CN110162901B - Optimized design method and system for axisymmetric configuration precursor of hypersonic aircraft - Google Patents
Optimized design method and system for axisymmetric configuration precursor of hypersonic aircraft Download PDFInfo
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Abstract
The invention provides an optimal design method and system for a precursor with an axisymmetric configuration of a hypersonic aircraft, which comprises the following steps of setting n control points along a thread of a precursor bus; obtaining a precursor bus according to the coordinates of the control points and the times of the preset node vector and the precursor bus, and further obtaining a three-dimensional precursor; and performing circular simulation after the three-dimensional precursor is generated into a grid, and adjusting the coordinates of the control points by adopting an optimization algorithm on the premise of meeting constraint conditions until the simulation optimization target is converged. At least three control points are set along the thread of the precursor bus, the precursor bus is determined by the connecting line between the control points, the configuration of the precursor is generated, then the cyclic simulation is carried out, the length and the slope between two adjacent control points are adjusted on the premise of meeting the constraint condition to obtain the optimal configuration of the precursor, the constraint condition is converted into a parameter expression form and is included in the adjustment parameter of the precursor bus, and the space complexity of the precursor design variable is greatly reduced. The invention is applied to the field of aircraft design.
Description
Technical Field
The invention relates to the field of aircraft design, in particular to an optimal design method and system for a precursor of an axisymmetric configuration of a hypersonic aircraft.
Background
The hypersonic aircraft is an aircraft which takes a scramjet engine and a combined engine as power and can realize hypersonic flight in the atmosphere and the trans-atmosphere. The precursor is an important part of the aircraft, and can generate certain lift force and resistance for the hypersonic aircraft besides pre-compressing the incoming flow, and the performance of the precursor can directly influence the working state of the hypersonic aircraft.
The front body of the hypersonic aerocraft can be divided into an axisymmetric configuration and a non-axisymmetric configuration, wherein the typical representation of the non-axisymmetric configuration is a waverider configuration, the concept of the waverider is firstly proposed in the literature (T.R.F.Nonweiler.Aerodynamic schemes of manned spaced [ J ]. Journal of the Royal Aeroneastic facility, 1959,63: 521-; the literature (H.Sobieczky, F.C.Dougherty, K.Jones.hypersonic wave designing from shock waves [ C ]. First International wave Generator Symposium, University of Maryland, College Park,1990) First proposed the osculating cone design theory and successfully applied to the design of Waverider; the Tpeak provides a method for combining multi-stage waverider in the 'hypersonic glide-cruise two-stage waverider design method research' of the doctor paper thereof, and improves the aerodynamic performance of the aircraft in a wide Mach number range.
For the axisymmetric precursor, although the bus is a two-dimensional linear line, which is relatively simple, the current unpublished literature introduces a design method directly applied to the axisymmetric precursor under the hypersonic flight condition. The related literature (J.N.Nielsen.Missile Aerodynamics [ M ]. New York, Toronto, London: McGraw-Hill Book company, Inc.,1960:280-293.) gives a design method that can obtain the profile of the projectile head of the spinning body missile with the least resistance under the condition of given length and section radius, namely a Von Karman curve; another document (Kulfan BM. A Universal parametric reconstruction Method- "CST" [ C ]. In:45th AIAA Aerospacesciences Meeting and inhibition. Reno, Nevada: American Institute of Aero-atomic and analysis; 2007.) proposes a Method for designing parameters that can generate three-dimensional precursors with axial and quasi-axial symmetry by combining different shape and class functions. The current axisymmetric precursor design either uses body theory to derive the design (e.g., von karman curves) or uses designer experience to subjectively adjust the curve shape. And the configuration obtained by theory and experience is mainly suitable for the conditions of subsonic speed, transonic speed and supersonic speed, and under the condition of hypersonic speed, the performance of the previously obtained optimal configuration is not optimal.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide an optimal design method and system for an axisymmetric configuration precursor of a hypersonic flight vehicle.
The technical scheme is as follows:
the optimized design method of the precursor of the axisymmetric configuration of the hypersonic aircraft comprises the following steps:
step 1, setting n (n is more than or equal to 3) control points A along the thread of the precursor bus1,A2,…,AnWherein the first control point A1And the nth control point AnAre respectively positioned at two ends of the precursor bus;
step 2, according to the control point A1,A2,…,AnObtaining a precursor bus according to the coordinates of the three-dimensional precursor, the preset node vectors and the number of times of the precursor bus, and obtaining a three-dimensional precursor according to the precursor bus;
step 3, generating a grid from the three-dimensional precursor, performing circular simulation, and adjusting all control points A by adopting an optimization algorithm on the premise of meeting constraint conditions1,A2,…,AnUntil the simulation optimization objective reaches convergence.
