Abstract
A method for stacking sequence optimization and aeroelastic tailoring of forward-swept composite wings is presented. It exploits bend-twist coupling to mitigate aeroelastic divergence. The method proposed here is intended for estimating potential weight savings during the preliminary aircraft design stages. A structural beam model of the composite wingbox is derived from anisotropic shell theory and the governing aeroelastic equations are presented for a spanwise discretized forward swept wing. Optimization of the system to reduce wing mass is undertaken for sweep angles of −35° to 0° and Mach numbers from 0.7 to 0.9. A subset of lamination parameters (LPs) and the number of laminate plies in each pre-defined direction (restricted to {0°,±45°, 90°}) serve as design variables. A bi-level hybrid optimization approach is employed, making use of a genetic algorithm (GA) and a subsequent gradient-based optimizer. Constraints are implemented to match lift requirements and prevent aeroelastic divergence, excessive deformations, airfoil stalling and structural failure. A permutation GA is then used to match specific composite ply stacking sequences to the optimum design variables with a limited number of manufacturing constraints considered for demonstration purposes. The optimization results in positive bend-twist coupling and a reduced structural mass. Results are compared to an uncoupled reference wing with quasi-isotropic layups and with panel thickness alone the design variables. For a typical geometry and a forward sweep of −25° at Mach 0.7, a wingbox mass reduction of 13 % was achieved.
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The authors would like to acknowledge funding of A Viti’s from the European Union as part of the AMEDEO Marie Curie Initial Training Network.
Appendices
Appendix A: Divergence calculation (Ritz method)
The matrix \([\boldsymbol {\mathcal {M}}]\) (21) is of the size (N 𝜃 + N w )×(N 𝜃 + N w ), and is given by:
The matrices \([\boldsymbol {C}],[\boldsymbol {D}],[\boldsymbol {E}],[\widetilde {\boldsymbol {W}}^{(k),k=1...8}]\) are obtained as integrals of the chosen shape functions:
The largest positive eigenvalue of \([\boldsymbol {\mathcal {M}}]\) is then used to obtain the divergence dynamic pressure.
Appendix B: Lamination parameters
The material invariant matrices [Γ i ] (Van Campen 2011) and the material invariants U i (Jones 1999) are defined as:
Since 𝜃 does not vary within a single lamina, the integral expressions(28–30) can be simplified to obtain a summation over all plies within a laminate. By requiring that each ply be of the same thickness t, the following expressions can be derived, N being the total number of plies (Van Campen 2011):
Appendix C: Reduced stiffness matrix
For each panel, a reduced stiffness matrix is obtained by neglecting the normal stress N s and bending moment M s about s. The laminates considered here are symmetric. The following relations exist between panel resultant forces and mid-plane strains and between moments and curvatures (Barbero et al. 1993; Jones 1999):
Where [A] and [D] are the extensional and bending stiffness matrices of the panel considered, as defined by Jones (1999). The two matrices are inverted, their second row and column are neglected, and the 4×4 resulting matrices are inverted again. The expressions (72) hence become:
And the reduced matrices are:
Where X can be replaced by A or D.
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Bach, C., Jebari, R., Viti, A. et al. Composite stacking sequence optimization for aeroelastically tailored forward-swept wings. Struct Multidisc Optim 55, 105–119 (2017). https://doi.org/10.1007/s00158-016-1477-3
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DOI: https://doi.org/10.1007/s00158-016-1477-3