CN110940481A - Dynamic derivative test model of high-speed wind tunnel of flying wing layout aircraft - Google Patents
Dynamic derivative test model of high-speed wind tunnel of flying wing layout aircraft Download PDFInfo
- Publication number
- CN110940481A CN110940481A CN201911108082.0A CN201911108082A CN110940481A CN 110940481 A CN110940481 A CN 110940481A CN 201911108082 A CN201911108082 A CN 201911108082A CN 110940481 A CN110940481 A CN 110940481A
- Authority
- CN
- China
- Prior art keywords
- fuselage
- machine body
- model
- test model
- screws
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
- B64F5/60—Testing or inspecting aircraft components or systems
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/02—Wind tunnels
- G01M9/04—Details
Landscapes
- Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- Fluid Mechanics (AREA)
- General Physics & Mathematics (AREA)
- Manufacturing & Machinery (AREA)
- Transportation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
The utility model provides a flying wing overall arrangement aircraft high speed wind tunnel dynamic derivative test model, the model comprises preceding fuselage portion and back fuselage portion, and preceding fuselage portion includes: the front machine body head (1) is arranged at the front end of the front machine body shell (3); the front body shell (3) is fixed by a front body framework (4); the front fuselage filler (2) is filled in the front fuselage shell (3); the front flaps (5) are arranged on two sides of the front end of the rear fuselage (12); the lower spoiler (6) and the upper spoiler (7) are respectively arranged at the lower part and the upper part of the two sides of the rear fuselage (12); the full movable wingtips (8) are arranged at two sides of the rear end of the rear fuselage (12); the outer aileron (9) and the inner aileron (10) are respectively arranged on the outer side and the inner side of the tail of the rear fuselage (12); the model tail part (11) is arranged at the tail part of the rear fuselage (12); the rear body cover plate (13) is arranged at the lower part of the rear body (12). The front fuselage part and the rear fuselage part connect the whole model into a whole through screws and taper pins to form a dynamic derivative test model of the high-speed wind tunnel of the flying wing layout aircraft.
Description
Technical Field
The invention relates to a dynamic derivative test model of a flying wing layout aircraft in a high-speed wind tunnel, which is used for a dynamic derivative test of a 1.2-meter-level sub-span supersonic speed wind tunnel, and the total mass of the model is less than 4 Kg.
Background
The flying wing layout aircraft only comprises a fusion wing body and a sweepback angle of 50
The aircraft with the medium aspect ratio aerodynamic configuration formed by the triangular/diamond/lambda airfoil does not have a plane tail, a vertical tail, a canard wing and other stabilizing surfaces, and does not have a fuselage in the traditional sense. Sufficient inner space is provided for the overall arrangement of the airplane by reasonably setting the spanwise direction and the chordwise thickness distribution, the geometrical characteristics of smooth transition and high fusion are embodied in the appearance, and the aerodynamic force of the fusion flying wing layout aircraft presents a strong coupling characteristic. Under the constraint of high stealth and high maneuverability, flying wing layout aircrafts have gradually become the development direction of future aircrafts, such as European neuron unmanned fighter aircraft, American X-45C and X-47B aircraft, Chinese Risk aircraft, and American Grumann flying wing layout sensor aircrafts.
The flying wing layout aircraft has simple structure, high dynamic lift, good super maneuverability and excellent stealth performance. However, the flying wing layout aircraft has obvious disadvantages in the aspects of dynamic stability and control, for example, due to the lack of vertical tails and control surfaces and the need of satisfying stealth performance constraints, the flying wing layout aircraft lacks in lateral and heading stability and is insufficient in control efficiency, and generally, when flying in a stable boundary edge region, uncontrollable instability occurs in the process of over-maneuver. The defects and shortcomings of dynamic stability and control seriously restrict the wide application of the flying wing layout aircraft in future aircrafts.