As a further improvement of the above technical solution, in step 3, the constraint conditions include shock wave non-slip constraint, bus curvature constraint, and aspect ratio constraint.
As a further improvement of the above technical solution, in step 3, the specific process of satisfying the shock wave non-separation constraint is as follows:
the maximum shock wave angle β of the precursor at the incoming flow Mach M is obtained according to the incoming flow Mach M by the oblique shock wave formulam：
Wherein γ represents a specific heat ratio;
according to Taylor-Maccoll formula, incoming flow Mach M and maximum shock wave angle βmThe maximum cone half-vertex angle theta corresponding to the precursor is obtainedm；
Adjusting control point A1And/or control point a2Up to line segment A1A2Angle theta to the axis of the precursorconeLess than maximum cone half apex angle thetamNamely, the shock wave non-falling body constraint is satisfied.
As a further improvement of the above technical solution, in step 3, a specific process of satisfying the bus curvature constraint is as follows: adjusting control point An-1And/or control point anSuch that the tangent to the end of the precursor is horizontal, i.e., meets the generatrix curvature constraint.
As a further improvement of the above technical solution, in step 3, the optimization goals are the lift-to-drag ratio and the volumetric efficiency of the precursor.
As a further improvement of the above technical solution, the specific process of step 3 is:
step 31, generating a grid according to the three-dimensional precursor in the step 2, and importing the generated grid into simulation software for circular simulation;
and step 32, stopping circulation when the lift-drag ratio and the volume efficiency of the precursor meet the convergence conditions, and outputting the final configuration of the precursor.
As a further improvement of the above technical solution, step 32 further includes:
when the lift-drag ratio and the volume efficiency of the precursor do not meet the convergence condition, acquiring a new control point position through an optimization algorithm on the premise of meeting the constraint condition to adjust the line segment Ai-1AiAnd (i is more than or equal to 3 and less than or equal to n) and returning to the step 2.
As a further improvement of the above technical solution, in step 32, the optimization algorithm is an NSGA-II algorithm.
An optimized design system of a precursor of an axisymmetric configuration of a hypersonic aircraft comprises a memory and a processor, wherein the memory stores a computer program, and the processor realizes the steps of the method when executing the computer program.
The invention has the beneficial technical effects that:
the method sets at least three control points along the thread of the precursor bus, determines the precursor bus by the connecting line between the control points, performs circular simulation after generating the configuration of the precursor, adjusts the length and the slope between two adjacent control points on the premise of meeting constraint conditions to obtain the optimal configuration of the precursor, converts the constraint conditions into a parameter expression form and incorporates the parameter expression form into the adjustment parameters of the precursor bus, and greatly reduces the space complexity of precursor design variables.
Drawings
FIG. 1 is a schematic flow chart of the method in the present embodiment;
FIG. 2 is a schematic diagram of coordinates of four control points in the present embodiment;
FIG. 3 is a schematic diagram of an optimization simulation flow in the present embodiment;
FIG. 4 is a graph comparing the effect of the configuration of the method of this embodiment with that of von Karman curve.
Detailed Description
In order to make the objects, technical solutions and advantages of the present disclosure more apparent, the present invention is further described in detail below with reference to specific embodiments and the accompanying drawings. It should be noted that, in the drawings or the description, the undescribed contents and parts of english are abbreviated as those well known to those skilled in the art. Some specific parameters given in the present embodiment are only exemplary, and the values may be changed to appropriate values accordingly in different real-time manners.
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The optimal design method of the precursor of the axisymmetric configuration of the hypersonic aerocraft shown in fig. 1-2 comprises the following steps:
101, setting n control points A along the thread of the precursor bus1，A2，…，AnN is not less than 3, wherein, the first control point A1And the nth control point AnAre respectively positioned at two ends of the precursor bus;
102 according to control point A1,A2,…,AnObtaining a precursor bus according to the coordinates of the three-dimensional precursor, the preset node vectors and the number of times of the precursor bus, and obtaining a three-dimensional precursor according to the precursor bus;
103, generating a grid from the three-dimensional precursor, performing circular simulation, and adjusting all control points A by adopting an optimization algorithm on the premise of meeting constraint conditions1,A2,…,AnUntil the simulation optimization objective reaches convergence.
In 101, a first control point A is set1The coordinate of (2) is set as (0, 0), namely the origin of the coordinate; the nth control point AnIs set to (L, R), where L represents the total length of the axisymmetric precursor and R represents the radius of the axisymmetric precursor. The control points in this embodiment are four: a. the1，A2，A3，A4. Wherein the first control point A1And a fourth control point A4Setting the coordinates of the fixed point to be (L, R), wherein L and R are determined values so as to reduce the number of variables in the subsequent simulation process; fourth control point A4(ii) a Set the second control point A2Has the coordinates of (x)2，y2) A third control point A3Has the coordinates of (x)3，y3)。
At 102, control point A is obtained1,A2,…,AnAnd determining the generatrix of the precursor by a B-spline method according to the preset node vector and the times of the generatrix of the precursor, and then rotating the generatrix of the precursor by 360 degrees around the axis to obtain the three-dimensional precursor. The precursor busbar is determined by a B-spline method, so that the precursor busbar has strong deformability: that is, the bus of the precursor can follow any line segment Ai-1Ai(3. ltoreq. i.ltoreq.n) is deformed by a change in the slope and/or length. In the present embodiment, i.e. according to line segment A1A2，A2A3，A3A4The bus bars of the precursor are determined.
