonlinear force method to solve for the displacement and the shape after displacement corresponding to the current driving length are as follows: B1. Get the current drive length , drive length Divide the process into n equal increment steps, and initialize the increment step o to 1. B2. Apply the o-th increment step, o = 1, 2, 3...n; B3. Calculate the balance matrix after applying the o-th increment step and perform singular value decomposition of the balance matrix; B4. Calculate the increments of element internal forces, displacements, and deformations at the current increment step o based on the equilibrium matrix after singular value decomposition, and obtain the element internal forces, displacements, and deformations at the current increment step o as the shape after unbalanced displacement. B5. Iteratively calculate the shape after the unbalanced displacement until the equilibrium state is reached, update o to o+1, return to B2, and exit the loop when o=n. Obtain the shape after the displacement of the equilibrium state at this time as the shape after the displacement corresponding to the current driving length, and integrate the displacement increments of all incremental steps to obtain the displacement corresponding to the current driving length.

[0014] The specific steps for iteratively calculating the shape after unbalanced displacement until equilibrium is reached are as follows: C1. Calculate the balance matrix of the current iteration step for the shape after the unbalanced displacement; C2. Calculate the unbalanced force, take the unbalanced force as the external force of the current iteration step, and calculate the internal force and compensation displacement of the compensation unit of the optimized wing skeleton structure in the next iteration step by simultaneously solving the equilibrium equation, compatibility equation and constitutive equation. C3. Update displacement and element internal forces based on compensation unit internal forces and compensation displacements; C4. Update the balance matrix for the current iteration step; C5. Determine whether the new compensating internal force and compensating displacement are within the allowable range. If so, convergence has reached the equilibrium state. Otherwise, if the equilibrium state has not been reached, increment the iteration step by 1 and return to C2.

[0015] The structural parameters are generated using either the Venn diagram method or the Gabriel diagram method.

[0016] The specific steps of the Vinonic chart method are as follows: A rectangle is generated around the initial airfoil, the rectangle including the initial airfoil, base points are randomly generated inside the rectangle, and an initial Veno diagram is generated inside the rectangle using the Veno diagram method; The initial Venn diagram of each airfoil is further subdivided within the polygonal units of the initial airfoil; Number and store the edges and points of the generated Vinograph after partitioning; Assign cross-sectional properties to each side, and use the cross-sectional properties, edge and point numbers as structural parameters.

[0017] The specific steps of the Gabriel chart method are as follows: At the initial airfoil profile boundary, obtain the outer nodes that represent the airfoil profile; Within the airfoil profile, random points are input as internal nodes; The outer and inner nodes are combined as base points, and a three-dimensional Gabriel diagram is generated using the Gabriel diagram method to obtain the structural elements. Number and store the base points and cells; Assign section properties to each side of the Gabriel diagram, and use the section properties, base points, and element numbers as structural parameters.

[0018] Compared with the prior art, the present invention has the following beneficial effects: This invention has a wide range of applications, enabling various and multi-regional deformations with a large deformation range. It is highly versatile, independent of design experience, and applicable to almost any airfoil shape, and can be automatically generated. This invention proposes a sensitivity coefficient matrix, quantifying the linear mapping relationship between the driving extension / retraction amount and the internal forces of the members and nodal displacements under small deformations. This provides a clear mathematical basis for the preliminary prediction of the driving control quantity, eliminating reliance on experience. Simultaneously, it transforms the solution of the driving extension / retraction amount into a constrained optimization problem, using the displacement difference as the basis for the next optimization step, iterating repeatedly until convergence. This continuously improves the accuracy of the driving extension / retraction amount solution, enabling precise matching of the deformation requirements from the initial airfoil to the target airfoil. Even with complex multi-dimensional deformations such as varying camber, varying thickness, and torsion, accurate driving control quantities can be obtained through iterative optimization. Attached Figure Description