The wind tunnel dynamic test technology is an important research means for researching the dynamic stability problems of the transverse and course unsteady aerodynamic force, aerodynamic coupling, cross coupling and the like of the flying wing layout aircraft, so that the dynamic derivative data of the flying wing layout aircraft with the small aspect ratio is obtained through the wind tunnel test, and important support is provided for researching the dynamic stability characteristics of the flying wing layout aircraft.
To accurately obtain the dynamic derivative test result of the flying wing layout aircraft at the sub-span supersonic speed, each link involved in the test process needs to be optimally designed, wherein the design of a test model can directly influence the precision of the dynamic derivative test result, and a rigid model is generally adopted in the dynamic derivative test. The requirements on the model geometry are the same as for the conventional measurement test model. Because the test is carried out under the condition of vibration, the special requirement on the dynamic derivative test model is that the mass and the rotational inertia of the model are as small as possible on the premise of ensuring the strength and the rigidity, so that the inertia force and the inertia moment are reduced, the natural frequency of a balance model system is improved, and the measurement precision is favorably improved.
The traditional model design is made of metal materials, a large test model can be made to be as light as possible, but aiming at the flying wing layout aircraft, due to the characteristics of the aircraft, the model light is difficult to ensure by adopting a traditional design method, so that the optimization design of small mass, small rotational inertia, high rigidity and high strength aiming at the dynamic derivative test model of the flying wing layout aircraft is necessary for researching the sub-span supersonic velocity dynamic characteristics of the flying wing layout aircraft through wind tunnel tests.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the design method for the high-speed dynamic derivative test model of the flying wing layout aircraft overcomes the defects of the traditional dynamic derivative test model design method.
The technical solution of the invention is as follows: the utility model provides a flying wing overall arrangement aircraft high speed wind tunnel dynamic derivative test model, the model comprises preceding fuselage portion and back fuselage portion, and preceding fuselage portion includes: the device comprises a front fuselage head, a front fuselage filler, a front fuselage shell and a front fuselage skeleton; the rear body portion includes: the wing comprises a front flap, a lower spoiler, an upper spoiler, a full movable wing tip, an outer aileron, an inner aileron, a model tail, a rear fuselage and a rear fuselage cover plate;
the head of the front machine body is arranged at the front end of the front machine body shell; the front body shell is fixed by a front body framework; the front fuselage filler is filled in the front fuselage shell; the front flaps are arranged on two sides of the front end of the rear fuselage; the lower spoiler and the upper spoiler are respectively arranged at the lower part and the upper part of the two sides of the rear fuselage; the full-moving wingtips are arranged on two sides of the rear end of the rear fuselage; the outer ailerons and the inner ailerons are respectively arranged on the outer side of the tail part of the rear fuselage and the inner side of the tail part; the tail part of the model is arranged at the tail part of the rear fuselage; the rear body cover plate is arranged at the lower part of the rear body. The front fuselage part and the rear fuselage part connect the whole model into a whole through screws and taper pins to form a dynamic derivative test model of the high-speed wind tunnel of the flying wing layout aircraft.
Furthermore, the front machine body shell is designed by adopting a light carbon fiber material.
Furthermore, the front body head part at the front end of the front bullet body part is made of 30CrMnSiA, and the total length of the front body head part is not less than 20 mm.
Furthermore, the interior of the front fuselage shell is supported by the front fuselage skeleton.
Furthermore, the front fuselage skeleton is made of 7075 light materials, and the thickness of the front fuselage skeleton is 5mm-10 mm.
Furthermore, the contact area of the front fuselage skeleton and the front fuselage shell is more than 30% of the internal surface area of the front fuselage shell.
Furthermore, the front fuselage skeleton is connected with the front fuselage shell in a screw and gluing mode.
Further, the interior of the front fuselage shell is filled with a front fuselage filler.
Furthermore, the density of the filler of the front fuselage is less than 80Kg/m3The rigid foam of (1).
