CN110889171A - Vertical wind tunnel airplane tail spin test model design method - Google Patents
Vertical wind tunnel airplane tail spin test model design method Download PDFInfo
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Abstract
The invention discloses a vertical wind tunnel airplane tail spin test model design method, which comprises the following steps: determining input parameters of model design; b, converting the mass distribution parameters of the model according to the input parameters and the similarity criterion to obtain a theoretical value of the test state; c, performing preliminary design on the model structure layout in the three-dimensional mechanical design software according to the step b; d, performing iterative optimization design on the model structure according to the comparison result of the model mass distribution parameters preliminarily designed on the model structure layout and the theoretical value of the test state in the step b; e, checking the strength of the key force-bearing part of the designed model, and further optimizing the structural design of the model according to a checking result; and f, repeating the step d and the step e until the test requirements are met. By adopting the vertical wind tunnel airplane tail spin test model design method, errors among theoretical values, design values and actual values of mass distribution parameters of the model and processing difficulty can be effectively reduced, and test preparation efficiency is improved.
Description
Technical Field
The invention relates to a vertical wind tunnel airplane tail spin test model design method, and belongs to the technical field of vertical wind tunnel airplane tail spin test model design.
Background
The tail rotor is also called as a spiral, and is a coupled motion of pitching oscillation around a transverse axis (vertical to a symmetrical plane of a fuselage) of a mass center coordinate axis of the airplane after the airplane stalls, rolling oscillation around a longitudinal axis (parallel to the axis of the fuselage), and yawing rotation around a vertical axis (vertical to a plane passing through the transverse axis and the vertical axis), namely a motion of falling along a spiral line, which is the most dangerous condition in the flying process of the airplane. The aircraft tail spin test performed in the vertical wind tunnel is mainly used for researching the tail spin entering, developing and improving characteristics of the object aircraft. In order to simulate the flight characteristics of an airplane in the air as truly as possible in a wind tunnel, a test model is generally required to be similar to the shape and mass distribution parameters of a real airplane and to be capable of resisting the impact force of at least 5 times of gravity. Therefore, the model is different from a conventional metal wind tunnel test model in design, and has the advantages of lighter total mass, more complex structure and higher processing and debugging difficulty.
The similarity criterion is also called as "similarity parameter", "similarity modulus", "similarity criterion", etc., and is a concept used in judging the similarity between two phenomena, the theoretical basis of wind tunnel test is the similarity principle, and the basis of the similarity theory is the linear transformation of quantity or similarity transformation. The similarity of two physical phenomena means that corresponding physical quantities corresponding to all the characteristic phenomena at corresponding points keep fixed proportion relations (if the vectors also include the same direction). The positive theorem of similarity indicates similar phenomena, and the similarity criterion of the same name is the same in value, which is a necessary condition of the similar phenomena. According to the similar inverse theorem, the sufficient condition that two physical phenomena are similar is that single-valued conditions of the two phenomena are similar, and numerical values of the same-name similarity criterion composed of the single-valued conditions are the same. By singular value condition is meant the basic condition that must be present to uniquely distinguish phenomena satisfying the same physical equation, and includes geometric conditions, physical conditions, boundary conditions, and time conditions. The similarity criterion can be derived in general from physical equations describing the relationship between the various quantities characterizing the phenomenon or from dimensional analysis.
An iteration is the activity of a repetitive feedback process, usually with the aim of approximating a desired goal or result. Each iteration of the process is referred to as an "iteration," and the result of each iteration is used as the initial value for the next iteration. The process of repeatedly executing a series of operation steps and sequentially finding the subsequent quantity from the previous quantity is repeated. Each result of the process is obtained by performing the same operation on the previous result.
Disclosure of Invention
The invention aims to: aiming at the existing problems, the invention provides a vertical wind tunnel airplane tail spin test model design method, which can effectively reduce the errors and the processing difficulty among the theoretical value, the design value and the actual value of the mass distribution parameter of the model and improve the test preparation efficiency.
