Commercial aircraft wings in-flight shape, how to predict it?

背景：机翼是为飞行中(加载)非常特殊的目标形状而设计的，这些形状与中性(未加载)目标形状有很大不同。这架空客320的翼尖在飞行状态下向上偏转约1.5米，在故障前可以向上偏转约4米。这种变形是由于机翼本身在空气中运动产生的作用于机翼结构的气动力造成的。最佳的气动结构设计是实现最大升阻比的飞行(巡航)几何形状的设计。然而，飞行中的几何形状是结构对空气动力载荷响应的结果，而气动载荷是机翼在飞行中的几何形状的结果。因此，在设计阶段获得对飞行中外形的准确预测对于实现最优的气动机翼设计至关重要。工作概要：在进行初步文献调查以了解当前最先进的技术之后，将与工业合作伙伴一起制定一项具有细化目的和目标的计划计划。重点是概念化将概率不确定性量化包括在机翼飞行形状预测中的方法。下一阶段将涉及开发和调查一个小规模模型，在利物浦大学的低速风洞中进行测试，一旦预测能力令人满意，该方法将应用于在空客为期6个月的实习期间的工业测试案例。

Background: Wings are designed for very specific in-flight (loaded) target shapes that differ significantly from the neutral (unloaded) ones. The wing tip of the Airbus 320 deflects upwards by about 1.5m under in-flight conditions and can go up to about 4m before failure. Such a deformation is due to the aerodynamic forces acting on the wing structure generated by the wing itself moving through the air. The optimal aero-structural design is the one that achieves the in-flight (cruise) geometry that maximises the lift to drag ratio. However, the in-flight geometry is a consequence of the structural response to aerodynamic loads, and the aerodynamic loads are a consequence of the wing in-flight geometry. Hence, getting accurate prediction of the in-flight shape at the design phase is of paramount importance for achieving an optimal aerodynamic wing design.Outline of Work: Following an initial literature survey to understand the current state-of-the-art, a programme plan with refined aims and objectives will be developed in agreement with the industrial partner. Focus is on conceptualising the methodology for including probabilistic uncertainty quantification in the prediction of the wing in-flight shape. The next stage will involve developing and investigating a small-scale model to be tested in the low-speed wind tunnel at the University of Liverpool, and, once satisfactory in terms of prediction capabilities, the methodology will be applied to an industrial test case during a 6-month internship at Airbus.