Further, the rear body is integrally processed from a lightweight material 7075;
furthermore, the front flap is arranged on the rear fuselage through screws, the number of the screws is not less than 4, and the contact area of the joint of the front flap and the rear fuselage is not less than 20% of the surface area of the front flap;
furthermore, the upper spoiler and the lower spoiler are mounted on the rear machine body through screws, and the number of the connecting screws of each spoiler is not less than 3;
furthermore, the full movable wingtip is arranged on the rear fuselage through screws, the number of the screws is not less than 3, and the contact area of the joint of the full movable wingtip and the rear fuselage is not less than 20% of the surface area of the front flap wing;
furthermore, the outer aileron and the inner aileron are arranged on the rear fuselage through screws, the number of each aileron connecting screw is not less than 3, and the contact area of the connection part of the aileron and the rear fuselage is not less than 20% of the surface area of the aileron;
furthermore, the tail part of the model adopts a plug-in connection mode, so that the tail part is convenient to replace.
Furthermore, a cavity is reserved in the lower portion of the rear machine body to reduce weight, the rear machine body is in shape-preserving mode through a rear machine body cover plate, the rear machine body cover plate is connected with the rear machine body through screws, and the number of the screws is not less than 10.
Further, the dynamic derivative test model of the high-speed wind tunnel of the flying wing layout aircraft is characterized in that: the front fuselage portion and the rear fuselage portion are connected into a whole in a mode of a pair of screws and taper pins distributed at 90 degrees.
Compared with the prior art, the invention has the advantages that:
the flying wing layout aircraft has larger lifting surface than the traditional aircraft and larger aerodynamic load than the traditional aircraft, so that the design of the wind tunnel dynamic derivative test model has higher requirements, the mass and the rotational inertia of the flying wing layout aircraft are as small as possible on the premise of ensuring the strength and the rigidity, the inertial force and the inertial moment are reduced, the natural frequency of a balance model system is improved, and the measurement accuracy of the dynamic derivative is favorably improved. The design method of the traditional dynamic derivative model generally adopts the design and processing of front and rear integral metal parts, and the design method aims at flying wing layout aircrafts, so that the integral mass and the rotational inertia are greatly increased in consideration of rigidity and strength and the realizability of the existing processing technology, and the accurate measurement of the dynamic derivative is not facilitated. Aiming at the difficulties in designing the dynamic derivative test model of the flying wing layout aircraft, the dynamic derivative test model is optimally designed in the aspects of model split form, material combination form, inner cavity structure optimization design and the like, and the dynamic derivative test model which has the characteristics of small mass and small rotational inertia and meets the requirements of atmospheric dynamic load bearing is developed.
The front fuselage of the high-speed wind tunnel dynamic derivative test model of the flying wing aircraft is designed in a split mode, the hard aluminum alloy, the carbon fiber and the hard foam material are selected for combined optimization design, the requirements on rigidity and strength are met, the mass and the rotational inertia of the model are reduced as far as possible, the mass of the front fuselage after the final optimization design is reduced by more than 60% compared with the mass designed by the original method, the rotational inertia is reduced by more than 70%, and the measurement accuracy of the dynamic derivative can be greatly improved.
The rear fuselage of the high-speed wind tunnel dynamic derivative test model of the flying wing layout aircraft is optimally designed by adopting the inner cavity, is covered by the rear fuselage to be in shape, optimally designs the inner cavity form, and can meet the limitations of small deformation and composite strength requirements under large load. In addition, the rear machine body simultaneously considers the installation and replacement of 6 groups of 12 control surfaces, the replaceable tail design and the abdominal support interface reservation, can be more conveniently and quickly used for the dynamic derivative test of the high-speed wind tunnel, the installation form of the control surfaces is also optimized, the mass and the rotational inertia are reduced as far as possible while the matching tightness is ensured, the dynamic variable of aerodynamic force in the simple harmonic motion process of the model can be directly influenced by the matching tightness, and further the dynamic derivative test result is influenced. Compared with the quality designed by the original method, the quality of the finally optimally designed back missile body is reduced by more than 40%, the rotational inertia is reduced by more than 50%, and the measurement accuracy of the dynamic derivative can be greatly improved.
