CN111307396B

CN111307396B - Model supporting structure, device and system for wind tunnel virtual flight test

Info

Publication number: CN111307396B
Application number: CN201911202087.XA
Authority: CN
Inventors: 林麒; 吴惠松; 彭苗娇; 柳汀; 潘家鑫
Original assignee: Xiamen University
Current assignee: Xiamen University
Priority date: 2019-11-29
Filing date: 2019-11-29
Publication date: 2021-03-05
Anticipated expiration: 2039-11-29
Also published as: CN111307396A

Abstract

A model support structure, a device and a system for a wind tunnel virtual flight test are disclosed. A parallelogram mechanism is adopted in a model supporting structure of a wind tunnel virtual flight test to realize the purpose of providing pitching or rolling freedom degree for an airplane model. The rope in the model supporting device is connected with two sides of the lever, which are positioned on the fulcrum; the lever is rotatably connected to the first bracket through a first shaft; the first bracket is rotatably connected to the second bracket by a second shaft perpendicular to the first shaft; the lifting mechanism drives the second support to move in a direction parallel to the second shaft. The model supporting system comprises two model supporting devices. The technical scheme can satisfy the freedom degree of pitching or rolling of the aircraft model in the wind tunnel virtual flight test, and restrict all the motions which can change the mass center of the aircraft model; furthermore, the technical scheme can also select the freedom degree of the release according to the actual test requirements.

Description

Model supporting structure, device and system for wind tunnel virtual flight test

Technical Field

The invention relates to the technical field of wind tunnel tests of airplane models, in particular to a model supporting structure, a device and a system for a wind tunnel virtual flight test.

Background

The wind tunnel test is an important means for obtaining the aerodynamic parameters of the aircraft and inspecting the flight performance of the aircraft. Wind tunnel virtual flight tests require the release of several degrees of freedom of the aircraft model, such as the release of pitch, roll and/or yaw degrees of freedom, and constrain all movements that cause changes in the center of mass of the aircraft model. The test can find the problems of the flight control system as early as possible, reduce the risk of flight tests, shorten the research and development period and effectively evaluate the influence of unsteady aerodynamic force on the flight quality of the aircraft and the flight control system.

The existing support system for the wind tunnel virtual flight test mainly adopts a serial support structure with a kinematic joint (disclosed in Chinese patent CN 102494864A), a ball-hinge type support structure (disclosed in Chinese patent CN 105784314A) and a cross support structure with a decoupled kinematic joint (disclosed in Chinese patent CN 206818381U).

The invention aims to provide another model supporting structure, a device and a system for a wind tunnel virtual flight test, which can release the pitching, rolling and/or yawing freedom degrees of an airplane model, restrain all the functions of changing the mass center of the airplane model and perform the virtual flight wind tunnel test of the airplane model by matching with a control surface.

Disclosure of Invention

The invention aims to provide a model supporting structure, a device and a system for a wind tunnel virtual flight test. The method can release the pitching or rolling freedom degree of the airplane model in a wind tunnel virtual flight test, and restrain all the motions which can change the mass center of the airplane model; furthermore, the technical scheme can also select the freedom degree of the release according to the actual test requirements.

In order to achieve the purpose, the invention adopts the following technical scheme:

the first technical scheme relates to a model supporting structure for a wind tunnel virtual flight test, which comprises a first parallelogram mechanism and a second parallelogram mechanism; the first parallelogram mechanism is positioned on a vertical plane passing through the symmetry axis of the airplane model or a vertical plane perpendicular to the symmetry axis of the airplane model, the first side of the first parallelogram mechanism is positioned on the fuselage of the airplane model and passes through the mass center of the airplane model, the opposite second side of the first parallelogram mechanism rotates on the vertical plane around the intersection point of a plumb line where the mass center of the airplane model is positioned and the second side, and the first side of the first parallelogram mechanism rotates relative to other sides of the first parallelogram mechanism; the second parallelogram mechanism is positioned on a vertical plane vertical to the first parallelogram mechanism, the first side of the second parallelogram mechanism is positioned on the body of the airplane model and passes through the center of mass of the airplane model, the opposite second side rotates on the vertical plane around the intersection point of a plumb line where the center of mass of the airplane model is positioned and the second side, and the first side of the second parallelogram mechanism rotates relative to other sides of the second parallelogram mechanism.

Based on the first technical scheme, a second technical scheme is also disclosed, wherein the third side and the fourth side of the first parallelogram mechanism are both provided with ropes; a first traction structure is arranged on the other side, opposite to the first parallelogram mechanism, of the airplane model; the first traction structure is hinged with the airplane model, and the first traction structure and the first parallelogram mechanism oppositely pull the airplane model along the direction of a plumb line passing through the center of mass of the airplane model so as to tension the rope.

Based on the first technical scheme, a third technical scheme is also disclosed, wherein the third side and the fourth side of the first parallelogram mechanism and the third side and the fourth side of the second parallelogram mechanism both adopt ropes, and the first parallelogram mechanism and the second parallelogram mechanism are respectively positioned at the upper part and the lower part of the airplane model; the first parallelogram mechanism and the second parallelogram mechanism oppositely pull the airplane model and tension the ropes.

The fourth technical scheme relates to a model supporting device for a wind tunnel virtual flight test, which comprises two ropes, a lever, a first support, a second support and a lifting mechanism; one ends of the two ropes are respectively connected with two sides of the lever fulcrum, and the other ends of the two ropes are pivoted with the airplane model; the lever is rotationally connected to the first support through a first shaft and forms a parallelogram mechanism together with the two ropes and the airplane model; the first bracket is rotatably connected to the second bracket by a second shaft perpendicular to the first shaft; the lifting mechanism drives the second support to move in a direction parallel to the second shaft.

Based on the fourth technical scheme, a fifth technical scheme is also disclosed, wherein the vehicle-mounted terminal further comprises a first pin; the lever is provided with a first pin hole; the first bracket is provided with a second pin hole; when the first pin is inserted into the first pin hole and the second pin hole, the lever is fixed relative to the first support.

Based on the fourth technical scheme, a sixth technical scheme is further disclosed, wherein the second bracket is provided with an adjusting assembly; the adjusting assembly comprises a bearing, two shaft sleeves and two axial locking nuts; the bearing inner ring is slidably sleeved on the outer wall of the second shaft, and the outer ring of the bearing inner ring is fixedly connected with the first support; the two shaft sleeves are slidably sleeved on the outer wall of the second shaft and are respectively positioned on two sides of the bearing; two the equal spiro union of axial lock nut in the outer wall of secondary shaft and be located the opposite side of the relative bearing of axle sleeve respectively, two axial lock nuts rotate to tightly support axle sleeve terminal surface and two axle sleeves tightly support the both ends of bearing respectively, the relative secondary shaft of bearing is fixed.

Based on the fifth technical scheme, a seventh technical scheme is also disclosed, wherein the device further comprises a second pin; the first bracket is provided with a third pin hole; the second bracket is provided with a fourth pin hole; when the second pin is inserted into the third pin hole and the fourth pin hole, the first support is fixed relative to the second support.

Based on the fifth technical scheme, an eighth technical scheme is also disclosed, wherein the device further comprises a fixing frame and a third pin; the fixed frame is used for installing the lifting mechanism; the first bracket is provided with a fifth pin hole; the fixing frame is provided with a sixth pin hole; when the third pin is inserted into the fifth pin hole and the sixth pin hole, the first support is fixed relative to the fixed frame.

The ninth technical scheme relates to a model supporting system for a wind tunnel virtual flight test, which comprises two model supporting devices for the wind tunnel virtual flight test; the two model supporting devices of the wind tunnel virtual flight test are respectively connected to the upper part and the lower part of the airplane model, and when the connection is completed, two ropes in each model supporting device of the wind tunnel virtual flight test are parallel and equal in length; the first axis is horizontal and is positioned on a vertical plane passing through the center of mass of the flight model; the second shaft is superposed with a plumb line passing through the mass center of the airplane model, the plane where the lever and the two ropes of the model supporting device of one wind tunnel virtual flight test are located is located on the vertical plane passing through the symmetrical axis of the airplane model, and the plane where the lever and the two ropes of the model supporting device of the other wind tunnel virtual flight test are located is located on the vertical plane perpendicular to the symmetrical axis of the airplane model.