[0019] Figure 1 This is a technical roadmap of the present invention; Figure 2 This is a flowchart of the Vinograph generation process of the present invention. Figure 2 'a' is the Venn diagram generated within the rectangle using the Venn diagram method. Figure 2 b is the skeleton diagram obtained by cutting the Vinograph using airfoils. Figure 2 c represents the diagram after further subdivision within the polygonal unit of the initial Vinograph for each wing; Figure 3 This is a structural diagram of the Gabriel diagram method; Figure 4 Here is a flowchart of the structural nonlinear force method analysis. Figure 5 Flowchart of the method for calculating the structural displacement shape for a given drive; Figure 6 Flowchart for optimizing structure-driven scaling; Figure 7 Here is a flowchart of the genetic algorithm; Figure 8 The structure, drive layout, and deformation effect diagram are generated to achieve several deformations such as variable camber, variable thickness, and variable trailing edge camber using a planar airfoil. Figure 9 This is a prototype drawing; Figure 10 The generated structure and driving layout and deformation effect diagrams are designed to target several deformations such as structural sweepback and torsional bending. Detailed Implementation

[0020] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0021] Technical routes for designing deformable wing frame structures that enable multi-dimensional deformation, such as... Figure 1 As shown, it mainly includes a structural parameterization generation module, a structural driven expansion / contraction optimization module, and a structural driven layout optimization module. The structural driven expansion / contraction optimization module and the structural driven layout optimization module require the use of a structural nonlinear force method for analysis and a method for calculating the structural displacement shape given the drive. The implementation processes for these modules will be referred to as Process 1, Process 2, Process 3, Process 4, and Process 5, respectively.

[0022] This invention proposes a design method for a deformable wing frame structure capable of multi-dimensional deformation, the method comprising the following steps: S1. Generate structural parameters to obtain the wing frame structure; S2. The structure-driven layout of the wing frame structure is solved based on the genetic algorithm to obtain the optimized wing frame structure; S3. Using the structural nonlinear force analysis method and the given driving structural displacement shape calculation method, calculate the displacement and shape of the optimized wing skeleton structure from the initial airfoil to the target airfoil. S4. Determine whether the displacement from the initial airfoil to the target airfoil and the deformation quality of the shape after the displacement are qualified. If yes, output the total control quantity required from the initial airfoil to the target airfoil; otherwise, return to S1.

[0023] The calculation process of the structural parameterization generation module is referred to as Process 1.

[0024] In the planar case, the method is mainly based on the Vino map, and the procedure 1 is as follows: 1) Generate a minimum rectangle that can encompass the initial airfoil. Randomly generate several base points within this rectangle. Use the Venn diagram method to generate a Venn diagram within the rectangle, such as... Figure 2 As shown in a; 2) Using Boolean operations, the Venn diagram is cut using the airfoil (only the Venn diagram inside the rectangle is retained). At the airfoil boundary, the intersections of connected Venn diagrams and the airfoil profile are connected sequentially. The resulting skeleton after cutting and processing is as follows: Figure 2 As shown by the green edge in b; 3) Further subdivide the polygonal units within the initial Venn diagram of each wing, using Delaunay triangulation to ensure that the subdivision achieves "maximum minimum angle," such as... Figure 2 As shown in c; 4) Number and store each edge and point of the generated Venn diagram; 5) Assign cross-sectional properties such as dimensions and elastic modulus to each side. Finally, a two-dimensional truss structure with advantages such as uniform dispersion, good stability, few parameters, and no cross-fractures can be obtained.

[0025] In the three-dimensional case, the Gabriel diagram method is mainly used, and the process 1 is as follows: 1) At the boundary of the three-dimensional airfoil profile, obtain the outer nodes representing the airfoil profile, such as... Figure 3 The red six-pointed star in the middle; 2) Within the 3D airfoil profile, input random points (e.g., ... Figure 3 The pink circle in the image is used as an internal node; 3) Using the combination of outer and inner nodes as base points, a 3D Gabriel diagram is generated using the Gabriel diagram method to obtain the structural elements (such as...). Figure 3 (blue border in the middle) 4) Number and store the nodes and elements that generate the 3D Gabriel diagram.