In 103, the regulation stationWith control point A1,A2,…,AnIn order to adjust the coordinates of at least one control point, i.e. line segment Ai-1Ai(i is more than or equal to 3 and less than or equal to n) and length. Regulating line segment Ai-1AiThe slope and the length of (i is more than or equal to 3 and less than or equal to n) are specifically as follows: regulating line segment A1A2And/or A2A3And/or A3A4Since the first control point and the fourth control point are fixed points, the second control point A is adjusted2And the coordinates of the third control point A3I.e. the variable is the second control point a2Coordinate (x) of2,y2) And a third control point A3Coordinate (x) of3,y3)。
In 103, the constraint conditions include shock wave non-slip constraint, bus curvature constraint and aspect ratio constraint.
The shock wave non-separation constraint means that after high-speed sonic airflow flows through a conical object at an attack angle of 0 degree, according to the difference between the Mach size and the shape of the object, separation shock waves or attachment shock waves can be correspondingly generated at the head of the conical object, and the existence of the separation shock waves can obviously increase the resistance on the conical object. It is therefore desirable to avoid the occurrence of de-bulk shock waves when designing precursors, according to the relationship according to oblique shock waves
The maximum shock angle β corresponding to the incoming flow Mach number M may be determinedmβ at the maximum shock anglemThen, according to the cone flow theory, through numerical integration Taylor-Maccoll cone flow control equation, the Mach number M of the incoming flow and the maximum shock wave angle β can be obtainedmUnique corresponding maximum cone half vertex angle theta capable of generating attached shock wavem. So long as the tangent of the generatrix of the precursor, line segment A, is at the first control point1A2Angle theta to the axis of the precursorconeLess than maximum cone half apex angle thetamAnd (4) finishing.
Due to the fact thatAdjusting control point A2Is reached to the adjustment line segment A1A2The effect of the slope of (a), thus adjusting the control point A2Up to line segment A1A2Angle theta to the axis of the precursorconeLess than maximum cone half apex angle thetamNamely, the shock wave non-falling body constraint is satisfied.
The constraint of the curvature of the bus means that for a hypersonic speed aircraft, the transition of the cross section shape and the area of the front body in the flow direction must be smooth, any discontinuous part on the profile of the hypersonic speed aircraft can generate a separation area and a complex wave system structure in the downstream, so that the friction resistance on the surface of the aircraft can be greatly increased, the front body is often followed by the rear body of the aircraft, the rear body is generally in a cylindrical shape, and in order to ensure that the front body and the rear body are smoothly connected, the tail end of the bus of the front body is tangent to the horizontal direction. Therefore, the concrete process of satisfying the bus curvature constraint is as follows: adjusting control point A3And/or control point a4Such that the tangent to the end of the precursor is horizontal, i.e., meets the generatrix curvature constraint.
The aspect ratio constraint refers to the ratio of the total length L of the precursor to the radius R of the precursor, and is a very important parameter for flying an axisymmetric aircraft under hypersonic conditions, and has a great influence on the wave resistance generated by the aircraft and the friction resistance with the surface. L and R in this embodiment are fixed values for reducing the number of variables. It is also possible to simulate L and R together as variables.
In 103, the optimization goals are the lift-to-drag ratio and volumetric efficiency of the precursor. Meanwhile, the lift-drag ratio and the volume efficiency of the precursor are taken as optimization targets, and the optimization effect is better compared with that of the traditional axisymmetric precursor which only takes the minimum resistance as the design target.
Referring to fig. 3, the specific process 103 is:
301, design variable x2，y2，x3，y3As an input;
generating buses meeting the constraint conditions through Matlab codes, then automatically generating a three-dimensional precursor grid through a Glyph script based on an open source language Tcl, and importing the generated grid into simulation software for circular simulation, wherein the simulation software adopts Fluent;
in the embodiment, the bus is generated through the Matlab code, and the grid is generated through the Glyph script, so that the influence of human factors on the grid is avoided while the working efficiency is improved, the grid quality generated each time is ensured, and the influence of the grid on the final calculation precision is eliminated.
