CN110889171B - Design method of tail rotor test model of vertical wind tunnel aircraft - Google Patents
Design method of tail rotor test model of vertical wind tunnel aircraft Download PDFInfo
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Abstract
The invention discloses a design method of a tail rotor test model of a vertical wind tunnel airplane, which comprises the following steps: step a, determining input parameters of model design; b, converting the mass distribution parameters of the model according to the input parameters and the similarity criteria to obtain a theoretical value of the test state; c, performing preliminary design of model structure layout in three-dimensional mechanical design software according to the step b; step d, carrying out iterative optimization design of the model structure according to the comparison result of the model quality distribution parameters of the model structure layout preliminary design and the theoretical value of the test state in the step b; step e, carrying out strength check on the key bearing parts of the designed model, and further optimizing the structural design of the model according to the check result; and f, repeating the step d and the step e until the test requirements are met. By adopting the design method of the tail rotor test model of the vertical wind tunnel aircraft, the errors and the processing difficulty among theoretical values, design values and actual values of the mass distribution parameters of the model can be effectively reduced, and the test preparation efficiency is improved.
Description
Technical Field
The invention relates to a design method of a tail rotor test model of a vertical wind tunnel aircraft, and belongs to the technical field of design of tail rotor test models of vertical wind tunnel aircraft.
Background
The tail rotor is also called a spiral, and is a coupling motion that pitch oscillation occurs around a transverse axis (perpendicular to a plane of symmetry of a fuselage) of a barycentric coordinate system of the airplane after stall, roll oscillation occurs around a longitudinal axis (parallel to the axis of the fuselage), yaw rotation occurs around a vertical axis (perpendicular to a plane passing through the transverse axis and the vertical axis), namely, a motion falling along the spiral is the most dangerous condition in the flight process of the airplane. The tail rotor test of the aircraft in the vertical wind tunnel is mainly used for researching the tail rotor entering, developing and improving characteristics of the aircraft of the object. In order to simulate the flight characteristics of an aircraft in the air as realistically as possible in a wind tunnel, it is generally required that the model for test is similar to the profile and mass distribution parameters of a real aircraft and is able to withstand an impact force of at least 5 times the force of gravity. Therefore, the model is different from a conventional metal wind tunnel test model in design, and has lighter total weight, more complex structure and more processing and debugging difficulties.
The similarity criterion, also called "similarity parameter", "similarity modulus", "similarity criterion" etc., is a concept used in judging the similarity between two phenomena, the theoretical basis of the wind tunnel test is the similarity principle, and the basis of the similarity theory is the linear transformation of the quantity or the similarity transformation. The similarity of two physical phenomena means that the corresponding physical quantities of all characterization phenomena corresponding to the instant at the corresponding points keep respective fixed proportional relations (if vectors also comprise the same direction). The positive theorem of similarity indicates that similar phenomena, which are the same as the similarity criterion values, are the essential conditions for similar phenomena. According to the inverse theorem of similarity, the sufficient condition for similarity of two physical phenomena is that the single-value conditions of the two phenomena are similar, and the numerical values of the homonymous similarity criteria consisting of the single-value conditions are the same. By single-valued condition is meant the basic condition that must be present to distinguish singly the various phenomena satisfying the same physical equation, which includes geometric, physical, boundary and temporal conditions. The similarity criteria may generally be derived from physical equations describing the relationships between the various quantities of the phenomenon features or from dimensional analysis.
Iteration is the activity of repeating a feedback process, typically for the purpose of approximating a desired target or result. Each repetition of the process is referred to as an "iteration," and the result from each iteration is used as the initial value for the next iteration. The process of sequentially determining the subsequent quantities from the previous quantities is repeated by executing a series of calculation steps. Each result of this process is obtained by performing the same operation step on the result obtained in the previous time.
Disclosure of Invention
The invention aims at: aiming at the problems, the invention provides a design method of a vertical wind tunnel aircraft tail rotor test model, which can effectively reduce errors and processing difficulties among theoretical values, design values and actual values of model mass distribution parameters and improve test preparation efficiency.