The total mass of the high-speed wind tunnel dynamic derivative test model of the flying wing layout aircraft researched by the invention is less than 4Kg, and the model can bear the load of the maximum 10000N normal force.
Drawings
FIG. 1 is an assembly schematic according to an embodiment of the invention;
FIG. 2 is a schematic view of a forward fuselage head according to an embodiment of the invention;
FIG. 3 is a schematic illustration of a forward fuselage filler according to an embodiment of the invention;
FIG. 4 is a schematic view of a forward fuselage shell according to an embodiment of the invention;
FIG. 5 is a schematic view of a forward fuselage skeleton according to an embodiment of the invention;
FIG. 6 is a schematic view of a front flap according to an embodiment of the present invention;
FIG. 7 is a schematic view of an under spoiler in accordance with an embodiment of the present invention;
FIG. 8 is a schematic view of an upper spoiler in accordance with an embodiment of the present invention;
FIG. 9 is a schematic view of a full rotor tip according to an embodiment of the present invention;
FIG. 10 is a schematic view of an outboard flap according to an embodiment of the present invention;
FIG. 11 is a schematic illustration of an inboard flap according to an embodiment of the invention;
FIG. 12 is a schematic view of a model tail according to an embodiment of the invention;
FIG. 13 is a schematic rear fuselage according to an embodiment of the invention;
FIG. 14 is a schematic illustration of a rear body cover plate according to an embodiment of the present invention.
Detailed Description
Embodiments of the present invention are described in detail below with reference to fig. 1-13.
As shown in fig. 1, a high-speed dynamic derivative test model for a flying wing configuration aircraft is composed of a front fuselage portion and a rear fuselage portion, wherein the front fuselage portion comprises: the device comprises a front fuselage head 1, a front fuselage filler 2, a front fuselage shell 3 and a front fuselage skeleton 4;
the front machine body head 1 is arranged at the front end of the front machine body shell 3; the front body shell 3 is fixed by a front body framework 4; the front fuselage filler 2 is filled inside the front fuselage shell 3;
preceding fuselage casing 3 adopts the design of light carbon fiber material, and carbon fiber casing thickness is 2mm, and preceding fuselage head 1 adopts 30CrMnSiA material, and just preceding fuselage head 1 overall length is not less than 20mm, and preceding fuselage head 1 is installed at preceding technical casing front portion through the pin with the mode of splicing, and the two cooperation length is 30 mm. The inside of the front body shell 3 is supported by a front body framework 4, the front body framework 4 is made of 7075 light materials, the thickness of the front body framework 4 is 10mm, and the contact area of the front body framework 4 and the front body shell 3 is larger than that of the inside of the front body shell 330% of the area, and the front body framework 4 is connected with the front body shell 3 through screws and a glue joint mode. The interior of the front fuselage shell 3 is filled with front fuselage filler 2, and the density of the front fuselage filler 2 is 60Kg/m3The rigid foam of (2) fills all the remaining space inside the front body case 3 with foam, and the rigidity and strength of the whole front body are improved by the rigid foam, the length of the whole front body part is 280mm, the width is 230mm, and the total mass is 0.75 Kg.