303, determining whether the lift-drag ratio and the volumetric efficiency of the precursor satisfy a convergence condition, where the specific convergence condition may be determined according to actual needs, and the convergence condition in this embodiment is that the lift-drag ratio and the volumetric efficiency of the precursor both reach maximum values:
304, stopping the cycle if the convergence condition is met, and outputting a final configuration of the precursor;
305, if the convergence condition is not satisfied, obtaining a new design variable x through an optimization algorithm on the premise of satisfying the constraint condition2，y2，x3，y3To adjust the line segment A1A2And/or A2A3And/or A3A4And returns to step 301 after the slope and length of (c).
In 303, the process of obtaining the volumetric efficiency is:
wherein SwetIs the area of the gas to which the precursor is exposed and V is the volume of the precursor.
In 305, the optimization algorithm is the NSGA-II algorithm, which is used to adjust the generation of the values of the design variables for each iteration step, thereby controlling the optimization process.
Compared with the optimal precursor configuration obtained by the method of the present embodiment, as shown in fig. 4, the lift-to-drag ratio is improved by about 2% compared with the traditional von karman curve configuration under the same volume ratio, and the higher the lift-to-drag ratio, the higher the aerodynamic efficiency of the aircraft, the less oil consumption and the farther the voyage.
The foregoing description of the preferred embodiments of the present invention has been included to describe the features of the invention in detail, and is not intended to limit the inventive concepts to the particular forms of the embodiments described, as other modifications and variations within the spirit of the inventive concepts will be protected by this patent. The subject matter of the present disclosure is defined by the claims, not by the detailed description of the embodiments.
Claims (7)
1. The optimized design method of the precursor of the axisymmetric configuration of the hypersonic aircraft is characterized by comprising the following steps:
step 1, setting n control points A along the thread of the precursor bus1,A2,…,AnN is not less than 3, wherein, the first control point A1And the nth control point AnAre respectively positioned at two ends of the precursor bus;
step 2, according to the control point A1,A2,…,AnObtaining a precursor bus according to the coordinates of the three-dimensional precursor, the preset node vectors and the number of times of the precursor bus, and obtaining a three-dimensional precursor according to the precursor bus;
step 3, generating a grid from the three-dimensional precursor, performing circular simulation, and adjusting all control points A by adopting an optimization algorithm on the premise of meeting constraint conditions1,A2,…,AnThe coordinates of at least one control point are controlled until the simulation optimization target reaches convergence, the constraint conditions comprise shock wave non-separation constraint, bus curvature constraint and length-diameter ratio constraint, and the optimization target is the lift-drag ratio and the volume efficiency of the precursor.
2. The optimal design method of the precursor of the axisymmetric configuration of the hypersonic aircraft according to claim 1, wherein in step 3, the specific process of satisfying the constraint of no shock wave separation is as follows:
the maximum shock wave angle β of the precursor at the incoming flow Mach M is obtained according to the incoming flow Mach M by the oblique shock wave formulam：
Wherein γ represents a specific heat ratio;
incoming flow Mach according to Taylor-Maccoll formulaM and maximum shock angle βmThe maximum cone half-vertex angle theta corresponding to the precursor is obtainedm；
Adjusting control point A1And/or control point a2Up to line segment A1A2Angle theta to the axis of the precursorconeLess than maximum cone half apex angle thetamNamely, the shock wave non-falling body constraint is satisfied.
3. The optimal design method of the precursor of the axisymmetric configuration of the hypersonic aircraft according to claim 1, wherein in step 3, the concrete process of satisfying the constraint of the curvature of the generatrix is as follows: adjusting control point An-1And/or control point anSuch that the tangent to the end of the precursor is horizontal, i.e., meets the generatrix curvature constraint.
4. The optimized design method of the precursor of the axisymmetric configuration of the hypersonic aircraft according to claim 1, characterized in that the specific process of step 3 is as follows:
step 31, generating a grid according to the three-dimensional precursor in the step 2, and importing the generated grid into simulation software for circular simulation;
and step 32, stopping circulation when the lift-drag ratio and the volume efficiency of the precursor meet the convergence conditions, and outputting the final configuration of the precursor.
5. The method for optimizing design of the precursor of axial symmetry configuration of hypersonic aircraft according to claim 4, wherein step 32 further comprises:
when the lift-drag ratio and the volume efficiency of the precursor do not meet the convergence condition, acquiring new control point positions through an optimization algorithm on the premise of meeting the constraint condition to adjust all the control points A1,A2,…,AnAnd returning to the step 2 after the coordinates of at least one control point are obtained.
6. The method for optimally designing the axisymmetric precursor of the hypersonic aircraft according to claim 5, wherein the optimization algorithm is NSGA-II algorithm.
7. An optimized design system of a precursor of an axisymmetric configuration of a hypersonic aircraft, comprising a memory and a processor, said memory storing a computer program, characterized in that said processor, when executing said computer program, implements the steps of the method according to any of claims 1 to 6.
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