The technical scheme adopted by the invention is as follows:
a design method of a tail rotor test model of a vertical wind tunnel aircraft comprises the following steps:
step a, determining input parameters of model design;
b, converting the mass distribution parameters of the model according to the input parameters and the similarity criteria to obtain a theoretical value of the test state;
c, performing preliminary design of model structure layout in three-dimensional mechanical design software according to the step b;
step d, carrying out iterative optimization design of the model structure according to the comparison result of the model quality distribution parameters of the model structure layout preliminary design and the theoretical value of the test state in the step b;
step e, carrying out strength check on the key bearing parts of the designed model, and further optimizing the structural design of the model according to the check result;
and f, repeating the step d and the step e until the appearance, the mass distribution parameters and the key bearing parts 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 blocking degree.
Preferably, in the step a, the input parameters include simulated flight altitude, mass distribution parameters, the shrinkage ratio of a model optimized according to the requirement of the wind tunnel test section on the blocking degree relative to a real aircraft, the surface bulge of the aircraft to be simulated, the plug-in state, the movable control surface, the replacement part and the like.
Preferably, the aircraft surface protrusions include antennas, bulges, pitot tubes, oil feed/discharge tubes, and the like.
Preferably, the movable rudder surface includes an aileron, an elevator, a rudder, and the like.
Preferably, in the step b, according to the simulated flight altitude, the mass distribution parameter and the scaling of the model relative to the real aircraft in the input parameters, the mass distribution parameter of the model is converted according to the Froude number similarity criterion to obtain the theoretical value of the test state.
Preferably, in the step b, the mass distribution parameters of the model include the model mass, the centroid position along the axis of the fuselage, and the moment of inertia about each axis of the theoretical reference centroid coordinate system of the model.
Preferably, in step b, the mass distribution parameter is calculated by the following formula: model qualityCentroid 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 preliminary design is performed in the three-dimensional mechanical design software according to the step b.
Preferably, in the step c, the structural layout of the tail rotor test model of the vertical wind tunnel aircraft comprises: the device comprises a fuselage and wing framework consisting of reinforcing ribs and supporting plates, a middle hanging component of the fuselage, a movable control surface deflection movement mechanism, a counterweight placement mechanism for adjusting the mass distribution parameters of a full model, a model test parameter measurement component, a surface bulge/store/flap/replacement component/landing gear/anti-tail-rotation umbrella and other embedded components.
Preferably, in the step d, materials and density assignment are performed on all parts (including the skin), and iterative optimization design is performed on positions, shapes, materials, model test parameters, and the like of reinforcing ribs, supporting plates, counterweight placement mechanisms, embedded parts, placement positions of model test parameter measurement component assemblies, and the like according to simulation calculation results of full model mass distribution parameters after the density assignment.
In the step d, the model mass distribution parameters of the preliminary design of the model structure layout are compared with the theoretical values of the test states, the structure layout is adjusted according to the difference, and iterative optimization is repeated, so that the difference between the model mass distribution parameters and the theoretical values of the test states finally meet the error requirement.
Preferably, in the step d, under the condition of no counterweight, the error range of the position calculated value of the mass center of the model in the longitudinal axis direction of the machine body from the theoretical reference position is-20 mm to 20mm, the error range of the rolling moment of inertia calculated value is-10 to 0 compared with the moment of inertia required by the model design, the error range of the yaw moment of inertia calculated value and the pitch moment of inertia calculated value compared with the moment of inertia required by the model design is-20 to-10%, and the model structural design is considered to be optimal when the error range is met.
Preferably, in step e, the "complete" module in the Solidworks software is used to perform the intensity checking tool, or other software capable of performing intensity calculations.
Preferably, in the step e, the key bearing piece comprises hanging reinforcing ribs, a skin wing root part, a main supporting plate of a framework and the like.
Preferably, in the step e, in the test state, errors of actual values of model mass, centroid position and moment of inertia and theoretical values of the test state are obtained: the mass of the model is +/-1%, the mass center position is +/-1 mm, and the rotational inertia is +/-5%.