[0026] 5) Assign cross-sectional properties such as dimensions and elastic modulus to each side. Finally, a three-dimensional truss structure with advantages such as uniform dispersion, good stability, few parameters, and no cross fractures can be obtained.

[0027] The wing frame structure generated in Process 1 can be described using an incidence matrix T to represent the topological connections between the members. Assume the number of elements on each side of the structure is n. E The units in step 4) above can be numbered as: 1, 2, …, k, …, n E The number of hinged nodes is n. N The nodes can be numbered as: 1, 2, …, i, … j, …, n N Assuming that node i and node j are the two ends of cell k, then the elements in the k-th row of the association matrix are: (1) The structural analysis module uses the geometric nonlinear force method to solve for the equilibrium state of the generated truss structure with a given structure and driving layout.

[0028] The structural nonlinear force method analysis module is process 2.

[0029] Process 2 can be summarized as follows: 1) Initialization: Set iteration step i ← 0, initialize node displacement d 0 ← 0, Internal force f of the member 0 ← 0.

[0030] 2) Balancing matrix assembly: Assume the number of constraints is n supTherefore, the balance matrix A corresponding to the constraint part sup The dimension is n D ×n sup , (n D In graphic design, it is 2n N In 3D design, it is 3n N The points where constraints are applied are assigned a value of 1, while other points are assigned a value of 0. The overall equilibrium equation of the structure is: A f = P (2) In the formula, A = [A E | A sup f = (f) E ; f sd f E For the internal force of the element, f sd The constraint has a dimension of n. sd × 1, where P is the nodal force acting on the object.

[0031] The balance matrix A corresponding to the structural unit part E It can be obtained based on the connection relationship between the units. For the structure generated in process 1, we can obtain the correlation matrix T and the corresponding equilibrium matrix A of the wing structure through formula (1). E It is assembled from block matrices in three directions (the first two rows are retained in the planar case). (3) In the formula, cos α x cos α γ os α z These are the direction cosine vectors of the element in the x, y, and z directions, respectively, which are the cosine vectors of the angles between the axial direction of the rod element and the x and y axes.

[0032] 3) Calculate the unbalanced forces by simultaneously solving the equilibrium equations, compatibility equations, and constitutive equations in differential form to calculate the unbalanced forces in the current state of the structure. : (4) Where C is the coordination matrix, C=A T K is the flexibility matrix of the structure.

[0033] 4) Treat the unbalanced force as the external force of the current step, and calculate the compensating internal force and displacement of the structure in the next step by solving the equilibrium equation, compatibility equation and constitutive equation simultaneously.

[0034] 5) Update the node displacements and element internal forces after compensating for internal forces and displacements.

[0035] 6) Update the balance matrix of the current step structure; 7) Determine whether the compensated displacement and internal force of the structure are within the allowable range. If yes, the structure is considered to have completed convergence and reached equilibrium. Otherwise, increase the step count by 1 and continue to repeat steps 3) to 6).

[0036] The method for calculating the structural displacement shape given the drive is shown in Flowchart 3.

[0037] This process is used to calculate the displacement of the structure and its shape after displacement, given a specific structure and drive layout. Initialization: Set the drive length The quantization is divided into n steps and applied gradually, with each step involving a scaling factor of 1 / n. The initial step k is set to 0 to initialize the force, displacement, and deformation of the structure.

[0038] 2) Calculate the balance matrix A E And perform SVD (Singular Value Decomposition) calculations.

[0039]

[0040] 3) Calculate the increments of force, displacement, and deformation in the current increment step.

[0041] The increment of internal force within the element is:

[0042] The element deformation includes the expansion / contraction at each step and the elastic deformation caused by the drive:

[0043] The nodal displacement increment is:

[0044] 4) Update the nodal displacements, element internal forces, and deformations in the current step.

[0045] 5) Input the current state into process 2 to solve for the equilibrium state.

[0046] 6) Determine whether the iteration step is complete. If it is complete, it means that the driving has been applied and the current structural state is the structural equilibrium state under the driving control.