As can be seen from the above description of the present invention, the present invention has the following advantages over the prior art:

1. the model supporting structure for the wind tunnel virtual flight test provided by the first technical scheme releases the pitching or rolling freedom degree for the airplane model and simultaneously restrains all motions capable of changing the mass center of the airplane model; the first parallelogram mechanism is positioned on a vertical plane passing through the symmetry axis of the airplane model or a vertical plane perpendicular to the symmetry axis of the airplane model, the first side of the first parallelogram mechanism is positioned on the fuselage of the airplane model and passes through the mass center of the airplane model, and the second side of the first parallelogram mechanism rotates on the vertical plane around the intersection point of a plumb line where the mass center of the airplane model is positioned and the second side, so that the first parallelogram mechanism restrains the movement in the vertical, left and right or front and back directions and the like which change the mass center of the airplane model, and the aim of ensuring that the mass center of the airplane model is not changed is fulfilled; in the first parallelogram mechanism, when the second side rotates on the vertical plane around the intersection point of the plumb line where the center of mass of the airplane model is located and the second side, the first side needs to be always parallel to the second side, so that the first side rotates around the center of mass, and the function of releasing the freedom degree of pitching or rolling for the airplane model is realized; when the first parallelogram mechanism is positioned on a vertical plane passing through the symmetry axis of the airplane model, the model supporting structure releases the pitching freedom degree of the airplane model; when the first parallelogram mechanism is located on a vertical plane perpendicular to the symmetry axis of the aircraft model, the model support structure releases the rolling freedom of the aircraft model.

2. According to the first technical scheme, on the basis of using the first parallelogram mechanism, the second parallelogram mechanism is additionally arranged so as to realize the function of releasing the pitching and rolling degrees of freedom for the airplane model at the same time.

3. In the second technical scheme, a specific implementation manner of the first technical scheme is provided, namely, the third side and the fourth side of the first parallelogram mechanism adopt tensioned ropes, wherein in order to realize the tensioning function of the third side and the fourth side of the first parallelogram mechanism, the other side, opposite to the first parallelogram mechanism, on the airplane model is pulled by adopting a first pulling structure, so that the ropes can be always tensioned, and the first parallelogram mechanism has a simpler structure and high feasibility; the first traction structure is hinged with the airplane model on one side, connected with the airplane model, so that the first traction structure is prevented from limiting the rotation function of the first parallelogram mechanism, and the first traction structure is further ensured not to limit the degree of freedom provided by the first parallelogram mechanism for the airplane model. The third side and the fourth side of the first parallelogram mechanism adopt a rope form, and compared with a hard rod form, the first parallelogram mechanism has smaller fineness, less interference on an air flow field in a wind tunnel, low manufacturing cost, light weight, more convenient assembly and control and more favorable freedom for releasing an airplane model; and the rope is relative to the hard pole, and the mouth that the aircraft model surface needs to be seted up is less, and the aerodynamic configuration of aircraft model keeps better, and is little to the dynamic characteristic influence of aircraft model, and the referential of test result is better.

4. The third technical means provides a specific implementation manner for the second technical means, that is, the third side and the fourth side of the first parallelogram mechanism and the third side and the fourth side of the second parallelogram mechanism both use tensioned ropes, wherein the first parallelogram mechanism and the second parallelogram mechanism are respectively arranged at the upper part and the lower part of the airplane model, and the first parallelogram mechanism and the second parallelogram mechanism tension the ropes by pulling the airplane model back to back with each other, so that the function of providing the airplane model with the pitching and rolling degrees of freedom is reliably realized with a simple structure. The third edge and the fourth edge of the first parallelogram mechanism and the third edge and the fourth edge of the fourth parallelogram mechanism both adopt the form of ropes, and compared with the form of adopting hard rods, the fineness is smaller, the interference on an air flow field in a wind tunnel is smaller, the manufacturing cost is low, the texture is light, the assembly and the control are more convenient, and simultaneously, the freedom degree of an airplane model is more favorably released; and the rope is relative to the hard pole, and the mouth that the aircraft model surface needs to be seted up is less, and the aerodynamic configuration of aircraft model keeps better, and is little to the dynamic characteristic influence of aircraft model, and the referential of test result is better.

5. The fourth technical scheme provides a model supporting device for realizing the wind tunnel virtual flight test of the third technical scheme, and when the model supporting device and an airplane model are connected in place, the model supporting device and the airplane model jointly form a parallelogram mechanism, wherein the airplane model forms a first side of a first parallelogram mechanism; the lever forms a second side of the first parallelogram mechanism; the two ropes respectively form a third side and a fourth side of the first parallelogram mechanism; the first axis is a horizontal pivot which is positioned on a vertical plane where the center of mass of the airplane model is positioned and is orthogonal to the lever, and the rotation of the lever around the first axis provides the airplane model with the freedom degree of pitching or rolling; the second shaft is positioned on a plumb line where the mass center of the airplane model is positioned, the first support is connected to the second support in a rotating mode through the second shaft, and the first support drives the lever and the airplane model to rotate along with the second support when rotating around the second shaft so as to achieve the function of providing yaw freedom degree for the airplane model; the lifting mechanism drives the first support and the lever to move through the second support so as to adjust the tension of the rope and ensure that the rope is in a tension state.

6. In the fifth technical scheme, when the first pin is inserted into the first pin hole and the second pin hole, the lever is fixed relative to the first support, so that the purpose of locking the pitching freedom degree or the rolling freedom degree of the airplane model is achieved, and the requirement that the model supporting device can selectively release different freedom degrees of the airplane model is met.

7. The sixth technical scheme provides an implementation mode for manually adjusting the rope tension, wherein a bearing can drive a first support to move to a corresponding position relative to a second shaft so as to achieve the purpose of adjusting the rope tension, when the bearing moves in place and the rope tension is adjusted in place, two axial locking nuts are respectively tightly pressed against two ends of two shaft sleeves, the two shaft sleeves are respectively tightly pressed against two ends of the bearing, the bearing can be limited to move relative to the second shaft, and the bearing is locked on the second shaft; and the axial locking nut is unscrewed again to be separated from the shaft sleeve, and the shaft sleeve and the bearing can continuously move relative to the second shaft and adjust the height of the first bracket on the second shaft.

8. In the seventh technical scheme, when the second pin is inserted into the third pin hole and the fourth pin hole, the first support is fixed relative to the second support so as to achieve the purpose of locking the yaw freedom degree of the airplane model and meet the requirement that the model supporting device can selectively release the freedom degree of the airplane model according to the requirement; in the structure, under the condition that the first support cannot rotate relative to the second support, the first support can still be driven to move by adjusting the height position of the second support so as to achieve the purpose of adjusting the tensioning force of the rope.

9. In an eighth technical scheme, the first support may further achieve a locking relationship with the fixed frame, and specifically, when the third pin is inserted into the fifth pin hole and the sixth pin hole, the first support may be fixed relative to the fixed frame, which may also achieve a function of providing a yaw degree of freedom for the airplane model by locking the model supporting device.

10. The ninth technical scheme provides a model support system for realizing the wind tunnel virtual flight test of the fifth technical scheme, and the model support system can release the pitching, rolling and yawing degrees of freedom of the airplane model in the wind tunnel virtual flight test and restrain all motions capable of changing the mass center of the airplane model.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic structural diagram of a first model support structure for a wind tunnel virtual flight test according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a second embodiment of a model support structure for a wind tunnel virtual flight test according to the present invention;

FIG. 3 is a schematic structural diagram of a third embodiment of a model support structure for a wind tunnel virtual flight test according to the present invention;

FIG. 4 is a schematic structural diagram of a fourth embodiment of a model support structure for a wind tunnel virtual flight test according to the present invention;

FIG. 5 is a schematic structural diagram of a fifth embodiment of a model support structure for a wind tunnel virtual flight test according to the present invention;

FIG. 6 is a schematic structural diagram of a sixth embodiment of a model support structure for a wind tunnel virtual flight test according to the present invention;

FIG. 7 is a schematic structural diagram of a model support device for a wind tunnel virtual flight test according to the present invention;

FIG. 8 is a schematic view of a partial structure of a model support device for a wind tunnel virtual flight test according to the present invention;

FIG. 9 is a schematic view of a partial cross-sectional structure of a model support device for a wind tunnel virtual flight test according to the present invention;

FIG. 10 is a schematic structural diagram of a model support system for a wind tunnel virtual flight test according to the present invention;

FIG. 11 is a schematic structural diagram of an aircraft model in the model support system for the wind tunnel virtual flight test according to the present invention;

FIG. 12 is a schematic structural diagram of a fifth rod and a sixth rod in the model support system for the wind tunnel virtual flight test of the invention.