As shown in fig. 6-14, the rear body portion includes: the wing comprises a front flap 5, a lower spoiler 6, an upper spoiler 7, a full-motion wing tip 8, an outer aileron 9, an inner aileron 10, a model tail 11, a rear fuselage 12 and a rear fuselage cover plate 13;
the material of the front flap 5 is 7075, the front flap 5 is installed on the rear fuselage 12 through screws, the number of the screws is 4, and the contact area of the joint of the front flap 5 and the rear fuselage 12 accounts for 30% of the surface area of the front flap 5; the upper spoiler 6 and the lower spoiler 7 are made of 30CrMnSiA, and the upper spoiler 6 and the lower spoiler 7 are respectively installed on the rear machine body 12 through 3 screws; the full moving wing tip 8 is made of 30CrMnSiA, the full moving wing tip 8 is installed on the rear fuselage 12 through 3 screws, and the contact area of the joint of the full moving wing tip 8 and the rear fuselage 12 is 20% of the surface area of the full moving wing tip 8; the material of the outer aileron 9 is 30CrMnSiA, the outer aileron 9 is arranged on the rear fuselage 12 through 4 screws, and the contact area of the joint of the outer aileron 9 and the rear fuselage 12 is 20 percent of the surface area of the outer aileron 12; the material of the inner aileron 9 is 30CrMnSiA, the inner aileron 10 is arranged on the rear fuselage 12 through 3 screws, and the contact area of the joint of the inner aileron 10 and the rear fuselage 12 is 20 percent of the surface area of the inner aileron 10; all the control surfaces adopt a fixed rudder deflection form to change rudder deflection angles; the model tail 11 is made of 30CrMnSiA, and the model tail 11 adopts an insertion connection mode, so that the tail is convenient to replace; a cavity is reserved at the lower part of the rear machine body 12 to reduce weight, the shape is maintained through a rear machine body cover plate 13, the rear machine body cover plate 13 is made of 7075, the rear machine body cover plate 13 is connected with the rear machine body 12 through screws, and the number of the screws is 10; the whole rear fuselage portion has the total length of 330mm, the width of 460mm and the total mass of 3.1 Kg.
The front fuselage part and the rear fuselage part are connected into a whole in a mode of a pair of screws and taper pins distributed at 90 degrees, the total length of the model is 580mm, the width of the model is 460mm, and the total mass of the model is 3.85 Kg.
Examples
The design of the high-speed dynamic derivative test model of the flying wing layout aircraft is completed by using the design method of the high-speed dynamic derivative test model of the flying wing layout aircraft, the model consists of a front fuselage part and a rear fuselage part, and the front fuselage part comprises: the device comprises a front fuselage head 1, a front fuselage filler 2, a front fuselage shell 3 and a front fuselage skeleton 4; the rear body portion includes: the wing comprises a front flap 5, a lower spoiler 6, an upper spoiler 7, a full-motion wing tip 8, an outer aileron 9, an inner aileron 10, a model tail 11, a rear fuselage 12 and a rear fuselage cover plate 13;
the whole length of the processed high-speed dynamic derivative test model of the flying wing layout aircraft is 580mm, the width of the model is 460mm, and the total mass of the model is 3.85 Kg. During actual test, the measured main moments of inertia of the model in three directions are respectively: ix is 0.032Kgm2，Iy＝0.072Kgm2，Iz＝0.041Kgm2Compared with a conventional dynamic derivative test model with the same size, the mass is reduced by about 50%, and the rotational inertia is reduced by about 60%.
Those skilled in the art will appreciate that those matters not described in detail in the present specification are well known in the art.
