Structure optimization method of three⁃blade propeller for stratospheric airship
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摘要:
为实现螺旋桨轻质量和高固有频率之间的权衡设计，发展了1种桨叶对称削层结构的分区优化方法。为拓宽其高效率的速度和高度范围，应采用变桨距技术，需要设计圆柱形桨叶根部。该桨叶与不同桨距角的桨毂组合装配，可实现人工变桨距，在地面试验中达到高空转速。该螺旋桨采用组合分体式桨毂布局、桨叶内部填充泡沫和碳纤维混合结构，基于NSGA⁃Ⅱ（non⁃dominated sorting genetic algorithm），完成了支座固支的桨叶铺层参数优化，得到桨叶质量和频率的Pareto解集，在±10%频率安全裕度外选取最优铺层方案，并与实物测试值对比，结果表明：桨叶质量相对误差2.09%；支座固支的单桨叶频率相对误差9.30%；桨毂固支的组合体频率相对误差2.76%，避开了工作转速共振区间，证明该结构优化方法是合理有效的。
Abstract:In order to achieve propeller's trade⁃off design between light mass and high natural frequency，a partition optimization method of symmetrical cutting layer structure for its blade was developed.For broadening its speed and height range of high efficiency，variable pitch technology should be adopted，and cylindrical blade root should be designed.The blades were assembled with the hub of different pitch angles，which can realize manual variable pitch and reach the high altitude rotate speed in ground test.A combined split hub layout，foam⁃filled form inside the blades，and carbon fiber hybrid structure in the propeller were adopted，the laying parameters optimization of fixed⁃supported propeller blades was finished based on the NSGA⁃Ⅱ （non⁃dominated sorting algorithm），and Pareto solution set of blade mass and frequency was obtained.The optimal laying scheme was selected outside the ±10% of frequency safety margin，and compared with test values of the actual prototype.The results showed that the relative error of blade mass was 2.09%，the relative error of single blade frequency on fixed support was 9.30%，and the relative error of the combined frequency of three blades and the hub on fixed support was 2.76%.This avoided resonance region of the working rotate speed，proving that the structure optimization method is reasonable and effective.
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Key words:
- stratospheric airship /
- propeller /
- structure optimization /
- Pareto solution set /
- natural frequency /
- variable pitch
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图 1 对插一体式和组合分体式螺旋桨结构布局
Figure 1. Plug⁃in integrated and combined split propeller structure layout
图 3 内部空心式和内部填充式螺旋桨结构形式
Figure 3. Internal hollow type and internal filled type propeller structural style
图 4 桨叶剖面C形梁内部填充结构形式
Figure 4. Blade profile C⁃shaped beam internal filling structural style
图 6 弹性支座固支桨叶有限元模型
Figure 6. Finite element model of fixed⁃supported blade on elastic support
图 7 CFD计算与有限元模型加载的桨叶气动压力云图对比
Figure 7. Blade aerodynamic pressure contour comparison between CFD calculation and finite element model loading
图 17 法兰固支桨毂组合分体式三叶桨频率试验
Figure 17. Frequency test of split three⁃blade propeller with flange⁃fixed hub
表 2 典型工况气动计算结果与实物测试结果对比
Table 2. Comparison of aerodynamic calculation results with physical test results in typical working conditions
参数 气动计算 实物测试 相对误差/% 沿x轴的拉力/N 128.32 123.48 3.77 绕x轴的力矩/ 24.02 23.20 3.41 
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表 3 初始铺层参数
Table 3. Initial layup parameters
铺层区域 材料及厚度/mm 角度/（°） 层数 12 zw 0.2 90 1 1 dxd 0.125 0 2 1 zw 0.2 45 2 1 dxd 0.125 0 2 12 zw 0.2 90 1
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表 4 高空最大载荷工况与地面超转工况对比
Table 4. Comparison of the maximum load condition at high altitude and the overturn condition on the ground
参数 高空最大载荷工况 地面超转工况 沿x轴的拉力/N -60.36 -307.30 绕x轴的力矩/ 12.62 53.61 复合材料最大应变/10-6 1 307 1 559 泡沫最大应变/10-6 2 732 2 954
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表 5 CFD气动载荷与有限元模型加载的气动载荷对比
Table 5. Comparison of aerodynamic loads between CFD and finite element models
参数 气动载荷 绝对误差 CFD 有限元模型 Fx/N -314.09 -307.30 6.79 Fy/N -81.73 -75.79 5.94 Fz/N 6.21 8.21 -2.00 Mx/ 58.36 53.61 4.75 My/ -244.40 -239.20 5.20 Mz/ -0.71 -0.58 0.13
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表 6 最优铺层设计方案
Table 6. Optimal layer design scheme
铺层区域 材料及厚度/mm 角度/（°） 12 zw 0.2 90 1 zw 0.2 90 1 zw 0.2 45 6 dxd 0.125 0
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表 7 桨叶测试数据与计算数据对比
Table 7. Comparison of blade test data and calculated data
参数 测试值 分析值 相对误差/% 质量/kg 0.957 0.937 2.09 支座固支单叶频率/Hz 47.47 52.34 9.30 法兰固支组合频率/Hz 22.58 23.22 2.76
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