Description of the main reference numerals:

a model support structure 100 for a wind tunnel virtual flight test;

a first parallelogram mechanism 10; a first bar 101 of the first parallelogram mechanism; a second lever 102 of the first parallelogram mechanism; a third lever 103 of the first parallelogram mechanism; a fourth bar 104 of the first parallelogram mechanism; a first rope 105 of a first parallelogram mechanism; a second rope 106 of the first parallelogram mechanism;

a second parallelogram mechanism 20; a first rod 201 of the second parallelogram mechanism; a second bar 202 of the second parallelogram mechanism; a third rod 203 of the second parallelogram mechanism; a fourth bar 204 of the second parallelogram mechanism; a first rope 205 of a second parallelogram mechanism; a second rope 206 of a second parallelogram mechanism;

a first link frame 30; a first pivot 301;

a second link frame 40; a second pivot 401;

a first pulling structure 50;

a third link frame 60; a third pivot 601;

a fourth link frame 70; a fourth pivot 701;

a first rotating shaft 80; a second rotating shaft 901; a third rotating shaft 902;

a model supporting device 200 for a wind tunnel virtual flight test;

a rope 1;

a lever 2; a first arm 21; a second arm 22; a hinge connection 23; a first pivot hole 231; a first pin hole 232;

a first bracket 3; a first plate 31; a second pin hole 310; a seventh pin hole 312; a first shaft 313; a second plate 32; a connecting plate 33; a second pivot hole 330; a fifth pinhole 331;

a second bracket 4; a second shaft 41; the adjustment assembly 42; a bearing 421; a bushing 422; an axial lock nut 423;

a lifting mechanism 5; a motor 51; a lead screw 52; a slider 53;

a fixed frame 6; a positioning plate 61; a through hole 610; a sixth pin hole 611; an eighth pin hole 612;

a first pin 71; a third pin 72; a fourth pin 73; a fifth pin 74;

a model support system 1000 for a wind tunnel virtual flight test;

an airplane model 300; a body 3001; a fifth lever 3002; a stepped shaft portion 30021; the sixth rod 3003.

Detailed Description

The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It is to be understood that the described embodiments are presently preferred embodiments of the invention and are not to be taken as an exclusion of other embodiments. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

In the claims, the specification and the drawings are to be regarded in an illustrative manner, such that the terms first, second, third and the like are used to distinguish one element from another, and are not used to describe a particular order, unless otherwise specifically limited.

In the claims, the specification and the drawings described above, unless otherwise expressly limited, all directional or positional relationships, such as those indicated by the terms "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "inner," "outer," "upper," "lower," "front," "rear," "left," "right," "clockwise," "counterclockwise," and the like, are to be construed as being based on the directional or positional relationships illustrated in the drawings and are merely for convenience in describing the invention and for the purpose of simplifying the description, and are not intended to indicate or imply that the device or element so indicated must have a particular orientation or be constructed and operated in a particular orientation, and therefore should not be construed as limiting the scope of the invention.

In the claims, the specification and the drawings, unless otherwise expressly limited, the terms "fixedly" or "fixedly connected" are used in a generic sense to refer to any connection that is not necessarily in a relative rotational or translational relationship, i.e., non-removably fixedly connected, integrally connected, and fixedly connected by other means or elements.

In the claims, the specification, and the drawings, unless explicitly defined otherwise, the terms "including", "having" and variations thereof are intended to be inclusive or non-limiting.

In the claims, the description and the drawings, unless expressly defined otherwise, the term "parallelogram mechanism" is used to mean a planar linkage mechanism with a parallelogram structure and four sides hinged in pairs, wherein the four sides of the parallelogram mechanism can be four rigid rods hinged in pairs, or a combination of two rigid rods and two tensioning ropes respectively applied to two opposite sets of opposite sides, and the functions performed by the parallelogram mechanism are unchanged in the tensioned state.

In the claims, the description and the drawings, unless expressly defined otherwise, the term "airplane model symmetry axis" as used herein means the axis of symmetry equally dividing the left and right sides of the airplane model when viewed from above or below the airplane model.

The technical solution in the embodiments will be clearly and completely described below with reference to the accompanying drawings.

Referring to fig. 1 to 6, fig. 1 to 6 show structural schematic diagrams of a model support structure 100 for a wind tunnel virtual flight test according to the present invention, wherein for convenience of drawing and understanding, fig. 1 to 6 use a cross as an abstract model of an airplane model.

First embodiment of model support structure 100 for wind tunnel virtual flight test

Referring to fig. 1, fig. 1 shows a structural schematic diagram of a model support structure 100 of an embodiment wind tunnel virtual flight test. As shown in fig. 1, in the first embodiment, the model support structure of the wind tunnel virtual flight test includes a first parallelogram mechanism.

Wherein the first parallelogram mechanism 10 is located on a vertical plane through or perpendicular to the symmetry axis of the airplane model, which provides the airplane model with a degree of freedom in pitch or roll.

The first parallelogram mechanism 10 is arranged on the wind tunnel test platform, four sides of the first parallelogram mechanism are formed by four hinged hard rods, and the first parallelogram mechanism comprises a first rod 101, a second rod 102, a third rod 103 and a fourth rod 104; in the present embodiment, the first parallelogram mechanism 10 is disposed at the lower part of the airplane model, but it is not excluded that the first parallelogram mechanism 10 may be disposed at the upper part of the airplane model.

The first bar 101 of the first parallelogram mechanism is in this embodiment the first side of the first parallelogram mechanism 10, which is located in the fuselage of the airplane model and passes through the center of mass of the airplane model.

The second bar 102 of the first parallelogram mechanism is in this embodiment the second side of the first parallelogram mechanism 10, which is opposite the first bar 101 of the first parallelogram mechanism, and which is rotated on the vertical plane about the intersection of the vertical line in which the centre of mass of the airplane model is located and the second bar 102 of the first parallelogram mechanism to ensure that the parallelogram mechanism can provide the airplane model with a degree of freedom in pitch or roll. The above-mentioned rotation relationship is realized in the following way in the practical structure: a first connecting frame 30 is arranged on the wind tunnel test platform; a horizontal first pivot 301 is arranged on the first connecting frame 30; the second bar 102 of the first parallelogram mechanism in this embodiment is pivotally connected to the first pivot 301, and forms the above-mentioned intersection with the pivot center of the first pivot 301; the first parallelogram mechanism 10 can be realized in practical application by the following ways: as shown in FIG. 1, in order to ensure that the first pivot 301 around which the second rod 102 of the first parallelogram mechanism pivots can be always located on the vertical plane of the center of mass of the airplane model, in this embodiment, the first rod 101 of the first parallelogram mechanism or the airplane model is provided with a traction structure 10A on the side away from the second rod 102 of the first parallelogram mechanism, the traction structure 10A pulls the airplane model in the direction of the vertical line of the center of mass of the airplane model relative to the first parallelogram mechanism and is hinged with the airplane model to allow the first parallelogram mechanism 10 to rotate on the vertical plane of the first parallelogram mechanism around the intersection point of the second rod 102 of the first parallelogram mechanism and the first pivot 301 while performing the pulling function, so as to avoid the first rod 101 of the first parallelogram mechanism and the second rod 102 of the first parallelogram mechanism from being staggered with each other and achieve the purpose of limiting the up-and-down movement of the airplane model, The left-right movement and the front-back movement.

The third bar 103 of the first parallelogram mechanism and the fourth bar 104 of the first parallelogram mechanism are in this embodiment the third side of the first parallelogram mechanism 10 and the fourth side of the first parallelogram mechanism 10, respectively, which are the other two opposite sides for connecting the first bar 101 of the first parallelogram mechanism and the second bar 102 of the first parallelogram mechanism.