Preferably, in the step e, the test requirement of the key bearing piece is that the maximum deformation of the key bearing piece is not more than 0.5 millimeter, and the safety coefficient is not less than 3.
The purpose of step a of the invention is to know which characteristics the designed model has, such as the shrinkage ratio of the model to the real aircraft; parameters that need to be simulated, such as fly height, mass characteristics parameters (total mass, front/center/rear centroid, moment of inertia, etc.); the control system comprises a plurality of contents, such as a plurality of parts which are required to be simulated, a plurality of control surfaces which are movable, a plurality of control surfaces which are of fixed angles, a reverse tail rotor umbrella which is not required, a convex plug-in hanging which is required to be simulated, and the like; the purpose of the step b is to calculate the theoretical value of the mass distribution parameter test state of the model according to the conversion formula so that all the later part designs are based on the theoretical value; the purpose of the step c is to realize various part structural designs (including movable control surfaces, fixed control surfaces, external hanging, protruding, anti-tail rotating umbrella, landing gear, cabin door and the like) which have to be simulated according to the design requirements; realizing the construction of a model skeleton and the internal space layout; the step d aims to compare model quality distribution parameters of the preliminary design of the model structure layout with theoretical values of test states, adjust the structure layout according to the difference, and iterate and optimize repeatedly so that the difference between the model quality distribution parameters and the theoretical values of the test states finally meets the error requirement; the step e aims to ensure that the key bearing parts of the model meet the test conditions, the problems of breakage, large deformation, fracture and the like do not occur in the test, and the structure is further repeatedly optimized to ensure that the quality distribution parameters of the model also meet the requirements.
The meaning of the symbols is as follows: m represents the aircraft mass, m m Representing the mass of the model, l representing the characteristic length of the aircraft, l m Representing the characteristic length, ρ of the model 0 Represents the air density of the wind tunnel test section, ρ represents the air density under the actual height to be simulated, J x Represents the (rolling) moment of inertia about the axis X (longitudinal axis) of the whole body, J y Represents the (pitch) moment of inertia relative to the Y-axis (transverse axis) of the whole body axis, J z Representing the (yaw) moment of inertia about the Z-axis (vertical axis) of the whole body, c A Represents the average aerodynamic chord length (reference length), X c.g Represents centroid position, wherein the subscripts in the formula: f represents the aircraft and m represents the model.
In the process of flying, the centroid position of the whole aircraft is dynamically changed along with the consumption of oil, the throwing of the external hanging and the like, in the process, the forefront centroid in the longitudinal axis direction of the aircraft is generally called as the front centroid of the aircraft, the last position is called as the rear centroid, and the centroid position in cruising flight (semi-oil state) is called as the middle centroid; or the center of mass is taken as a reference, the front center of mass is called the front center of mass in front of the center of mass, and the rear center of mass is called the rear center of mass in rear of the center of mass. The front/middle/rear centroid of the model is one of basic boundary conditions in the model design process, and the calculated value of the mass distribution of the model after the design (calculated value by a three-dimensional mechanical design software related module) and the error of the boundary conditions are required to meet the requirements.
In summary, due to the adoption of the technical scheme, the beneficial effects of the invention are as follows:
1. the closed-loop control is realized on the similarity of the mass distribution parameters of the designed test model and the real aircraft, and the effectiveness of the test result is improved;
2. errors and processing difficulties among theoretical values, design values and actual values of mass distribution parameters of the test model can be effectively reduced, and test preparation efficiency is improved;
3. the method has strong practicability, and the design of the tail rotor test model of the vertical wind tunnel aircraft 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 and with reference to the accompanying drawings in which:
FIG. 1 is a schematic view of a vertical wind tunnel aircraft model structure according to the present invention.
Detailed Description
All of the features disclosed in this specification, or all of the steps in a method or process disclosed, may be combined in any combination, except for mutually exclusive features and/or steps.
Any feature disclosed in this specification may be replaced by alternative features serving the same or equivalent purpose, unless expressly stated otherwise. That is, each feature is one example only of a generic series of equivalent or similar features, unless expressly stated otherwise.