The technical scheme adopted by the invention is as follows:
a vertical wind tunnel airplane tail spin test model design method comprises the following steps:
determining input parameters of model design;
b, converting the mass distribution parameters of the model according to the input parameters and the similarity criterion to obtain a theoretical value of the test state;
c, performing preliminary design on the model structure layout in the three-dimensional mechanical design software according to the step b;
d, performing iterative optimization design on the model structure according to the comparison result of the model mass distribution parameters preliminarily designed on the model structure layout and the theoretical value of the test state in the step b;
e, checking the strength of the key force-bearing part of the designed model, and further optimizing the structural design of the model according to a checking result;
and f, repeating the step d and the step e until the appearance, the mass distribution parameters and the key force-bearing piece of the model all meet the test requirements.
Preferably, in the step a, the input parameters include a simulated flight altitude, a mass distribution parameter, a scaling of the model relative to the real aircraft, and the like, and the scaling of the model relative to the real aircraft is determined according to the requirement of the wind tunnel test section on the blockage degree.
Preferably, in the step a, the input parameters include simulated flight altitude, mass distribution parameters, a scaling of a model optimized according to the requirement of the wind tunnel test section on the blockage degree relative to a real airplane, an airplane surface bulge to be simulated, a plug-in state, a movable control surface, a replacement part and the like.
Preferably, the aircraft surface protrusions include antennas, bumps, pitot tubes, filler/receiver tubes, and the like.
Preferably, the active control surfaces include ailerons, elevators, rudders, and the like.
Preferably, in the step b, the mass distribution parameters of the model are converted according to the similar criterion of the Froude number according to the simulated flying height, the mass distribution parameters and the scaling of the model relative to the real airplane in the input parameters to obtain the theoretical value of the test state.
Preferably, in step b, the mass distribution parameters of the model comprise the mass of the model, the position of the center of mass along the axis direction of the fuselage, and the moment of inertia of each axis of the theoretical reference center of mass coordinate system around the model.
Preferably, in step b, the mass distribution parameter is calculated by the following formula: quality of model
Centroid position of model
Moment of inertia
Preferably, in the step c, the three-dimensional mechanical design software is CATIA or other three-dimensional mechanical design software, and the model structure layout is preliminarily designed in the three-dimensional mechanical design software according to the step b.
Preferably, in the step c, the structural layout of the vertical wind tunnel aircraft tail spin test model comprises: the device comprises a fuselage and a wing framework which are composed of reinforcing ribs and supporting plates, a middle hanging component of the fuselage, a movable control surface deflection motion mechanism, a counter weight placing mechanism for adjusting the mass distribution parameters of a full model, a model test parameter measurement component, and embedded parts such as surface bulges, outer hanging objects, covering caps, replacement parts, undercarriage, anti-tail-turn umbrellas and the like.
Preferably, in the step d, all parts (including skins) are subjected to material selection and density assignment, and iterative optimization design is performed on the positions, shapes and materials of the reinforcing ribs, the supporting plate, the counterweight placing mechanism, the embedded parts and the like, the placing positions of the model test parameter measurement component assemblies and the like according to the full model mass distribution parameter simulation calculation result after density assignment.
In the step d, comparing the model mass distribution parameters preliminarily designed by the model structure layout with the theoretical value of the test state, adjusting the structure layout according to the difference, and repeating iterative optimization to make the difference between the two finally meet the error requirement.
Preferably, in the step d, under the condition of no counterweight, the error range of the calculated value of the position of the center of mass of the model in the direction of the longitudinal axis of the fuselage from the theoretical reference position is-20 mm, the calculated value of the rolling moment of inertia is-10% -0% of the error range of the moment of inertia required by the model design, and the calculated value of the yaw and pitch moment of inertia is-20% -10% of the error range of the moment of inertia required by the model design, so that the model structure design is considered to be optimal when the error ranges are met.
Preferably, in step e, a "Simulate" module in the Solidworks software is used to perform the intensity check tool, or other software capable of performing the intensity calculation.
Preferably, in step e, the key force-bearing members include hanging reinforcing ribs, skin wing root parts, main supporting plates of the framework and the like.