In this embodiment, when the first parallelogram mechanism 10 is located on the vertical plane passing through the symmetry axis of the airplane model and the second rod 102 of the first parallelogram mechanism rotates on the vertical plane around the intersection point, the first parallelogram mechanism 10 provides the airplane model with a degree of freedom of pitching; when the first parallelogram 10 is positioned on a vertical plane perpendicular to the symmetry axis of the aircraft model and the second lever 102 of the first parallelogram is rotated on the vertical plane about the intersection point, the first parallelogram 10 provides the aircraft model with a degree of freedom to roll.

Second embodiment of model support structure 100 for wind tunnel virtual flight test

Referring to fig. 2, fig. 2 shows a structural schematic diagram of a model support structure 100 of an embodiment wind tunnel virtual flight test. As shown in fig. 2, in the second embodiment, the model support structure 100 for the wind tunnel virtual flight test includes a first parallelogram mechanism 10 and a first pulling structure 50.

Wherein the first parallelogram mechanism 10 is located on a vertical plane passing through or perpendicular to the symmetry axis of the airplane model, and cooperates with the first pulling structure 50 to provide the airplane model with a pitch or roll degree of freedom, but to limit the degrees of freedom of up-and-down movement, left-and-right movement, and front-and-back movement of the airplane model.

The first parallelogram mechanism 10 is arranged on the wind tunnel test platform, four sides of the first parallelogram mechanism are formed by combining a rope and a hard rod, and the first parallelogram mechanism comprises a first rod 101, a second rod 102, a first rope 105 and a second rope 106; in the present embodiment, the first parallelogram mechanism 10 is disposed at the lower part of the airplane model, but it is not excluded that the first parallelogram mechanism 10 may be disposed at the upper part of the airplane model.

The first bar 101 of the first parallelogram mechanism constitutes a first side of the first parallelogram mechanism 10, which is located in the fuselage of the airplane model and passes through the center of mass of the airplane model.

The second bar 102 of the first parallelogram mechanism forms a second side of the first parallelogram mechanism 10, which is opposite to the first bar 101 of the first parallelogram mechanism and rotates on the vertical plane around the intersection point of the plumb line where the center of mass of the airplane model is located and the second bar 102 of the first parallelogram mechanism, so as to ensure that the first parallelogram mechanism 10 can provide the airplane model with a degree of freedom of pitch or roll. The above-mentioned rotation relationship is realized in the following way in the practical structure: a second connecting frame 40 is arranged on the wind tunnel test platform; a horizontal second pivot 401 is arranged on the second connecting frame 40; the second lever 102 of the first parallelogram mechanism in this embodiment is pivotally connected to a second pivot 401, which forms the above-mentioned intersection with the center of rotation of the second pivot 401.

The first rope 105 of the first parallelogram mechanism and the second rope 106 of the first parallelogram mechanism respectively form a third side of the first parallelogram mechanism 10 and a fourth side of the first parallelogram mechanism 10, which are the other two opposite sides for connecting the first rod 101 of the first parallelogram mechanism and the second rod 102 of the first parallelogram mechanism, in this embodiment, the ropes are adopted, and compared with the form of adopting hard rods, the fineness is smaller, the interference on an air flow field in a wind tunnel is smaller, the manufacturing cost is low, the texture is light, the assembly and the control are more convenient, and simultaneously, the freedom degree of the airplane model is more favorably released; in addition, when the rope is adopted, the opening required to be formed in the surface of the airplane model is small, the aerodynamic appearance of the airplane model is well maintained, the influence on the dynamic characteristics of the airplane model is small, and the referential performance of the test result is better.

A first pulling structure 50 is provided on the model aircraft on the opposite side to the first parallelogram mechanism 10, i.e. the first pulling structure 50 is arranged at the upper part of the model aircraft and pulls the model aircraft against the first parallelogram mechanism 10 in the direction of the plumb line with the centre of mass of the model aircraft for tensioning the ropes, the first pulling structure 50 is hinged to the model aircraft to allow the first parallelogram mechanism 10 to be able to rotate on the vertical plane on which it is arranged while performing the pulling function, i.e. the first pulling structure 50 in this embodiment functions to ensure that, in the event that it pulls the model aircraft against the first parallelogram mechanism 10 for tensioning the ropes, it also meets the requirement that the degree of freedom provided by the first parallelogram mechanism 10 for the model aircraft is not limited, and in particular, the first pulling structure 50 in this embodiment may be implemented by using a pulling rope.

In this embodiment, as in the first embodiment, when the first parallelogram mechanism 10 is located on the vertical plane passing through the symmetry axis of the airplane model and the second rod 102 of the first parallelogram mechanism rotates on the vertical plane around the intersection point, the first parallelogram mechanism 10 provides the airplane model with a degree of freedom of pitching; when the first parallelogram 10 is positioned on a vertical plane perpendicular to the symmetry axis of the aircraft model and the second lever 102 of the first parallelogram is rotated on the vertical plane about the intersection point, the first parallelogram 10 provides the aircraft model with a degree of freedom to roll.

Model support structure 100 for wind tunnel virtual flight test

Referring to fig. 3, fig. 3 shows a schematic structural diagram of a model support structure 100 of an embodiment wind tunnel virtual flight test. As shown in fig. 3, in the third embodiment, the model supporting structure 100 for the wind tunnel virtual flight test is established on the basis of the first embodiment or the second embodiment, wherein a vertical first rotating shaft 80 is further disposed on the wind tunnel test platform for installing the wind tunnel test model supporting structure 100 in the third embodiment, and the first rotating shaft 80 is used for rotatably pivoting the first parallelogram mechanism 10 and is located on the vertical line where the centroid is located, so as to realize that the first parallelogram mechanism 10 rotates around the vertical line where the centroid of the airplane model is located and provide a yaw freedom function for the airplane model. It should be understood that, when the present embodiment is designed based on the second embodiment, the hinged relationship between the first pulling structure 50 and the airplane model should also satisfy the requirement of allowing the first parallelogram mechanism 10 to drive the airplane model to rotate around the plumb line where the center of mass of the airplane model is located.

Model support structure 100 for wind tunnel virtual flight test

Referring to fig. 4, fig. 4 shows a schematic structural diagram of a model support structure 100 of an embodiment wind tunnel virtual flight test. As shown in fig. 4, in the fourth embodiment, the model support structure 100 for the wind tunnel virtual flight test further includes a second parallelogram mechanism 20 on the basis of the first embodiment.

Wherein the second parallelogram mechanism 20 is located on a vertical plane perpendicular to the first parallelogram mechanism 10, and is used for cooperating with the first parallelogram mechanism 10 to respectively provide the airplane model with the freedom degrees of pitching and rolling, and simultaneously, cooperating with the first parallelogram mechanism 10 to limit the freedom degrees of up-down movement, left-right movement and front-back movement of the airplane model; like the first parallelogram mechanism 10, the second parallelogram mechanism 20 is also installed on the wind tunnel test platform, and four sides thereof are respectively formed by four hard rods which are hinged to each other, including a first rod 201, a second rod 202, a third rod 203 and a fourth rod 204.

In particular, the first parallelogram mechanism 10 is located on a vertical plane passing through the symmetry axis of the aircraft model, which provides the aircraft model with freedom of pitch; the second parallelogram mechanism 20 is located in the upper part of the model aircraft and on a vertical plane perpendicular to the axis of symmetry of the model aircraft, which provides the model aircraft with a degree of freedom in roll.

The first bar 201 of the second parallelogram mechanism constitutes a first side of the second parallelogram mechanism 20, which is located in the fuselage of the airplane model and passes through the center of mass of the airplane model, in particular, the first bar of the second parallelogram mechanism is fixedly connected with the first bar of the first parallelogram mechanism.

The second bar 202 of the second parallelogram mechanism forms a second side of the second parallelogram mechanism 20, which is opposite to the first bar 201 of the second parallelogram mechanism and which is rotated on the vertical plane around the point of intersection of the vertical line in which the center of mass of the airplane model is located and the second bar 202 of the second parallelogram mechanism to ensure that the parallelogram mechanism can provide a degree of freedom for the airplane model to roll. The above-mentioned rotation relationship is realized in the following way in the practical structure: a third connecting frame 60 is arranged on the wind tunnel test platform; a horizontal third pivot 601 is arranged on the third connecting frame 60; the second bar 202 of the second parallelogram mechanism in this embodiment is pivotally connected to a third pivot 601, which forms the above-mentioned intersection with the center of rotation of the third pivot 601.