As shown in fig. 1, the design method of the tail rotor test model of the vertical wind tunnel aircraft in the embodiment includes the following steps:
determining input parameters of model design, including simulation flight altitude, mass distribution parameters, the shrinkage ratio of a model optimized according to the requirement of a wind tunnel test section on the blocking degree relative to a real aircraft, the surface bulge of the aircraft to be simulated, the external hanging state, a movable control surface, a replacement part and the like;
b, converting the mass distribution parameters of the model according to the simulated flight altitude, the mass distribution parameters and the shrinkage ratio of the model relative to a real aircraft in the input parameters and the Froude number similarity criterion to obtain a theoretical value of a test state; the mass distribution parameters of the model comprise model mass, mass center position along the axis direction of the fuselage and rotational inertia of each axis around a theoretical reference mass center coordinate system of the model, and are calculated by the following formulas: model qualityCentroid position of modelMoment of inertia->
C, performing preliminary design on the model structure layout in CATIA design software according to the step b, wherein the model structure layout of the vertical wind tunnel aircraft tail rotor test comprises the following steps: the device comprises a fuselage and wing framework consisting of reinforcing ribs and supporting plates, a fuselage middle hanging component, a movable control surface deflection movement mechanism, a counterweight placement mechanism for adjusting the distribution parameters of a full model, a model test parameter measurement component, a surface bulge/store/flap/replacement component/landing gear/anti-tail-rotation umbrella and other embedded components;
step d, selecting materials and assigning densities to all parts (including skins), and carrying out iterative optimization design on positions, shapes, materials, model test parameter measurement component assembly placement positions and the like of reinforcing ribs, supporting plates, counterweight placement mechanisms, embedded parts and the like according to the results of simulation calculation of full model mass distribution parameters after the density assignment; comparing model quality distribution parameters of the model structure layout preliminary design with theoretical values of test states, adjusting the structure layout according to the difference, and repeatedly iterating and optimizing to enable the difference between the model structure layout and the theoretical values of the test states to finally meet the error requirement; under the condition of no counterweight, the error range of the position calculated value of the mass center of the model in the longitudinal axis direction of the machine body from the theoretical reference position is-20 mm to 20mm, the rolling moment of inertia calculated value is-10 percent to 0 percent compared with the moment of inertia error range required by the model design, the yaw moment of inertia calculated value and the pitch moment of inertia calculated value are-20 percent to-10 percent compared with the moment of inertia error range required by the model design, and the model structural design is considered to be optimal when the error range is met;
step e, using a 'complete' module in Solidworks software or other software capable of carrying out intensity calculation to carry out intensity check on a designed model, and further optimizing the structural design of the model according to a check result, wherein the key bearing comprises hanging reinforcing ribs, a skin wing root part, a main supporting plate of a framework and the like; in the test state, errors of actual values of model mass, mass center position and rotational inertia and theoretical values of the test state are generated: the mass of the model is +/-1%, the mass center position is +/-1 mm, and the rotational inertia is +/-5%; the test requirement of the key bearing piece is that the maximum deformation of the key bearing piece is not more than 0.5 millimeter, and the safety coefficient 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 bearing parts of the model all meet the test requirements.
The following table shows mass distribution parameters of a certain aircraft:
the following table shows calculated mass distribution parameters of the tail rotor test model of the aircraft:
the invention is not limited to the specific embodiments described above. The invention extends to any novel one, or any novel combination, of the features disclosed in this specification, as well as to any novel one, or any novel combination, of the steps of the method or process disclosed.