Claims (11)
1. The utility model provides a flying wing overall arrangement aircraft high speed wind tunnel dynamic derivative test model which characterized in that comprises preceding fuselage portion and back fuselage portion, and preceding fuselage portion includes: the device comprises a front fuselage head (1), a front fuselage filler (2), a front fuselage shell (3) and a front fuselage skeleton (4); the rear body portion includes: a front flap (5), a spoiler, an aileron, a full-motion wingtip (8), a model tail (11), a rear fuselage (12) and a rear fuselage cover plate (13); the spoilers comprise lower spoilers (6) and upper spoilers (7), and the ailerons comprise outer ailerons (9) and inner ailerons (10);
the front machine body head (1) is arranged at the front end of the front machine body shell (3); the front body shell (3) is supported and fixed by a front body framework (4); the front fuselage filler (2) is filled in the front fuselage shell (3); the density of the front machine body filler is less than 80Kg/m3The rigid foam of (1);
the front flaps (5) are arranged on two sides of the front end of the rear fuselage (12); the lower spoiler (6) and the upper spoiler (7) are respectively arranged at the lower part and the upper part of the two sides of the rear fuselage (12); the full movable wingtips (8) are arranged at two sides of the rear end of the rear fuselage (12); the outer aileron (9) and the inner aileron (10) are respectively arranged on the outer side and the inner side of the tail of the rear fuselage (12); the model tail part (11) is arranged at the tail part of the rear fuselage (12); the rear machine body cover plate (13) is arranged at the lower part of the rear machine body (12), and the rear machine body cover plate and the rear machine body are hollow; the positions of two sides of the rear fuselage cover plate do not exceed the lower spoiler (6), and the rear end does not exceed the inner aileron (10);
the front fuselage part and the rear fuselage part are connected into a whole to form a dynamic derivative test model of the high-speed wind tunnel of the flying wing layout aircraft.
2. The test model of claim 1, wherein: the front machine body shell is made of carbon fiber; the head of the front fuselage is made of 30CrMnSiA, and the framework of the front fuselage is made of 7075 light materials.
3. The test model of claim 1, wherein: the total length of the head of the front fuselage is not less than 20mm, and the thickness of the framework of the front fuselage is 5mm-10 mm; the contact area of the front fuselage skeleton and the front fuselage shell is more than 30% of the internal surface area of the front fuselage shell; the thickness of the front fuselage shell is 2-3 mm.
4. The test model of claim 1, wherein: the front machine body framework is connected with the front machine body shell in a screw and glue joint mode; the head of the front machine body is connected with the shell of the front machine body in an interference fit and gluing mode.
5. The test model of claim 1, wherein: the rear fuselage, the rear fuselage cover plate and the front flap in the rear fuselage part are all integrally processed by a material 7075, and the rest is made of 30 CrMnSiA.
6. The test model of claim 1, wherein: the front flap is installed on the rear body through screws, the number of the screws is not less than 4, the upper spoiler and the lower spoiler are installed on the rear body through screws, the number of the connecting screws of each spoiler is not less than 3, the tip of the full-motion wing is installed on the rear body through screws, the number of the screws is not less than 3, the outer side aileron and the inner side aileron are installed on the rear body through screws, the number of the connecting screws of each aileron is not less than 3, the cover plate of the rear body is connected with the rear body through screws, and the number of the screws is not less than 10.
7. The test model of claim 1, wherein: the contact area of the joint of the front flap and the rear fuselage is not less than 20% of the surface area of the front flap; the contact area of the joint of the full movable wing tip and the rear fuselage is not less than 20% of the surface area of the front flap wing; the contact area of the connection part of the aileron and the rear fuselage is not less than 20 percent of the surface area of the aileron; the contact area of the connection part of the spoiler and the rear fuselage is not less than 20% of the surface area of the spoiler.
8. The test model of claim 1, wherein: the tail of the model adopts a plug-in connection mode, so that the tail is convenient to replace.
9. The test model of claim 1, wherein: the front machine body part and the rear machine body part are connected through cylindrical matching, and the length of the matching surface is not less than 3 times of the diameter of the cylinder.
10. The test model of claim 1 or 9, wherein: the front fuselage portion and the rear fuselage portion are connected into a whole in a mode of a pair of screws and taper pins distributed at 90 degrees.