The third bar 203 of the second parallelogram linkage and the fourth bar 204 of the second parallelogram linkage constitute a third side of the second parallelogram linkage 20 and a fourth side of the second parallelogram linkage 20, respectively, which are the other two opposite sides for connecting the first bar 201 of the second parallelogram linkage and the second bar 202 of the second parallelogram linkage; the third rod 203 of the second parallelogram linkage and the fourth rod 204 of the second parallelogram linkage are rotationally connected with the first rod 201 of the second parallelogram linkage, that is, the first rod 201 of the second parallelogram linkage can rotate relative to other sides of the second parallelogram linkage 20, so as to meet the requirement that the second parallelogram linkage 20 can still be always positioned on the vertical plane when the first parallelogram linkage 10 rotates on the vertical plane on which the first parallelogram linkage is positioned.

Similarly, in order to satisfy the requirement that the first parallelogram mechanism 10 is always on the vertical plane when the second parallelogram mechanism 20 rotates on its own vertical plane, in the present embodiment, the third rod 103 of the first parallelogram mechanism and the fourth rod 104 of the first parallelogram mechanism are rotationally connected to the first rod 101 of the first parallelogram mechanism, that is, the first rod 101 of the first parallelogram mechanism can rotate relative to the other sides of the first parallelogram mechanism 10.

Fifth embodiment of wind tunnel virtual flight test model support Structure 100

Referring to fig. 5, fig. 5 shows a schematic structural diagram of a model support structure 100 of an embodiment wind tunnel virtual flight test. As shown in fig. 5, in the fifth embodiment, the model support structure 100 for the wind tunnel virtual flight test is configured by using the second parallelogram mechanism 20 to form the first pulling structure 50 in addition to the second embodiment.

Wherein the second parallelogram mechanism 20 is located on a vertical plane perpendicular to the first parallelogram mechanism 10, and is used for cooperating with the first parallelogram mechanism 10 to respectively provide the airplane model with the freedom degrees of pitching and rolling, but also limit the freedom degrees of up-down movement, left-right movement and front-back movement of the airplane model; like the first parallelogram mechanism 10, the second parallelogram mechanism 20 is also installed on the wind tunnel test platform, and the four sides thereof are respectively formed by combining a rope and a hard rod, including a first rod 201, a second rod 202, a first rope 205 and a second rope 206, in this embodiment, the second parallelogram mechanism 20 is installed on the upper portion of the airplane model.

The second bar 202 of the second parallelogram mechanism forms a second side of the second parallelogram mechanism 20, which is opposite to the first bar 201 of the second parallelogram mechanism and which is rotated on the vertical plane around the point of intersection of the vertical line in which the center of mass of the airplane model is located and the second bar 202 of the second parallelogram mechanism to ensure that the second parallelogram mechanism 20 can provide the airplane model with a degree of freedom of rolling. The above-mentioned rotation relationship is realized in the following way in the practical structure: a fourth connecting frame 70 is arranged on the wind tunnel test platform; a horizontal fourth pivot 701 is arranged on the fourth connecting frame 70; the second bar 202 of the second parallelogram mechanism in this embodiment is pivotally connected to the fourth pivot 701, which forms the above-mentioned intersection with the center of rotation of the fourth pivot 701.

The first rope 205 of the second parallelogram mechanism and the second rope 206 of the second parallelogram mechanism respectively form a third side of the second parallelogram mechanism 20 and a fourth side of the second parallelogram mechanism 20, which are the other two opposite sides for connecting the first rod 201 of the second parallelogram mechanism and the second rod 202 of the second parallelogram mechanism, in this embodiment, the ropes are adopted, and compared with the form of adopting hard rods, the fineness is smaller, the interference to an air flow field in a wind tunnel is smaller, the manufacturing cost is low, the weight is light, the assembly and the control are more convenient, and simultaneously, the freedom degree of the airplane model is more favorably released; in addition, when the rope is adopted, the opening required to be formed in the surface of the airplane model is small, the aerodynamic appearance of the airplane model is well maintained, the influence on the dynamic characteristics of the airplane model is small, and the referential performance of the test result is better.

The first rope 205 of the second parallelogram mechanism and the second rope 206 of the second parallelogram mechanism are both rotationally connected with the first rod 201 of the second parallelogram mechanism, i.e. the first rod 201 of the second parallelogram mechanism can rotate relative to the other sides of the second parallelogram mechanism 20, so as to meet the requirement that the second parallelogram mechanism 20 can still be always positioned on the vertical plane when the first parallelogram mechanism 10 rotates on the vertical plane on which the first parallelogram mechanism is positioned.

Similarly, in order to satisfy the requirement that the first parallelogram mechanism 10 is always on the vertical plane when the second parallelogram mechanism 20 rotates on its own vertical plane, in the present embodiment, the first rope 105 of the first parallelogram mechanism and the second rope 106 of the first parallelogram mechanism are rotationally connected with the first rod 101 of the first parallelogram mechanism, that is, the first rod 101 of the first parallelogram mechanism can rotate relative to the other sides of the first parallelogram mechanism 10.

In this embodiment, the second linkage 40 and the fourth linkage 70 are positioned so that the cables in the first parallelogram mechanism 10 and the cables in the second parallelogram mechanism 20 are under tension.

Model support structure 100 for wind tunnel virtual flight test

Referring to fig. 6, fig. 6 shows a schematic structural diagram of a model support structure 100 of an embodiment wind tunnel virtual flight test. As shown in fig. 6, in the sixth embodiment, on the basis of implementing the fourth or fifth embodiment, the wind tunnel test platform of the model support structure 100 for wind tunnel virtual flight test is further provided with a second vertical rotating shaft 901 and a third vertical rotating shaft 902, which respectively correspond to the first parallelogram 10 and the second parallelogram 20; the second rotating shaft 901 and the third rotating shaft 902 are both located on the plumb line where the center of mass is located; the first parallelogram mechanism 10 is rotatably connected to the second rotating shaft 901; the second parallelogram mechanism 20 is rotatably connected to the third rotating shaft 902 to realize the functions of rotating the first parallelogram mechanism 10 and the second parallelogram mechanism 20 around the plumb line where the center of mass of the airplane model is located and providing the airplane model with yaw freedom.

Model support device 200 embodiment for wind tunnel virtual flight test

Referring to fig. 7 to 9, fig. 7 to 9 are schematic structural diagrams illustrating a model support device 200 for a wind tunnel virtual flight test according to an embodiment. As shown in fig. 7 to 9, in the present embodiment, the model supporting device 200 for the wind tunnel virtual flight test includes two ropes 1, a lever 2, a first bracket 3, a second bracket 4, a lifting mechanism 5, a fixed bracket 6, a first pin 71, a second pin (not shown), a third pin 72, a fourth pin 73, and a fifth pin 74.

Wherein, one end of each of the two ropes 1 is respectively connected with two sides of the fulcrum of the lever 2, and the other end thereof is pivoted with the airplane model through a bearing; the two ropes 1 are tensioned and equal in length after being connected with the airplane model in place, the lever 2, the two ropes 1 and the airplane model jointly form a parallelogram mechanism, specifically, a connecting rod is arranged in the airplane model, the connecting rod is positioned on a symmetry axis of the airplane model or perpendicular to the symmetry axis of the airplane model and passes through a mass center of the airplane model, and the two ropes 1 are pivoted with the connecting rod on the airplane model.

The lever 2 is rotatably connected to the first bracket 3 by a first shaft 313 and comprises a first arm 21 and a second arm 22 of equal length and a hinge connection 23 located between the first arm 21 and the second arm 22 and connecting the first arm 21 and the second arm 22. The first arm 21 and the second arm 22 are respectively provided with a plurality of connecting columns arranged at intervals along the length direction thereof for connecting the rope 1, and the connecting positions of the rope 1 on the first arm 21 and the second arm 22 can be selected according to requirements to connect and determine the corresponding connecting columns; the hinge connection part 23 is provided with a first pivot hole 231 and a first pin hole 232; the first pivot hole 231 is located at the center of the hinge connection portion 23 for the first shaft 313 to penetrate through; the first pin hole 232 is offset from the first pivot hole 231.