[0047] The structure-driven scaling optimization module is process 4.

[0048] The structure-driven expansion / contraction optimization module allows you to calculate the expansion / contraction required to transform the initial airfoil into the target airfoil by inputting the initial airfoil, the target airfoil, and the determined structure and drive layout.

[0049] Process 4 can be summarized as follows: 1) Solving for the sensitivity coefficient matrix: Force sensitivity coefficient matrix Used to describe the relationship between the internal forces and the driving expansion and contraction of a structure under small deformation:

[0050] Displacement sensitivity coefficient matrix Used to describe the relationship between the displacement and the amount of driven expansion and contraction of a structure under small deformation:

[0051] By performing singular value decomposition of the equilibrium matrix and simultaneously solving the equilibrium equations, compatibility equations, and constitutive equations of the structure, the sensitivity coefficient matrix can be derived:

[0052] 2) Predicting drive control quantity based on sensitivity coefficient matrix The optimization problem is expressed as:

[0053] [ , To drive the range of expansion and contraction. This represents the ideal nodal displacement required to transform the current airfoil shape into the target shape.

[0054] 3) Solve for the predictive drive control quantity based on process 3 The actual nodal displacement is used as the difference between the ideal nodal displacement and the actual nodal displacement. Steps 1) and 2) above are repeated to calculate the subsequent drive control quantities. Convergence is considered achieved when the required nodal displacement is within the allowable range, and the loop is exited. The drive control quantities of all steps are then superimposed to obtain the control quantity required for the structure to change from the initial airfoil to the target airfoil.

[0055] The structure-driven layout optimization module is process 5.

[0056] The structural layout optimization employs a genetic optimization algorithm. The inputs are the initial and target airfoil profiles and the structure generated in process 1; the output is the structural layout. Process 5 can be summarized as follows: 1) After inputting the initial and target outlines, the base point structural parameters are generated by process 1 to obtain the corresponding truss structure.

[0057] 2) Calculate the driving efficiency of each link for the target airfoil to be achieved. This is used to measure the displacement contribution of the link in the process of achieving the expected deformation. The greater the contribution, the greater the probability of it acting as a driver.

[0058] 3) Drive layout using binary vectors The encoding satisfies the constraints. ,in Indicates the first The root member is selected as the driver, and the driving efficiency is introduced to guide the sampling.

[0059] 4) Construct a fitness function based on the deformation quality of the structure, and calculate the fitness function under different structural parameters and driving layouts.

[0060] 5) Determine if convergence is met. If convergence is met, exit the loop and output the current structure-driven layout.

[0061] 6) If the convergence condition is not met and the maximum number of iterations has not been reached, then operations such as selection, crossover, mutation, and elite retention are performed, and the population is regenerated. The selection operation is as follows: each time, a random selection is made from the population. Each individual is selected, and the one with the highest fitness is retained and entered into the mating pool. This process is repeated until the size of the mating pool is the same as that of the original population. Crossover operation is: for both parents and The offspring inherit the common driving bit (i.e. ), remaining Each driving bit from the parent non-overlapping bit The selection is based on probability to ensure that the constraint on the number of drivers is met.

[0062] The mutation operation is as follows: for the driving bit NAND drive bit Differences in computational efficiency

[0063] Define the permutation probability:

[0064] when At that time, non-drive rod More efficient than drive lever Permutation probability This prompts the population to evolve towards more efficient regions.

[0065] The elite retention operation involves retaining the top 5 individuals with the best fitness in each generation and directly introducing them into the next generation to avoid the loss of superior genes.

[0066] 7) If the maximum number of iterations is reached, regenerate the base point structure parameters and repeat steps 2) to 7).

[0067] The goal is to achieve several deformations, including variable camber at the leading and trailing edges, variable thickness, and variable trailing edge camber, using a planar airfoil. The generated structure, drive layout, and deformation effects are as follows: Figure 8 As shown, the prototype is as follows Figure 9 As shown.

[0068] The target deformations include structural sweepback and torsional bending; the generated structure, driving layout, and deformation effects are as follows: Figure 10 As shown.