Claims (8)
1. A design method of a tail rotor test model of a vertical wind tunnel aircraft is characterized by comprising the following steps of: the method comprises the following steps:
determining input parameters of model design, wherein the input parameters comprise simulated flight altitude, mass distribution parameters and the scaling of the model relative to a real aircraft, and the mass distribution parameters comprise total mass, front/middle/rear mass center and rotational inertia;
b, converting the mass distribution parameters of the model according to the input parameters and the similarity criteria to obtain a theoretical value of the test state;
c, performing preliminary design of model structure layout in three-dimensional mechanical design software according to the step b;
the structural layout of the tail rotor test model of the vertical wind tunnel aircraft comprises the following steps: the device comprises a fuselage and wing framework consisting of reinforcing ribs and supporting plates, a fuselage middle hanging component, a movable control surface deflection movement mechanism, a counterweight placement mechanism for adjusting the mass distribution parameters of a full model, a model test parameter measurement component, a surface bulge/store/flap/replacement component/landing gear/embedded component of a reverse tail-rotation umbrella;
step d, carrying out iterative optimization design of the model structure according to the comparison result of the model quality distribution parameters of the model structure layout preliminary design and the theoretical value of the test state in the step b;
step e, carrying out strength check on the key bearing parts of the designed model, and further optimizing the structural design of the model according to the check result;
and f, repeating the step d and the step e until the appearance, the mass distribution parameters and the key bearing parts of the model all meet the test requirements.
2. The method for designing the tail rotor test model of the vertical wind tunnel aircraft according to claim 1, wherein the method comprises the following steps: in the step b, according to the simulated flight altitude, the mass distribution parameters and the scaling of the model relative to the real aircraft in the input parameters, the mass distribution parameters of the model are converted according to the Froude number similarity criterion to obtain a theoretical value of the test state.
3. The method for designing the tail rotor test model of the vertical wind tunnel aircraft according to claim 2, wherein the method comprises the following steps: in step b, the mass distribution parameters of the model comprise the mass of the model, the position of the mass center along the axis direction of the fuselage, and the moment of inertia around each axis of a theoretical reference mass center coordinate system of the model.
4. A method for designing a tail rotor test model of a vertical wind tunnel aircraft according to claim 3, wherein: in step b, the mass distribution parameter is calculated by the following formula: model qualityThe method comprises the steps of carrying out a first treatment on the surface of the Centroid position of modelThe method comprises the steps of carrying out a first treatment on the surface of the Moment of inertia->， /> ， />；
The meaning of the symbols mentioned above is: m represents aircraft mass, mm represents model mass, l represents characteristic length of aircraft, lm represents characteristic length of model, ρ0 represents air density of wind tunnel test section, ρ represents air density at actual altitude to be simulated, jx represents moment of inertia with respect to whole body axis X-axis, jy represents moment of inertia with respect to whole body axis Y-axis, jz represents moment of inertia with respect to whole body axis Z-axis, cA represents average aerodynamic chord length, xc.g represents centroid position, wherein subscripts in formula: f represents the aircraft and m represents the model.
5. The method for designing the tail rotor test model of the vertical wind tunnel aircraft according to claim 1, wherein the method comprises the following steps: in the step c, the three-dimensional mechanical design software is CATIA or other three-dimensional mechanical design software.
6. The method for designing the tail rotor test model of the vertical wind tunnel aircraft according to claim 1, wherein the method comprises the following steps: in the step d, materials and density assignment are carried out on all parts comprising the skin, and according to the simulation calculation result of the mass distribution parameters of the full model after the density assignment, iterative optimization design is carried out on the positions, shapes and materials of the reinforcing ribs, the supporting plates, the counterweight placement mechanisms and the embedded parts and the placement positions of the components and the components measured by the model test parameters.
7. The method for designing the tail rotor test model of the vertical wind tunnel aircraft according to claim 1, wherein the method comprises the following steps: in the step d, under the condition of no counterweight, the error range of the position calculated value of the mass center of the model in the longitudinal axis direction of the machine body from the theoretical reference position is-20 mm, the error range of the rolling moment of inertia calculated value is-10% -0 compared with the moment of inertia error required by the model design, and the error range of the yaw moment of inertia calculated value and the pitch moment of inertia calculated value is-20% -10% compared with the moment of inertia error required by the model design.
8. The method for designing the tail rotor test model of the vertical wind tunnel aircraft according to claim 1, wherein the method comprises the following steps: in the step e, the test requirement of the key bearing piece is that the maximum deformation of the key bearing piece is not more than 0.5 millimeter, and the safety coefficient is not less than 3.
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