Preferably, in step e, in the test state, the errors of the model mass, the centroid position, the actual value of the moment of inertia and the theoretical value of the test state are as follows: the mass of the model is +/-1%, the position of the mass center is +/-1 mm, and the rotational inertia is +/-5%.
Preferably, in the step e, the test requirement of the key force-bearing member is that the maximum deformation amount of the key force-bearing member is not more than 0.5 mm, and the safety factor is not less than 3.
The step a of the invention aims to know the characteristics of the designed model, such as the scaling of the model and a real airplane; parameters that need to be simulated, such as flight altitude, mass characteristic parameters (total mass, front/middle/back centroid, moment of inertia, etc.); the simulation system comprises what contents are included, such as which components need to be simulated, which control surfaces are movable, which control surfaces are fixed in angle, the simulation degree of an anti-tail umbrella is not needed, a protrusion plug-in is not needed, and the like; b, calculating a theoretical value of a mass distribution parameter test state of the model according to the conversion formula so as to facilitate the design of all parts at the later stage to take the theoretical value as a reference; the step c aims to realize the structural design of various components which need to be simulated and have the design requirements (including a movable control surface, a fixed control surface, an external hanging part, a bulge, an anti-tail rotating umbrella, an undercarriage, a cabin door and the like); model framework building and internal space layout are realized; d, comparing the model mass distribution parameters preliminarily designed by the model structure layout with theoretical values of the test state, adjusting the structure layout according to the difference, and repeatedly performing iterative optimization to enable the difference between the two to finally meet the error requirement; and e, aiming at ensuring that the key force-bearing part of the model meets the test conditions, avoiding the problems of breakage, large deformation, breakage and the like in the test, and further repeatedly optimizing the structure to ensure that the mass distribution parameters of the model also meet the requirements.
The above symbols mean: m represents the aircraft mass, mmRepresenting the model mass,/'representing the characteristic length of the aircraft,/'mCharacteristic length, p, of the representative model0Representing the atmospheric density of the wind tunnel test section, and p representing the atmosphere at the actual height to be simulatedDensity, JxRepresenting the (rolling) moment of inertia about the X-axis (longitudinal axis) of the full body axis, JyRepresenting the moment of inertia in pitch relative to the Y axis (horizontal axis) of the full body axis, JzRepresenting the moment of inertia (yaw) relative to the Z axis (vertical axis) of the full body axis, cARepresents the mean aerodynamic chord length (reference length), Xc.gRepresents the centroid position, where the subscripts in the formula: f denotes an airplane and m denotes a model.
It should be noted that, in the flying process of the airplane, along with the consumption of oil, external hanging and throwing, the centroid position of the whole airplane is changed dynamically all the time, in the process, the foremost centroid in the longitudinal axis direction of the airplane body is generally called the front centroid of the airplane, the last position is called the rear centroid, and the centroid position in cruising flight (semi-oil state) is called the middle centroid; or, with the center centroid as a reference, the front centroid is called the front centroid, and the rear centroid is called the rear centroid. The front/middle/back centroid of the model is one of the basic boundary conditions in the model design process, and the error between the calculated value of the mass distribution of the designed model (which is calculated by the relevant module of the three-dimensional mechanical design software) and the boundary conditions is required.
In summary, due to the adoption of the technical scheme, the invention has the beneficial effects that:
1. the mass distribution parameters of the designed test model and the real airplane are similar, closed-loop control is realized, and the effectiveness of the test result is improved;
2. errors among theoretical values, design values and actual values of mass distribution parameters of the test model and processing difficulty can be effectively reduced, and test preparation efficiency is improved;
3. the method has strong practicability, and the design of the vertical wind tunnel aircraft tail spin test model is developed according to the steps of the method, so that the design flow is standardized, the design difficulty is reduced, and the design quality is improved.
Drawings
The invention will now be described, by way of example, with reference to the accompanying drawings, in which:
FIG. 1 is a schematic structural diagram of a vertical wind tunnel aircraft model according to the present invention.
Detailed Description
All of the features disclosed in this specification, or all of the steps in any method or process so disclosed, may be combined in any combination, except combinations of features and/or steps that are mutually exclusive.