11. The test model of claim 5, wherein: the lower part of the rear machine body is protected by a rear machine body cover plate, and the thickness of the rear machine body cover plate is not less than 4 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911108082.0A CN110940481B (en) | 2019-11-13 | 2019-11-13 | Dynamic derivative test model of high-speed wind tunnel of flying wing layout aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911108082.0A CN110940481B (en) | 2019-11-13 | 2019-11-13 | Dynamic derivative test model of high-speed wind tunnel of flying wing layout aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110940481A true CN110940481A (en) | 2020-03-31 |
| CN110940481B CN110940481B (en) | 2021-09-07 |
Family
ID=69906751
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911108082.0A Active CN110940481B (en) | 2019-11-13 | 2019-11-13 | Dynamic derivative test model of high-speed wind tunnel of flying wing layout aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110940481B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115541174A (en) * | 2022-11-29 | 2022-12-30 | 中国航空工业集团公司哈尔滨空气动力研究所 | Large-size dynamic derivative test model structure |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0337542A (en) * | 1989-07-04 | 1991-02-18 | Mitsubishi Heavy Ind Ltd | Apparatus for testing dynamic stability of aircraft |
| CN102879171A (en) * | 2012-10-12 | 2013-01-16 | 中国航空工业集团公司沈阳空气动力研究所 | Support system for entire pressure test in airplane |
| CN105173112A (en) * | 2015-08-14 | 2015-12-23 | 中国航空工业集团公司西安飞机设计研究所 | Method for adjusting wing class model and system for adjusting wing class model |
| CN105181293A (en) * | 2015-06-04 | 2015-12-23 | 中国航天空气动力技术研究院 | Wing-body combination aircraft wind tunnel test model designing and processing method |
| CN106441779A (en) * | 2015-08-06 | 2017-02-22 | 无锡市羲和科技有限公司 | Apparatus for measuring three-degree-of-freedom dynamic stability parameters of aircraft in high-speed wind tunnel |
| CN106428560A (en) * | 2016-10-28 | 2017-02-22 | 中国人民解放军总参谋部第六十研究所 | Canard aerodynamic configuration of subsonic-velocity high-maneuver drone aircraft |
| CN106650095A (en) * | 2016-12-21 | 2017-05-10 | 中国航天空气动力技术研究院 | Method for correcting unmanned aerial vehicle control matrix based on wind tunnel test data and CFD calculation |
| CN107037824A (en) * | 2017-06-09 | 2017-08-11 | 中国航空工业集团公司哈尔滨空气动力研究所 | A kind of all-wing aircraft model transverse control device and control method |
| CN108132134A (en) * | 2017-11-15 | 2018-06-08 | 南京航空航天大学 | Aerodynamic derivative discrimination method and system based on wind tunnel free flight test |
-
2019
- 2019-11-13 CN CN201911108082.0A patent/CN110940481B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0337542A (en) * | 1989-07-04 | 1991-02-18 | Mitsubishi Heavy Ind Ltd | Apparatus for testing dynamic stability of aircraft |
| CN102879171A (en) * | 2012-10-12 | 2013-01-16 | 中国航空工业集团公司沈阳空气动力研究所 | Support system for entire pressure test in airplane |
| CN105181293A (en) * | 2015-06-04 | 2015-12-23 | 中国航天空气动力技术研究院 | Wing-body combination aircraft wind tunnel test model designing and processing method |
| CN106441779A (en) * | 2015-08-06 | 2017-02-22 | 无锡市羲和科技有限公司 | Apparatus for measuring three-degree-of-freedom dynamic stability parameters of aircraft in high-speed wind tunnel |
| CN106441779B (en) * | 2015-08-06 | 2019-03-01 | 日照坤仑智能科技有限公司 | The device of aircraft three-freedom moving steadiness parameter is measured in a kind of high-speed wind tunnel |
| CN105173112A (en) * | 2015-08-14 | 2015-12-23 | 中国航空工业集团公司西安飞机设计研究所 | Method for adjusting wing class model and system for adjusting wing class model |