The first bracket 3 is rotatably connected to the second bracket 4 by a second shaft 41 perpendicular to the first shaft 313, and comprises a first plate 31, a second plate 32 and a connecting plate 33; the first plate 31 and the second plate 32 are respectively and fixedly connected to two ends of the connecting plate 33 in parallel and fixedly connected in place, the three of the first plate 31 and the second plate form a U-shaped structure, two ends of a first shaft 313 are respectively and fixedly connected to the first plate 31 and the second plate 32, the first shaft 313 penetrates through the first pivot hole 231 and forms a rotating fit with the first pivot hole 231 through a bearing 421; the first plate 31 and the second plate 32 of the first bracket 3 are provided with second pin holes 310; the second pin hole 310 is arranged corresponding to the first pin hole 232, and when the first pin 71 is inserted into the first pin hole 232 and the second pin hole 310, the lever 2 is fixed relative to the first bracket 3, so that the wind tunnel test model supporting device 200 can realize the function of locking the pitching and/or rolling freedom of the airplane model in actual use.

In this embodiment, the wind tunnel test model supporting device 200 is installed in place in the wind tunnel test platform, and the lever 2 is in a horizontal state when the aircraft model is in the initial state, so that in order to ensure that the aircraft model can still be in the initial state when the lever 2 is locked with respect to the first bracket 3, when the first pin 71 in this embodiment is inserted in place at the first pin hole 232 and the second pin hole 310, the lever 2 is perpendicular to the second shaft 41.

Preferably, the first bracket 3 is further provided with a seventh pin hole 312 which is offset from the first shaft 313 and is used for abutting against the rotating lever 2 when the fourth pin 73 is inserted into the seventh pin hole 312 so as to limit the rotating range of the lever 2, specifically, the number of the fourth pins 73 is two, and the two fourth pins 73 are parallel to the first shaft 313 and are symmetrically arranged so as to abut against the first arm 21 and the second arm 22 of the lever 2 respectively, so that the function of limiting the rotating ranges of the left side and the right side of the lever 2 is realized.

In order to meet the requirement that the rotation range of the lever 2 can be adjusted according to actual needs, in this embodiment, the first plate 31 and the second plate 32 of the first bracket 3 are respectively and correspondingly provided with two sets of seventh pin hole groups, the two sets of seventh pin holes 312 are symmetrically arranged with the vertical plane on which the first shaft 313 is located as a symmetric plane, each set of seventh pin hole group includes a plurality of seventh pin holes 312 arranged at intervals along a direction parallel to the second shaft 41, and when two ends of the two fourth pins 73 are respectively inserted into positions at the seventh pin hole 312 groups with different heights on the first plate 31 and the second plate 32, the rotation ranges of the lever 2 used for limitation are also different.

The center of the connecting plate 33 of the first bracket 3 is provided with a second pivot hole 330 for the second shaft 41 to pass through and form a rotating fit with the second shaft 41.

The second bracket 4 is provided with an adjusting component 42; the adjustment assembly 42 comprises a bearing 421, two bushings 422 and two axial locking nuts 423.

Wherein, the inner ring of the bearing 421 is slidably sleeved on the outer wall of the second shaft 41, and the outer ring thereof is sleeved on the inner wall of the second pivot hole 330 on the connecting plate 33 of the first bracket 3 and is in interference fit with the inner wall of the second pivot hole 330 to form a fixed connection; the two shaft sleeves 422 are slidably sleeved on the outer wall of the second shaft 41 and are respectively located at two sides of the bearing 421; the two axial locking nuts 423 are screwed on the outer wall of the second shaft 41 and are respectively arranged on the other side of the shaft sleeve 422 opposite to the bearing 421, that is, the two axial locking nuts 423 are respectively located on two sides of the two shaft sleeves 422; when the two axial locking nuts 423 rotate to respectively abut against the end surfaces of the two shaft sleeves 422 and the two shaft sleeves 422 respectively abut against the two ends of the bearing 421, the bearing 421 is fixed relative to the second shaft 41; specifically, when the height position of the first bracket 3 on the second shaft 41 needs to be adjusted, one of the axial locking nuts 423 is unscrewed to be disengaged from the shaft sleeve 422 abutted thereto, and then the other axial locking nut 423 is rotated to push the shaft sleeve 422 and the bearing 421 to move to proper positions, so that the rope 1 is in a tensioned state; when the rope 1 reaches a tensioned state, the rotation of the axial locking nut 423 is stopped, then, the other axial locking nut 423 is rotated until the other axial locking nut 423 cannot rotate any more, and at the moment, the two shaft sleeves 422 respectively tightly abut against the two ends of the bearing 421, so that the purpose of fixing the position of the first bracket 3 on the second shaft 41 is achieved; the adjustment assembly 42 is provided to enable manual adjustment of the tension of the rope 1 during actual use.

Preferably, in order to achieve the function of limiting the rotation of the first bracket 3 relative to the second shaft 41, in the present embodiment, the connecting plate 33 of the first bracket 3 is provided with a third pin hole (not shown in the figure) extending in a direction parallel to the second shaft 41; a fourth pin hole (not shown in the figure) corresponding to the third pin hole is arranged on the second bracket 4; the first support 3 and the second support 4 can be relatively fixed by inserting the second pin into the third pin hole and the fourth pin hole at the same time; the function of limiting the rotation of the first bracket 3 relative to the second bracket 4 is realized, so that the wind tunnel test model supporting device 200 can lock the yaw freedom degree of the airplane model in actual use.

The lifting mechanism 5 is used for automatically adjusting the axial positions of the first support 3 and the second support 4 to realize the function of automatically adjusting the tensile force of the rope 1, and is installed on the wind tunnel test platform or the fixing frame 6.

Specifically, the lifting mechanism 5 includes a motor 51, a lead screw 52, and a slider 53; the fixed end of the motor 51 is arranged on the fixed frame 6 and forms the fixed end of the lifting mechanism 5, and the driving end drives the screw rod 52 to rotate; the extending direction of the screw 52 is parallel to the second shaft 41, and the screw 52 and the slide block 53 form a screw 52 and slide block 53 mechanism; the slide block 53 is arranged on the side wall of the fixed frame 6 in a sliding way, forms the driving end of the lifting mechanism 5 and is fixedly connected with the second bracket 4 into a whole; the fixed frame 6 is provided with a slide rail which is in sliding fit with the slide block 53.

According to the structure, under the condition that the first bracket 3 and the second bracket 4 are locked with each other, the lifting mechanism 5 can still drive the first bracket 3 and the second bracket 4 to move through the sliding block 53, and the purpose of adjusting the tension of the rope 1 is achieved.

The fixing frame 6 is a columnar structure, and is fixedly installed on the wind tunnel test platform during actual application, a positioning plate 61 is arranged on the fixing frame, the positioning plate 61 is arranged between the first support 3 and the second support 4 and used for positioning one end of the screw 52, which is far away from the motor 51, and the positioning plate 61 is provided with a through hole 610 through which the second shaft 41 penetrates.

In this embodiment, the function of limiting the rotation of the first bracket 3 relative to the second shaft 41 can be realized by: the connecting plate 33 of the first bracket 3 is provided with a fifth pin hole 331 extending in a direction parallel to the second shaft 41; a positioning plate 61 of the fixing frame 6 is provided with a sixth pin hole 611 corresponding to the fifth pin hole 331; the first bracket 3 and the fixed bracket 6 can also achieve the purpose of limiting the relative fixation of the first bracket 3 and the fixed bracket 6 by simultaneously inserting the third pin 72 at the fifth pin hole 331 and the sixth pin hole 611, and it should be understood that this embodiment can be used instead of the above-mentioned manner of limiting the rotation of the first bracket 3 and the second bracket 4 relative to each other by using the second pin, and the manner provided in the drawing of the present embodiment for limiting the rotation of the first bracket 3 relative to the second shaft 41 is this embodiment.