Any feature disclosed in this specification may be replaced by alternative features serving equivalent or similar purposes, unless expressly stated otherwise. That is, unless expressly stated otherwise, each feature is only an example of a generic series of equivalent or similar features.
As shown in fig. 1, the method for designing the vertical wind tunnel aircraft tail spin test model in this embodiment includes the following steps:
determining input parameters of model design, including simulated flight height, mass distribution parameters, a model optimized according to the requirement of a wind tunnel test section on the blockage degree, a scale of the model relative to a real airplane, surface bulges of the airplane to be simulated, a plug-in state, a movable control surface, a replacement part and the like;
according to the simulated flight altitude, the mass distribution parameters and the scaling of the model relative to the real airplane in the input parameters, converting the mass distribution parameters of the model according to the Froude number similarity criterion to obtain a theoretical value of a test state; the mass distribution parameters of the model comprise the mass of the model, the position of the center of mass along the axial direction of the fuselage and the moment of inertia of each axis of a theoretical reference center-of-mass coordinate system around the model, and are calculated by the following formula: quality of model
Centroid position of model
Moment of inertia
And c, performing initial design on the model structure layout in CATIA design software according to the step b, wherein the vertical wind tunnel aircraft tail spin test model structure layout comprises the following steps: fuselage and wing skeleton composed of reinforcement rib and supporting plate, fuselage middle hanging assembly, active control surface deflection motion mechanism, counter weight placing mechanism for adjusting full model distribution parameter, model test parameter measurement component assembly, embedded parts of surface projection/outer hanging object/flap/replacement part/undercarriage/anti-tail rotary umbrella, etc.;
d, performing material selection and density assignment on all parts (including skins), and performing iterative optimization design on the positions, shapes and materials of the reinforcing ribs, the supporting plates, the counterweight placing mechanisms, the embedded parts and the like, the placing positions of the model test parameter measurement component assemblies and the like according to the result of the full-model mass distribution parameter simulation calculation after density assignment; comparing the model mass distribution parameters preliminarily designed for the model structure layout with theoretical values of test states, adjusting the structure layout according to the difference, and repeatedly performing iterative optimization to enable the difference between the model mass distribution parameters and the theoretical values of the test states to finally meet the error requirement; under the condition of no counter weight, the error range of the calculated value of the position of the center of mass of the model in the longitudinal axis direction of the fuselage from the theoretical reference position is-20 mm, the calculated value of the rolling moment of inertia is-10% -0% of the error range of the moment of inertia required by the model design, and the calculated value of the yaw moment of inertia and the pitch moment of inertia is-20% -10% of the error range of the moment of inertia required by the model design, so that the model structure design is considered to be optimal when the error ranges are met;
using a 'Simulte' module in Solidworks software or other software capable of carrying out strength calculation to carry out strength check on a designed model for a key bearing part, and further optimizing the structural design of the model according to the check result, wherein the key bearing part comprises a hanging reinforcing rib, a skin wing root part, a main supporting plate of a framework and the like; in a test state, errors of the model mass, the centroid position, the actual value of the moment of inertia and the theoretical value of the test state are as follows: the mass of the model is +/-1%, the position of the mass center is +/-1 mm, and the rotational inertia is +/-5%; the test requirements of the key force-bearing part are that the maximum deformation of the key force-bearing part is not more than 0.5 mm, and the safety factor is not less than 3
And f, repeating the step d and the step e until the appearance, the mass distribution parameters and the key force-bearing piece of the model all meet the test requirements.
The following table shows the mass distribution parameters for a certain aircraft:
the following table shows the calculated mass distribution parameters for the tail spin test model of this type of aircraft:
the invention is not limited to the foregoing embodiments. The invention extends to any novel feature or any novel combination of features disclosed in this specification and any novel method or process steps or any novel combination of features disclosed.