[0069] Compared with existing morphing wing design methods, the present invention has the following advantages: I. It has a wide range of applications and can achieve various and multi-regional deformations with a large deformation range.

[0070] Second, the structure generation, analysis, and optimization processes are seamless. Structure generation will not encounter issues such as intersections or breaks, and the generated structures can be directly applied to subsequent analysis and optimization.

[0071] Third, this method is highly versatile, does not rely on design experience, is applicable to airfoils of almost any shape, and can be generated automatically.

[0072] Fourth, the setup is simple. You only need to input the initial and target airfoils to obtain the target's internal structure, drive layout, and drive extension / retraction.

[0073] In conclusion, this invention patent has innovative value and a broader range of application prospects.

[0074] Figure 1 The document outlines the following: 1- Technical route for multi-dimensional deformable wing frame structure design; 2- Process 1 (Generation process and resulting structure in planar case); 3- Process 1 (Structure obtained in three-dimensional case); 4- Process 2: Structural equilibrium state solution process based on nonlinear force method; 5- Process 3: Structural displacement shape calculation process for given drive; 6- Process 4: Calculation process of structural drive expansion and contraction optimization module; 7- Process 5: Structural drive layout optimization module; 8- Planar deformation application case; 9- Planar deformation prototype; 10- Three-dimensional deformation application case.

[0075] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A method for designing a deformable wing frame structure capable of multi-dimensional deformation, characterized in that, The method includes the following steps: S1. Generate structural parameters to obtain the wing frame structure; S2. The structure-driven layout of the wing frame structure is solved based on the genetic algorithm to obtain the optimized wing frame structure; S3. Using the structural nonlinear force analysis method and the given driving structural displacement shape calculation method, calculate the displacement and shape of the optimized wing skeleton structure from the initial airfoil to the target airfoil. S4. Determine whether the displacement from the initial airfoil to the target airfoil and the deformation quality of the shape after the displacement are qualified. If yes, output the total control quantity required from the initial airfoil to the target airfoil; otherwise, return to S1.

2. The method for designing a deformable wing frame structure capable of multi-dimensional deformation according to claim 1, characterized in that, The specific steps for solving the structure-driven layout of the wing frame structure based on the genetic algorithm to obtain the optimized wing frame structure are as follows: The structural drive of the wing frame structure is based on binary vectors. Encoding, i-th driver encoding Indicates the first The root member was selected as the drive. If it is the driving bit, then it represents the first bit; otherwise, it represents the second bit. The root member was not selected as the drive and is in a non-drive position. The driver code satisfies the constraints. Where n act This indicates the required number of drive positions; m represents the total number of positions, with the binary vector representing each individual position. The fitness function of each individual is calculated based on the deformation mass of the individual structure. Determine if convergence is met. If convergence is met, exit the loop and output the optimized wing frame structure at this point. If convergence is not met and the maximum number of iterations has not been reached, perform selection, crossover, mutation, and elite retention based on fitness. If convergence is not met and the maximum number of iterations has been reached, return to S1, restructure the parameters, and obtain a new wing frame structure.

3. The method for designing a deformable wing frame structure capable of multi-dimensional deformation according to claim 2, characterized in that, The crossover is specifically: For both parents and individuals The offspring inherit the common driver bit, and the remaining bits are... Each driving bit from the parent non-overlapping bit Selected based on probability.

4. The method for designing a deformable wing frame structure capable of multi-dimensional deformation according to claim 3, characterized in that, The mutation is: For the driving bit NAND drive bit Differences in computational efficiency; The permutation probability is obtained based on the efficiency difference.

5. The method for designing a deformable wing frame structure capable of multi-dimensional deformation according to claim 1, characterized in that, The specific steps for calculating the displacement and subsequent shape of the optimized wing skeleton structure from the initial airfoil to the target airfoil by invoking the structural nonlinear force analysis method and the given driving structural displacement shape calculation method are as follows: A1. Generate the sensitivity coefficient matrix; A2. Predict the current drive length based on the sensitivity coefficient matrix and the ideal nodal displacement required from the current airfoil shape to the target shape; A3. Use the structural nonlinear force method to solve for the displacement and the shape after displacement corresponding to the current driving length; A4. Take the difference between the ideal node displacement and the displacement corresponding to the current drive length as the ideal node displacement for the next step, return to A1, and continue until the ideal node displacement is within the allowable range. If convergence is considered, end the loop, output the total control quantity required from the initial airfoil to the target airfoil, which is the sum of the current drive lengths of all steps, as well as the displacement and shape after displacement from the initial airfoil to the target airfoil.

6. The method for designing a deformable wing frame structure capable of multi-dimensional deformation according to claim 5, characterized in that, The specific steps for using the structural nonlinear force method to solve for the displacement and the shape after displacement corresponding to the current driving length are as follows: B1. Get the current drive length , drive length Divide the process into n equal increment steps, and initialize the increment step o to 1. B2. Apply the o-th increment step, o = 1, 2, 3...n; B3. Calculate the balance matrix after applying the o-th increment step and perform singular value decomposition of the balance matrix; B4. Calculate the increments of element internal forces, displacements, and deformations at the current increment step o based on the equilibrium matrix after singular value decomposition, and obtain the element internal forces, displacements, and deformations at the current increment step o as the shape after unbalanced displacement. B5. Iteratively calculate the shape after the unbalanced displacement until the equilibrium state is reached, update o to o+1, return to B2, and exit the loop when o=n. Obtain the shape after the displacement of the equilibrium state at this time as the shape after the displacement corresponding to the current driving length, and integrate the displacement increments of all incremental steps to obtain the displacement corresponding to the current driving length.

7. The method for designing a deformable wing frame structure capable of multi-dimensional deformation according to claim 1, characterized in that, The specific steps for iteratively calculating the shape after unbalanced displacement until equilibrium is reached are as follows: C1. Calculate the balance matrix of the shape after the unbalanced displacement in the current iteration step; C2. Calculate the unbalanced force, take the unbalanced force as the external force of the current iteration step, and calculate the internal force and compensation displacement of the compensation unit of the optimized wing skeleton structure in the next iteration step by simultaneously solving the equilibrium equation, compatibility equation and constitutive equation. C3. Update displacement and element internal forces based on the internal forces and compensation displacements of the compensation unit; C4. Update the balance matrix for the current iteration step; C5. Determine whether the new compensating internal force and compensating displacement are within the allowable range. If so, convergence has reached the equilibrium state. Otherwise, if the equilibrium state has not been reached, increment the iteration step by 1 and return to C2.

8. The method for designing a deformable wing frame structure capable of multi-dimensional deformation according to claim 1, characterized in that, The structural parameters are generated using either the Venn diagram method or the Gabriel diagram method.

9. The method for designing a deformable wing frame structure capable of multi-dimensional deformation according to claim 8, characterized in that, The specific steps of the Vinonic chart method are as follows: A rectangle is generated around the initial airfoil, the rectangle including the initial airfoil, base points are randomly generated inside the rectangle, and an initial Veno diagram is generated inside the rectangle using the Veno diagram method; The initial Venn diagram of each airfoil is further subdivided within the polygonal units of the initial airfoil; Number and store the edges and points of the generated Vinograph after partitioning; Assign cross-sectional properties to each side, and use the cross-sectional properties, edge and point numbers as structural parameters.

10. The method for designing a deformable wing frame structure capable of multi-dimensional deformation according to claim 8, characterized in that, The specific steps of the Gabriel chart method are as follows: At the initial airfoil profile boundary, obtain the outer nodes that represent the airfoil profile; Within the airfoil profile, random points are input as internal nodes; The outer and inner nodes are combined as base points, and a three-dimensional Gabriel diagram is generated using the Gabriel diagram method to obtain the structural elements. Number and store the base points and cells; Assign section properties to each side of the Gabriel diagram, and use the section properties, base points, and element numbers as structural parameters.

Images