It should be noted that, in practical applications, the first support 3 is limited to rotate relative to the second shaft 41 by the second pin or the third pin 72, and as long as the locked state between the first support 3 and the first shaft 313 is achieved, the lever 2 should be located on a vertical plane passing through the symmetry axis of the airplane model or on a vertical plane perpendicular to the symmetry axis of the airplane model, so as to ensure that the airplane model is in a zero yaw state when the yaw degree of freedom is locked.

The positioning plate 61 of the fixing frame 6 is further provided with an eighth pin hole 612 deviating from the second shaft 41, when the fifth pin 74 is inserted into the eighth pin hole 612, the fifth pin is used for abutting against the first bracket 3 in the rotating process so as to achieve the purpose of limiting the rotating range of the first bracket 3, specifically, the number of the fifth pins 74 is two, and the two fifth pins 74 are parallel to the second shaft 41 and are symmetrically arranged so as to be respectively abutted against two sides of the connecting plate 33 on the first bracket 3, thereby realizing the function of limiting the rotating range of the first bracket 3.

In order to meet the requirement that the rotation range of the first bracket 3 can be adjusted according to actual needs, in this embodiment, the positioning plate 61 of the fixing frame 6 is provided with two sets of eighth pin holes 612 symmetrically distributed with the vertical plane where the lever 2 is located as a symmetric plane, each set of eighth pin holes 612 includes a plurality of eighth pin holes 612 arranged at intervals in the direction parallel to the first shaft 313, and when two fifth pins 74 are respectively inserted in place at different eighth pin holes 612 in the two sets of eighth pin holes 612, the rotation ranges of the first bracket 3 used for limitation are also different.

In the embodiment, two ends of two ropes 1 are respectively connected with a lever 2 and an airplane model, and the lever 2 is rotatably connected to a first bracket 3 by a first shaft 313; when the rope 1 is connected in place on the airplane model, the lever 2, the two ropes 1 pulled by the first bracket 3 and the airplane model form a parallelogram mechanism together; the function of the rotation of the lever 2 with respect to the first support 3 is to provide the aircraft model with a degree of freedom of pitch or roll; the first bracket 3 is rotatably connected to the second bracket 4 by a second shaft 41 which is perpendicular to the first shaft 313, and when the first bracket 3 rotates around the second shaft 41 relative to the second bracket 4, the first bracket simultaneously drives the parallelogram mechanism to rotate around the second shaft 41, so that the yaw freedom degree is provided for the airplane model; the lifting mechanism 5 drives the second bracket 4 to lift in a direction parallel to the second shaft 41, and further drives the first bracket 3 to pull the lever 2, so as to change the distance between the lever 2 and the airplane model and realize the function of automatically adjusting the tension of the rope 1.

Embodiment of model support system 1000 for wind tunnel virtual flight test

Referring to fig. 10 to 12, fig. 10 to 12 are schematic structural diagrams of a model support system 1000 for a wind tunnel virtual flight test in an embodiment. As shown in fig. 10, in this embodiment, a model support system 1000 for a wind tunnel virtual flight test includes an aircraft model 300 and two model support devices 200 for the wind tunnel virtual flight test.

As shown in fig. 11 and 12, the airplane model 300 includes a fuselage 3001, a fifth rod 3002, and a sixth rod 3003; in this embodiment, the body 3001 of the airplane model 300 is described by taking the body 3001 of a certain fighter model as an example, but in an actual wind tunnel experiment, the body 3001 of the airplane model 300 is not limited to the fighter model, and may be the body 3001 of another type of airplane model 300 other than the helicopter model.

The fixing frames 6 in the model supporting devices 200 for the two wind tunnel virtual flight tests are fixedly connected to the upper end and the lower end of the wind tunnel test platform respectively, and the model supporting devices 200 for the two wind tunnel virtual flight tests are connected to the upper portion and the lower portion of the airplane model 300 respectively.

Specifically, the fifth rod 3002 and the sixth rod 3003 are orthogonal and fixedly connected, and are both installed in the machine body 3001; the fifth rod 3002 is positioned on a symmetry axis of the airplane body 3001 and passes through a mass center of the airplane model 300, a stepped shaft part 30021 is coaxially formed on the outer wall of the rod body of the fifth rod 3002, and the fifth rod 3002 is fixedly connected with the airplane body 3001 of the airplane model 300 through a plurality of screws uniformly distributed on the stepped shaft part 30021 in a circumferential manner; a first bearing and a second bearing are fixedly sleeved at two ends of the fifth rod 3002 respectively, connecting columns are arranged on outer rings of the first bearing and the second bearing respectively and are used for connecting two ropes 1 in a model supporting device 200 of one wind tunnel virtual flight test; the sixth rod 3003 is perpendicular to the symmetry axis of the fuselage 3001 and passes through the mass center of the airplane model 300, a third bearing and a fourth bearing are respectively sleeved at two ends of the sixth rod 3003, and connecting columns are arranged on the outer rings of the third bearing and the fourth bearing and are respectively connected with two ropes 1 in another model device 200 for the wind tunnel virtual flight test; the body 3001 is provided with a through hole through which the four ropes 1 pass.

Preferably, the fifth rod 3002 and the sixth rod 3003 can be made into hollow sleeves and orthogonally and fixedly connected, wherein one end of the fifth rod 3002 close to the tail of the aircraft model is in a hollow taper sleeve form, which is convenient for installation of a six-component balance for measuring aerodynamic force of the aircraft model, specifically, a front taper part of the six-component balance is fixedly connected with a front fuselage of the aircraft model, and a rear taper part of the six-component balance is fixedly connected with the hollow taper sleeve of the fifth rod 3002, so that the model supporting devices 200 for two wind tunnel virtual flight tests play a role in supporting one end of the rear taper part with six components, thereby realizing that the virtual wind tunnel flight test supporting device can not only release pitching, rolling and yawing freedom, cooperate with corresponding control surface to realize effective evaluation of a flight control system, but also can realize a function of measuring aerodynamic force borne by the aircraft model by the six-component balance, thereby avoiding that simulation of the wind tunnel virtual flight test can only carry out aerodynamic force through an aerodynamic force database of a static wind tunnel dynamic test The disadvantages of (A) are described.

When the model supporting devices 200 of the two wind tunnel virtual flight tests and the airplane model 300 are connected in the wind tunnel test platform, two ropes 1 in the model supporting device 200 of each wind tunnel virtual flight test are parallel and equal in length; the first axis 313 is horizontal and lies on a vertical plane passing through the center of mass of the flight model; the second axis 41 coincides with a vertical line passing through the center of mass of the airplane model 300; and the plane of the lever 2 and the two ropes 1 in the model supporting device 200 for the wind tunnel virtual flight test connected with the fifth rod 3002 is positioned on a vertical plane passing through the symmetry axis of the airplane model 300, and the plane of the lever 2 and the two ropes 1 in the model supporting device 200 for the wind tunnel virtual flight test connected with the sixth rod 3003 is positioned on a vertical plane perpendicular to the symmetry axis of the vertical airplane model 300.

In the embodiment of the model supporting system 1000 for the wind tunnel virtual flight test, when the wind tunnel virtual flight test is carried out, according to the pitch angle amplitude, the roll amplitude and the yaw amplitude which can be borne by the aircraft model 300 and are required by the test state, the height position of the fourth pin 73 on the first bracket 3 and the position of the fifth pin 74 on the positioning plate 61 in the two model supporting devices 200 for the wind tunnel virtual flight test are respectively adjusted. When the aircraft model 300 in the wind tunnel test platform needs to develop virtual flight tests with three degrees of freedom of pitch, roll and yaw, the first pin 71 and the third pin 72 in the model supporting device 200 of the two wind tunnel virtual flight tests are simultaneously removed, so that the requirements of simultaneously releasing the three degrees of freedom of pitch, roll and yaw can be met. When the aircraft model 300 in the wind tunnel test platform needs to carry out the virtual flight tests with two degrees of freedom of pitch and roll, the first pins 71 in the model supporting devices 200 of the two wind tunnel virtual flight tests are removed, and the two ends of the third pin 72 in the model supporting devices 200 of the two wind tunnel virtual flight tests are respectively inserted into the fifth pin hole 331 of the first bracket 3 and the sixth pin hole 611 of the fixing frame 6, so that the requirement of releasing the degrees of freedom of pitch and roll of the aircraft model 300 can be met. When the aircraft model 300 in the wind tunnel test platform needs to carry out a virtual flight test with two degrees of freedom of pitching and yawing, the first pin 71 and the third pin 72 are removed from the model supporting device 200 of the wind tunnel virtual flight test connected with the fifth rod 3002; in the model supporting device 200 for the wind tunnel virtual flight test connected with the sixth rod 3003, the requirement for releasing the pitching and yawing degrees of freedom of the airplane model 300 can be met by inserting the first pin 71 into the first pin hole 232 of the lever 2 and the second pin hole 310 of the first bracket 3 and removing the third pin 72. When the aircraft model 300 in the wind tunnel test platform needs to carry out a virtual flight test with two degrees of freedom of rolling and yawing, the first pin 71 and the third pin 72 are removed from the model supporting device 200 of the wind tunnel virtual flight test connected with the sixth rod 3003; in the model supporting device 200 for the wind tunnel virtual flight test connected with the fifth rod 3002, the first pin 71 is inserted into the first pin hole 232 of the lever 2 and the second pin hole 310 of the first bracket 3, and the third pin 72 is removed, so that the requirements for releasing the roll and yaw degrees of freedom of the airplane model 300 can be met. When the aircraft model 300 in the wind tunnel test platform needs to carry out a virtual flight test with a pitching degree of freedom, in the model supporting device 200 of the wind tunnel virtual flight test connected with the fifth rod 3002, the third pin 72 is inserted into the fifth pin hole 331 of the first bracket 3 and the sixth pin hole 611 of the fixing frame 6, and the first pin 71 is removed; in the model supporting device 200 for the wind tunnel virtual flight test connected to the sixth rod 3003, the first pin 71 is inserted into the first pin hole 232 of the lever 2 and the second pin hole 310 of the first bracket 3, and the third pin 72 is inserted into the fifth pin hole 331 of the first bracket 3 and the sixth pin hole 611 of the fixing bracket 6. When the aircraft model 300 in the wind tunnel test platform needs to carry out a virtual flight test of the rolling degree of freedom, in the model supporting device 200 of the wind tunnel virtual flight test connected with the sixth rod 3003, the third pin 72 is inserted into the fifth pin hole 331 of the first bracket 3 and the sixth pin hole 611 of the fixing frame 6, and the first pin 71 is removed; in the model supporting device 200 for the wind tunnel virtual flight test connected to the fifth rod 3002, the first pin 71 is inserted into the first pin hole 232 of the lever 2 and the second pin hole 310 of the first bracket 3, and the third pin 72 is inserted into the fifth pin hole 331 of the first bracket 3 and the sixth pin hole 611 of the fixing bracket 6. When the aircraft model 300 in the wind tunnel test platform needs to carry out a virtual flight test with yaw freedom, in the model supporting devices 200 of the two wind tunnel virtual flight tests, the first pin 71 is inserted into the first pin hole 232 of the lever 2 and the second pin hole 310 of the first bracket 3, and the third pin 72 is removed.

The description of the above specification and examples is intended to be illustrative of the scope of the present invention and is not intended to be limiting.

Claims

1. A model supporting structure for a wind tunnel virtual flight test is characterized by comprising a first parallelogram mechanism and a second parallelogram mechanism;

the first parallelogram mechanism is positioned on a vertical plane passing through the symmetry axis of the airplane model or a vertical plane perpendicular to the symmetry axis of the airplane model, the first side of the first parallelogram mechanism is positioned on the fuselage of the airplane model and passes through the mass center of the airplane model, the opposite second side of the first parallelogram mechanism rotates on the vertical plane around the intersection point of a plumb line where the mass center of the airplane model is positioned and the second side, and the first side of the first parallelogram mechanism rotates relative to other sides of the first parallelogram mechanism;

the second parallelogram mechanism is positioned on a vertical plane vertical to the first parallelogram mechanism, the first side of the second parallelogram mechanism is positioned on the body of the airplane model and passes through the center of mass of the airplane model, the opposite second side rotates on the vertical plane around the intersection point of a plumb line where the center of mass of the airplane model is positioned and the second side, and the first side of the second parallelogram mechanism rotates relative to other sides of the second parallelogram mechanism.

2. The model support structure for wind tunnel virtual flight test according to claim 1, wherein the third side and the fourth side of the first parallelogram mechanism are both provided with ropes;

a first traction structure is arranged on the other side, opposite to the first parallelogram mechanism, of the airplane model; the first traction structure is hinged with the airplane model, and the first traction structure and the first parallelogram mechanism oppositely pull the airplane model along the direction of a plumb line passing through the center of mass of the airplane model so as to tension the rope.

3. The model support structure for the wind tunnel virtual flight test according to claim 1, wherein the third side and the fourth side of the first parallelogram mechanism and the third side and the fourth side of the second parallelogram mechanism both use ropes, and the first parallelogram mechanism and the second parallelogram mechanism are respectively positioned at the upper part and the lower part of the airplane model;

the first parallelogram mechanism and the second parallelogram mechanism oppositely pull the airplane model and tension the ropes.

4. A model supporting device for a wind tunnel virtual flight test, which is used for realizing a model supporting structure for the wind tunnel virtual flight test according to any one of claims 1 to 3; the lifting device is characterized by comprising two ropes, a lever, a first bracket, a second bracket and a lifting mechanism;

one ends of the two ropes are respectively connected with two sides of the lever fulcrum, and the other ends of the two ropes are pivoted with the airplane model;

the lever is rotationally connected to the first support through a first shaft and forms a parallelogram mechanism together with the two ropes and the airplane model;

the first bracket is rotatably connected to the second bracket by a second shaft perpendicular to the first shaft;

the lifting mechanism drives the second support to move in a direction parallel to the second shaft.

5. The model supporting device for the wind tunnel virtual flight test according to claim 4, further comprising a first pin; the lever is provided with a first pin hole; the first bracket is provided with a second pin hole; when the first pin is inserted into the first pin hole and the second pin hole, the lever is fixed relative to the first support.

6. The model supporting device for the wind tunnel virtual flight test according to claim 4, wherein the second bracket is provided with an adjusting component; the adjusting assembly comprises a bearing, two shaft sleeves and two axial locking nuts; the bearing inner ring is slidably sleeved on the outer wall of the second shaft, and the outer ring of the bearing inner ring is fixedly connected with the first support; the two shaft sleeves are slidably sleeved on the outer wall of the second shaft and are respectively positioned on two sides of the bearing; two the equal spiro union of axial lock nut in the outer wall of secondary shaft and be located the opposite side of the relative bearing of axle sleeve respectively, two axial lock nuts rotate to tightly support axle sleeve terminal surface and two axle sleeves tightly support the both ends of bearing respectively, the relative secondary shaft of bearing is fixed.

7. The model supporting device for the wind tunnel virtual flight test according to claim 4, further comprising a second pin; the first bracket is provided with a third pin hole; the second bracket is provided with a fourth pin hole; when the second pin is inserted into the third pin hole and the fourth pin hole, the first support is fixed relative to the second support.

8. The model supporting device for the wind tunnel virtual flight test according to claim 4, further comprising a fixing frame and a third pin; the fixed frame is used for installing the lifting mechanism;

the first bracket is provided with a fifth pin hole; the fixing frame is provided with a sixth pin hole; when the third pin is inserted into the fifth pin hole and the sixth pin hole, the first support is fixed relative to the fixed frame.

9. A model support system for a wind tunnel virtual flight test, which is characterized by comprising two model support devices for the wind tunnel virtual flight test according to any one of claims 4 to 8; the two model supporting devices of the wind tunnel virtual flight test are respectively connected to the upper part and the lower part of the airplane model, and when the connection is completed, two ropes in each model supporting device of the wind tunnel virtual flight test are parallel and equal in length; the first axis is horizontal and is positioned on a vertical plane passing through the center of mass of the flight model; the second shaft is superposed with a plumb line passing through the mass center of the airplane model, the plane where the lever and the two ropes of the model supporting device of one wind tunnel virtual flight test are located is located on the vertical plane passing through the symmetrical axis of the airplane model, and the plane where the lever and the two ropes of the model supporting device of the other wind tunnel virtual flight test are located is located on the vertical plane perpendicular to the symmetrical axis of the airplane model.