Claims (10)
1. A vertical wind tunnel airplane tail spin test model design method is characterized in that: the method comprises the following steps:
determining input parameters of model design;
b, converting the mass distribution parameters of the model according to the input parameters and the similarity criterion to obtain a theoretical value of the test state;
c, performing preliminary design on the model structure layout in the three-dimensional mechanical design software according to the step b;
d, performing iterative optimization design on the model structure according to the comparison result of the model mass distribution parameters preliminarily designed on the model structure layout and the theoretical value of the test state in the step b;
e, checking the strength of the key force-bearing part of the designed model, and further optimizing the structural design of the model according to a checking result;
and f, repeating the step d and the step e until the appearance, the mass distribution parameters and the key force-bearing piece of the model all meet the test requirements.
2. The design method of the vertical wind tunnel aircraft tail spin test model according to claim 1, characterized in that: in the step a, the input parameters comprise simulated flight altitude, mass distribution parameters, the scaling of the model relative to a real airplane and the like.
3. The vertical wind tunnel aircraft tail spin test model design method of claim 2, characterized in that: and in the step b, according to the simulated flight altitude and the mass distribution parameters in the input parameters and the scaling of the model relative to the real airplane, converting the mass distribution parameters of the model according to the Froude number similarity criterion to obtain a theoretical value of the test state.
4. The vertical wind tunnel aircraft tail spin test model design method of claim 3, characterized in that: in the step b, the mass distribution parameters of the model comprise the mass of the model, the position of the center of mass along the axis direction of the airplane body and the moment of inertia of each axis of a theoretical reference center of mass coordinate system around the model.
5. The vertical wind tunnel aircraft tail spin test model design method of claim 4, characterized in that: in step b, the mass distribution parameters are calculated by the following formula: quality of model
Centroid position of model
Moment of inertia
6. The design method of the vertical wind tunnel aircraft tail spin test model according to claim 1, characterized in that: in the step c, the three-dimensional mechanical design software is CATIA or other three-dimensional mechanical design software.
7. The design method of the vertical wind tunnel aircraft tail spin test model according to claim 1, characterized in that: in step c, the structural layout of the vertical wind tunnel aircraft tail spin test model comprises the following steps: the device comprises a fuselage and a wing framework which are composed of reinforcing ribs and supporting plates, a middle hanging component of the fuselage, a movable control surface deflection motion mechanism, a counter weight placing mechanism for adjusting the mass distribution parameters of a full model, a model test parameter measurement component, and embedded parts such as surface bulges, outer hanging objects, covering caps, replacement parts, undercarriage, anti-tail-turn umbrellas and the like.
8. The design method of the vertical wind tunnel aircraft tail spin test model according to claim 1, characterized in that: and d, selecting materials and assigning densities for all parts (including skins), and performing iterative optimization design on the positions, shapes and materials of the reinforcing ribs, the supporting plates, the counterweight placing mechanisms, the embedded parts and the like, the placing positions of the model test parameter measurement component assemblies and the like according to the simulation calculation result of the mass distribution parameters of the full model after density assignment.
9. The design method of the vertical wind tunnel aircraft tail spin test model according to claim 1, characterized in that: in the step d, under the condition of no counter weight, the error range of the calculated value of the position of the center of mass of the model in the direction of the longitudinal axis of the fuselage from the theoretical reference position is-20 mm, the calculated value of the rolling moment of inertia is-10% -0% of the error range of the moment of inertia required by the model design, and the calculated value of the yaw and pitch moment of inertia is-20% -10% of the error range of the moment of inertia required by the model design.
10. The design method of the vertical wind tunnel aircraft tail spin test model according to claim 1, characterized in that: in the step e, the test requirements of the key force-bearing part are that the maximum deformation amount of the key force-bearing part is not more than 0.5 mm, and the safety factor is not less than 3.
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| CN115828473A (en) * | 2023-02-16 | 2023-03-21 | 湖南云箭科技有限公司 | Airborne foreign object wall thickness calculation method and system with multiple physical parameters as targets |
| CN116739226A (en) * | 2023-08-16 | 2023-09-12 | 中国空气动力研究与发展中心设备设计与测试技术研究所 | Wind tunnel test data quality assessment method based on error propagation |
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