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针对跨声速客机气动/结构一体化设计问题,建立了考虑静气动弹性影响的气动/结构一体化优化设计方法,并针对现代跨声速民用客机开展了气动/结构一体化设计研究。数值评估选择全速势方程加附面层修正,气弹分析采用基于RBF插值技术的松耦合分析方法,优化方法使用改进的微分进化算法。通过对CRM和DLR-F6标模进行计算并与实验数据对比,验证了采用的气动数值评估手段和静气动弹性分析方法可靠性。利用建立的优化设计方法对跨声速客机机翼进行了分别以扭转角分布和剖面翼型为设计变量的考虑静气动弹性影响的气动/结构一体化设计,航程分别提高了5.63%和3.05%。航程的提高主要得益于机翼的载荷分布和结构厚度分布的改变,以扭转角分布为设计变量的优化设计以2.56%的结构重量损失获得了6.53%的升阻比的提高,以剖面翼型外形为设计变量的优化重量减小了3.56%同时升阻比提高了1.53%。
In order to solve the aerodynamic / structural integration design problem of transonic passenger aircraft, an aerodynamic / structural optimization design method considering the influence of static aerodynamic elasticity is established. The aerodynamic / structural integration design of modern transonic passenger aircraft is also studied. The numerical evaluation selects the full-potential equation plus the surface modification, the aeroelastic analysis uses the loose coupling method based on the RBF interpolation technique, and the optimization method uses the improved differential evolution algorithm. Through the calculation of CRM and DLR-F6 model and comparison with the experimental data, the aerodynamic numerical evaluation method and the reliability of the method of static-air-dynamic elasticity analysis are validated. The aerodynamic / structural integrated design considering the static-dynamic elastic effect of the transonic passenger aircraft wing with the torsion angle distribution and the cross-sectional airfoil as the design variables is respectively adopted by the optimized design method. The voyage increases by 5.63% and 3.05% respectively. The improvement of the range is mainly due to the change of the wing load distribution and the structure thickness distribution. The optimized design with the twist angle distribution as the design variable achieves an increase of 6.53% lift-drag ratio with the structural weight loss of 2.56% Shape design variables for the optimization of the weight reduction of 3.56% while the lift-resistance ratio increased by 1.53%.