| CN106428560A (en) * | 2016-10-28 | 2017-02-22 | 中国人民解放军总参谋部第六十研究所 | Canard aerodynamic configuration of subsonic-velocity high-maneuver drone aircraft |
| CN106650095A (en) * | 2016-12-21 | 2017-05-10 | 中国航天空气动力技术研究院 | Method for correcting unmanned aerial vehicle control matrix based on wind tunnel test data and CFD calculation |
| CN107037824A (en) * | 2017-06-09 | 2017-08-11 | 中国航空工业集团公司哈尔滨空气动力研究所 | A kind of all-wing aircraft model transverse control device and control method |
| CN108132134A (en) * | 2017-11-15 | 2018-06-08 | 南京航空航天大学 | Aerodynamic derivative discrimination method and system based on wind tunnel free flight test |
Non-Patent Citations (3)
| Title |
|---|
| M.NAGAYASU,S.SASAM.YANAGIHARA,T.SHIMOMURA: "Identification of Stability Derivatives from Dynamic Wind-Tunnel Test of a Cable-Mounted Model", 《IFAC PROCEEDINGS VOLUMES》 * |
| 刘金,陈农,宋玉辉,胡静,解克: "《第十五届北方七省市区力学学术会议论文集 中国力学学会》", 31 December 2014 * |
| 郑祥明 等: "飞翼式微型飞行器飞行动力学特性研究", 《航空学报》 * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115541174A (en) * | 2022-11-29 | 2022-12-30 | 中国航空工业集团公司哈尔滨空气动力研究所 | Large-size dynamic derivative test model structure |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110940481B (en) | 2021-09-07 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102282070B (en) | Horizontal stabilising surface of an aircraft | |
| US7854409B2 (en) | Canarded deltoid main wing aircraft | |
| CN101875399B (en) | Tilt rotor aircraft adopting parallel coaxial dual rotors | |
| CN102458988B (en) | There is the aircraft of the box-like wing structure of λ | |
| US4828204A (en) | Supersonic airplane | |
| CN106741820A (en) | A kind of VTOL fixed-wing unmanned vehicle | |
| CN110940484B (en) | Rolling forced vibration dynamic derivative test device for high-speed flying wing model under large attack angle | |
| CN110940480B (en) | Pitching yawing forced vibration dynamic derivative test device used under high attack angle of high-speed flying wing model | |
| CN107310714B (en) | Flight control system of stealth unmanned aerial vehicle with flying wing layout and control method thereof | |
| CN110979682A (en) | Variable-area duck-type forward-swept wing variant aircraft | |
| US11718386B2 (en) | Cupola fairing for an aircraft and method for fabricating the same | |
| CN109808913A (en) | A kind of unmanned aerial vehicle design method with deflectable winglet | |
| CN115042968A (en) | Vertical take-off and landing aircraft | |
| CN110143282B (en) | Aircraft adopting high aspect ratio double-fuselage flying wing layout | |
| CN110940481B (en) | Dynamic derivative test model of high-speed wind tunnel of flying wing layout aircraft | |
| US9296478B2 (en) | Aircraft having at least two aircraft fuselages and a first wing arrangement with at least two wing sections that are not connected to each other | |
| CN110116802A (en) | A kind of big loading small-sized unmanned aircraft of high universalizable | |
| CN111017185B (en) | Laminar flow technology verification machine | |
| CN102910280A (en) | Aerodynamic configuration for buoyancy-lifting vehicle in near-space | |
| EP3837164A1 (en) | Methods for improvements of the closed wing aircraft concept and corresponding aircraft configurations | |
| CN108082471A (en) | A kind of variant supersonic plane | |
| US2459009A (en) | Aircraft body and wing arrangement | |
| CN109263855B (en) | Pneumatic layout of ultra-large aspect ratio aircraft adopting trailing edge supporting wings | |
| CN217598818U (en) | Pneumatic layout of unmanned aerial vehicle | |
| EP0221204B1 (en) | Supersonic airplane |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |