CN113324726B - Control surface dynamic aerodynamic wind tunnel test device and method - Google Patents
Control surface dynamic aerodynamic wind tunnel test device and method Download PDFInfo
- Publication number
- CN113324726B CN113324726B CN202110547398.0A CN202110547398A CN113324726B CN 113324726 B CN113324726 B CN 113324726B CN 202110547398 A CN202110547398 A CN 202110547398A CN 113324726 B CN113324726 B CN 113324726B
- Authority
- CN
- China
- Prior art keywords
- deflection angle
- rudder deflection
- control surface
- rudder
- wind tunnel
- 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.)
- Active
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
- G01M9/02—Wind tunnels
- G01M9/04—Details
-
- 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
- G01M9/06—Measuring arrangements specially adapted for aerodynamic testing
-
- 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
- G01M9/06—Measuring arrangements specially adapted for aerodynamic testing
- G01M9/062—Wind tunnel balances; Holding devices combined with measuring arrangements
-
- 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
- G01M9/08—Aerodynamic models
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- General Physics & Mathematics (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
The invention provides a control surface dynamic aerodynamic wind tunnel test device and a control surface dynamic aerodynamic wind tunnel test method, wherein a dynamic data acquisition system is used for acquiring a control surface aerodynamic signal output by an integrated control surface balance and a rudder deflection angle simulation signal output by a rudder deflection angle measurement device; based on the control surface aerodynamic force signal, applying a balance formula to obtain time domain data of each component aerodynamic load; obtaining time domain data containing rudder deflection angles and rudder deflection angle speeds based on the rudder deflection angle time domain data; extracting time domain data of each model main body state within the stay time, and extracting time domain data of a uniform speed section under the condition of forward and reverse rotation of a control surface to obtain two groups of repeated test data under each model main body state; carrying out pneumatic load averaging on each group of repeated test data according to the rudder deflection angle; and subtracting the no-wind test data processing result from the blowing test data processing result to obtain the control surface dynamic aerodynamic force data corresponding to the rudder deflection angle in the process that the control surface is positively and negatively rotated at the preset wind tunnel test rudder deflection angle speed under each model body state.
Description
Technical Field
The invention belongs to the technical field of wind tunnel tests, and particularly relates to a control surface dynamic aerodynamic wind tunnel test device and a control surface dynamic aerodynamic wind tunnel test method.
Background
When the aircraft is quickly maneuvered, the control surface deflects violently, the control surface circumfluence presents strong non-stationarity, the aerodynamic performance at the moment is different from the static hinge moment measured by the conventional control surface hinge moment wind tunnel test method, and the difference can cause the hinge moment to be abnormal and even cause the breakage of the control shaft. In order to evaluate the aerodynamic characteristic difference generated by the unsteady effect caused by the dynamic deflection of the control surface, a control surface dynamic aerodynamic wind tunnel test method is needed to be provided, ground wind tunnel test simulation is carried out, the unsteady aerodynamic characteristic of the control surface is obtained, and a basis is provided for aircraft control surface design and simulation.
Disclosure of Invention
In order to overcome the defects in the prior art, the inventor of the invention carries out keen research and provides a control surface dynamic aerodynamic force wind tunnel test device and a control surface dynamic aerodynamic force wind tunnel test method.
The technical scheme provided by the invention is as follows:
the control surface dynamic aerodynamic wind tunnel test device comprises a control surface deflection system, a control surface deflection angle measuring device, an integrated control surface balance, an aircraft model main body and a dynamic data acquisition system, wherein the control surface deflection system is fixedly connected with the aircraft model main body and comprises a servo motor and a transmission module, an output shaft of the servo motor is fixedly connected with the transmission module, and the transmission module is fixedly connected with a control shaft and is used for driving a control surface to be static at a preset control surface deflection angle position or to reciprocate at a preset deflection angle speed between two preset control surface deflection angle positions;
the rudder deflection angle measuring device is fixedly connected with the rudder shaft and used for measuring the rudder deflection angle in real time and outputting a rudder deflection angle simulation signal to the dynamic data acquisition system in real time;
the integrated control surface balance has the appearance of a control surface, performs the deflection function of the rudder, is internally provided with the balance and is used for outputting a control surface aerodynamic force signal to the dynamic data acquisition system in real time;
the aircraft model main body is arranged in the wind tunnel test section through a support piece, the control plane deflection system and the control plane deflection angle measuring device are arranged in the aircraft model main body, and one or more integrated control plane balances are arranged on the aircraft model to form a complete aircraft model;
the dynamic data acquisition system is used for synchronously acquiring a control surface aerodynamic force signal output by the integrated control surface balance 5 and a rudder deflection angle analog signal output by the rudder deflection angle measuring device.
In a second aspect, the control surface dynamic aerodynamic wind tunnel test method comprises a test operation part and a data processing part, wherein the test operation part comprises the following steps:
test procedure part:
step 1-1: the aircraft model main body is arranged in a wind tunnel test section at an attack angle of 0 degree, and the integrated control surface balance is positioned at a rudder deflection angle of 0 degree;
step 1-2: the dynamic data acquisition system starts to acquire a control surface aerodynamic force signal output by the integrated control surface balance and a rudder deflection angle analog signal output by the rudder deflection angle measurement device, and starts the next step after acquiring an initial zero signal of the integrated control surface balance;
step 1-3: starting the wind tunnel, and after the flow field is stable, simultaneously starting the action of the aircraft model main body and the integrated control surface balance; the actions of the aircraft model main body are as follows: the model is operated to the first model main body state, after the stay time T, the model is operated to the next model main body state again, the stay time T is up to the last model main body state, and the initial model main body state is returned after the stay time T; the action of the integrated control surface balance 5 is as follows: moving from the 0-degree rudder deflection angle position to a preset rudder deflection angle position a, then performing N times of reciprocating motion between the preset rudder deflection angle position a and another preset rudder deflection angle position b in a preset control surface reciprocating motion mode, and then returning to the 0-degree rudder deflection angle position from the preset rudder deflection angle position a;
step 1-4: after the action of the aircraft model main body and the integrated control surface balance is finished, the vehicle is shut down in a wind tunnel, data collection is stopped after a balance end zero signal is collected, a train number wind tunnel test is finished, and blowing test data are obtained;
step 1-5: under the condition that the wind tunnel does not blow, obtaining calm test data according to the steps 1-1 to 1-4;
a data processing section:
step 2-1: removing initial zero and final zero of the aerodynamic force signal of the control surface, and applying a balance formula to obtain time domain data of each component aerodynamic load;
step 2-2: calculating the rudder deflection angle speed based on the rudder deflection angle time domain data to obtain time domain data comprising the rudder deflection angle and the rudder deflection angle speed;
step 2-3: corresponding the pneumatic load time domain data with rudder deflection angle and rudder deflection angle speed time domain data, and extracting time domain data within the stay time T of each model main body state;
step 2-4: respectively extracting time domain data of a constant speed section of a preset wind tunnel test rudder deflection angle speed under the conditions of forward rotation and reverse rotation of a control surface from the time domain data of each model main body state to obtain two groups of repeated test data under each model main body state;
step 2-5: carrying out pneumatic load averaging on each group of repeated test data according to the rudder deflection angle;
step 2-6: and according to the steps 2-1 to 2-5, respectively processing the blowing test data and the no-wind test data by using the same rudder deflection angle sequence, and subtracting the no-wind test data processing result from the blowing test data processing result to obtain the control plane dynamic aerodynamic force data corresponding to the rudder deflection angle in the process that the control plane of the aircraft rotates forwards and backwards at the preset wind tunnel test rudder deflection angle speed in each model body state.
The control surface dynamic aerodynamic wind tunnel test device and the control surface dynamic aerodynamic wind tunnel test method have the following beneficial effects:
(1) According to the control surface dynamic aerodynamic force wind tunnel test device and method provided by the invention, ground wind tunnel test simulation is developed aiming at the unsteady effect caused by the dynamic deflection of the control surface of an aircraft, the aerodynamic force of the control surface is measured by using a dynamic balance in the deflection process of the control surface, the unsteady aerodynamic characteristics of the control surface are obtained, and a new thought is provided for the research on the unsteady aerodynamic characteristics of the control surface;
(2) According to the control surface dynamic aerodynamic force wind tunnel test device and method provided by the invention, multiple control surface reciprocating motions of a plurality of model main body states can be completed as much as possible in a wind tunnel test of one train number, and meanwhile, the aircraft model before wind tunnel shutdown and the integrated control surface balance are ensured to complete actions and return to an initial state, so that the influence of impact load possibly occurring in the wind tunnel starting and stopping process is reduced;
(3) The control surface dynamic aerodynamic force wind tunnel test device and the control surface dynamic aerodynamic force wind tunnel test method are suitable for testing the aerodynamic force of the control surface in a static state under different rudder deflection angles or in a deflection process at different speeds.
Drawings
FIG. 1 is a schematic structural diagram of a control surface dynamic aerodynamic wind tunnel test device.
Description of the reference numerals
1-an aircraft model body; 2-a servo motor; 3-a transmission module; 4-rudder deflection angle measuring device; 5-integral control surface balance.
Detailed Description
The features and advantages of the present invention will become more apparent and apparent from the following detailed description of the invention.
The word "exemplary" is used exclusively herein to mean "serving as an example, embodiment, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
In order to evaluate the aerodynamic characteristic difference generated by the unsteady effect caused by the dynamic deflection of the control surface, it is necessary to perform ground wind tunnel test simulation to measure the aerodynamic force of the control surface during the deflection of the control surface, which is described in detail below.
According to a first aspect of the present invention, as shown in fig. 1, a control surface dynamic aerodynamic force wind tunnel test device is provided, which includes a control surface deflection system, a control surface deflection angle measurement device 4, an integrated control surface balance 5, an aircraft model main body 1 and a dynamic data acquisition system, wherein the control surface deflection system is fixedly connected with the aircraft model main body 1, and includes a servo motor 2 and a transmission module 3, an output shaft of the servo motor 2 is fixedly connected with the transmission module 3, and the transmission module 3 is fixedly connected with a control shaft, and is configured to drive one or more control surfaces to complete the following actions: the control surface is still at a preset rudder deflection angle position, or the control surface reciprocates between two preset rudder deflection angle positions at a preset deflection angle speed;
the rudder deflection angle measuring device 4 is fixedly connected with the rudder shaft and is used for measuring the rudder deflection angle in real time and outputting a rudder deflection angle simulation signal to the dynamic data acquisition system in real time;
the integrated control surface balance 5 has the shape of a control surface, performs the deflection function of the rudder, is internally provided with a three-component or five-component balance and is used for outputting a control surface aerodynamic force signal to a dynamic data acquisition system in real time;
the aircraft model main body 1 is arranged in a wind tunnel test section through a support piece, the control plane deflection system and the rudder deflection angle measuring device 4 are arranged in the aircraft model main body 1, and one or more integrated control plane balances 5 are arranged on the aircraft model to form a complete aircraft model;
the dynamic data acquisition system is used for synchronously acquiring a control surface aerodynamic force signal output by the integrated control surface balance 5 and a rudder deflection angle analog signal output by the rudder deflection angle measuring device 4.
In the invention, the control surface deflection system also comprises a servo control system, wherein the servo control system is used for controlling a servo motor to operate, so that the control surface moves to a preset rudder deflection angle position a from a 0-degree rudder deflection angle position during testing, then performs N times of reciprocating motion between the preset rudder deflection angle position a and another preset rudder deflection angle position b in a preset control surface reciprocating motion mode, and then returns to the 0-degree rudder deflection angle position from the preset rudder deflection angle position a; and N is more than mn, N is the reciprocating motion frequency of the integrated control surface balance in a train number, m is the number of model main body states in a train number wind tunnel test, and N is the frequency of the reciprocating motion of the control surface in each model main body state.
Further, the servo control system is used for controlling the operation of the servo motor, so that the reciprocating motion mode of the control surface is as follows: starting from a preset rudder deflection angle position a, starting acceleration at a preset angular acceleration, accelerating to a preset wind tunnel test rudder deflection angle speed, deflecting at a constant speed, starting deceleration at the preset angular acceleration, and stopping at another preset rudder deflection angle position b; starting from the preset rudder deflection angle position b, starting reverse acceleration at a preset angular acceleration, accelerating to a preset wind tunnel test rudder deflection angle speed, deflecting at a constant speed, starting deceleration at the preset angular acceleration, returning to the preset rudder deflection angle position a, stopping, and completing one reciprocating motion.
In the invention, the wind tunnel test device further comprises a model main body state control system for controlling the movement of the supporting piece, so that the action form of the aircraft model main body is as follows: and (4) actuating to the first model main body state, after the stay time T, actuating to the next model main body state again, and after the stay time T, until the last model main body state, and returning to the initial model main body state after the stay time T.
In the invention, the wind tunnel test device further comprises a dynamic data processing system, wherein the dynamic data processing system is used for determining a test rudder deflection angular speed, and the test rudder deflection angular speed is determined according to the following formula:
wherein ω is WT For wind tunnel testing of rudder deflection angular velocity, omega ∞ For the true rudder angle speed of the aircraft, d WT Reference length for wind tunnel test model, d ∞ For aircraft reference length, V WT For wind tunnel testing of incoming velocity, V ∞ The incoming flow velocity of the aircraft in a typical flight state.
In the invention, the dynamic data processing system is also used for obtaining a control surface dynamic aerodynamic force result according to the data acquired by the dynamic data acquisition system, and the specific mode is as follows:
removing initial zero and final zero of the aerodynamic force signal of the control surface, and applying a balance formula to obtain time domain data of each component aerodynamic load;
calculating the rudder deflection angle speed based on the rudder deflection angle time domain data to obtain time domain data comprising the rudder deflection angle and the rudder deflection angle speed;
corresponding the pneumatic load time domain data with rudder deflection angle and rudder deflection angle speed time domain data, and extracting the time domain data within the model main body state retention time T one by one;
respectively extracting time domain data of a uniform speed section of the test rudder deflection angle speed under the condition of forward rotation and reverse rotation of a control surface from a section of time domain data of each model main body state based on the rudder deflection angle speed to obtain two groups of repeated test data under each model main body state, wherein each group of test data consists of n sections of time domain data containing time, rudder deflection angle and each component pneumatic load;
and (3) carrying out pneumatic load averaging on each group of repeated test data according to the rudder deflection angle: defining a rudder deflection angle sequence, wherein the range of the rudder deflection angle of the sequence is not larger than that of any section of time domain data in the repeated test data; for each segment of time domain data, interpolating the pneumatic load components to the rudder deflection angle sequence one by taking the rudder deflection angle as an independent variable and taking the pneumatic load as a dependent variable to obtain a group of pneumatic load data repeated test data under the rudder deflection angle sequence; performing arithmetic mean on each pneumatic load component to obtain pneumatic load data of the rudder deflection angle sequence;
and respectively processing the blowing test data and the calm test data by using the same rudder deflection angle sequence, and subtracting the calm test data processing result from the blowing test data processing result to obtain the control surface dynamic aerodynamic force data corresponding to the rudder deflection angle in the process that the control surface of the aircraft rotates forwards and backwards at the test rudder deflection angle speed under each model body state.
According to a second aspect of the invention, a control surface dynamic aerodynamic wind tunnel test method is provided, which comprises a test operation part and a data processing part, wherein the test operation part comprises the following steps:
test procedure part:
step 1-1: the aircraft model main body is arranged in the wind tunnel test section at an attack angle of 0 degree, and the integrated control surface balance is positioned at a rudder deflection angle of 0 degree.
Considering the impact load possibly occurring in the wind tunnel starting and stopping process, before the wind tunnel is started, the aircraft model main body is placed in the wind tunnel test section at an attack angle of 0 degrees, and the integrated control surface balance is positioned at a rudder deflection angle position of 0 degrees; after the wind tunnel is started and the flow field is stabilized, the aircraft model body and the control surface start to act, and after all measurements are completed, the aircraft model body and the control surface both return to an initial state before the wind tunnel is shut down.
Step 1-2: the dynamic data acquisition system starts to acquire a control surface aerodynamic force signal output by the integrated control surface balance and a rudder deflection angle analog signal output by the rudder deflection angle measurement device, and starts to perform the next step after acquiring an initial zero signal of the integrated control surface balance. Preferably, the sampling frequency of the dynamic data acquisition system is determined according to the wind tunnel test rudder deflection angle speed, so that the maximum rudder deflection angle interval of adjacent sampling points is 0.5-1 °, if the test rudder deflection angle speed is 1200 °/s, the sampling frequency can be 1200Hz, and at the moment, the maximum rudder deflection angle interval of adjacent sampling points is 1 °.
Step 1-3: and starting the wind tunnel, and after the flow field is stable, simultaneously starting the action of the aircraft model main body and the integrated control surface balance. The actions of the aircraft model main body are as follows: and (4) acting to a first model main body state, after the stay time T, acting to a next model main body state again, staying for the time T until the last model main body state, and returning to the initial model main body state after the stay time T. The action of the integrated control surface balance 5 is as follows: moving from the 0 degree rudder angle position to a preset rudder angle position a, then performing N times of reciprocating motion between the preset rudder angle position a and another preset rudder angle position b in a preset rudder surface reciprocating motion mode, and then returning to the 0 degree rudder angle position from the preset rudder angle position a. The stay time T of the state of each model main body is larger than nt, and T is the time required by one reciprocating motion of the integrated control surface balance. The reciprocating motion times N of the integrated control surface balance in one train number is larger than mn, m is the number of model main body states in a wind tunnel test of the train number, and N is the times of the control surface completing reciprocating motion in each model main body state; in the practical test, m, n and T need to be comprehensively determined according to T and the maximum operation time of the wind tunnel.
The wind tunnel test mostly adopts a temporary wind tunnel. For a temporary-rush wind tunnel, the maximum running time is set when the wind tunnel is started every time, and the blowing test steps are set in order to finish multiple control surface reciprocating motions of multiple model main body states in a wind tunnel test of one train number as much as possible and simultaneously ensure that the aircraft model main body and the integrated control surface balance finish actions and return to an initial state before the wind tunnel is shut down. In a dynamic test, a repeatability test is usually required to be carried out, so that the control surface completes n times of reciprocating motion in each model main body state, the larger n is, the better n is, and generally n = 6-8 is adopted.
In the invention, because of the model scaling, the wind tunnel test rudder deflection angular speed is usually several times greater than the actual rudder deflection angular speed of the aircraft, a control surface deflection system needs a certain time to drive a control surface to accelerate from a static state to a preset wind tunnel test rudder deflection angular speed, the same time is needed for the control surface to decelerate from the preset wind tunnel test rudder deflection angular speed state to the static state, and the larger the rudder deflection angular speed is, the longer the acceleration and deceleration time is needed. Therefore, the reciprocating motion form of the control surface is as follows: starting from a preset rudder deflection angle position a, starting acceleration at a preset angular acceleration, accelerating to a preset wind tunnel test rudder deflection angle speed, deflecting at a constant speed, starting deceleration at the preset angular acceleration, and stopping at another preset rudder deflection angle position b; starting from the preset rudder deflection angle position b, starting reverse acceleration with preset angular acceleration, accelerating to the preset wind tunnel test rudder deflection angle speed, deflecting at a constant speed, starting deceleration with the preset angular acceleration, returning to the preset rudder deflection angle position a, stopping, and completing one reciprocating motion.
In practical application, the preset rudder deflection angle range needs to be adjusted according to a test working condition, a preset wind tunnel test rudder deflection angle speed and a rudder deflection angle range to be tested, so that the pneumatic load of the control surface does not exceed the maximum load limit of the control surface deflection system and the integrated control surface balance under the test working condition, and meanwhile, the control surface can reach the preset wind tunnel test rudder deflection angle speed within the rudder deflection angle range to be tested. For example, the requirements of a wind tunnel test for dynamic aerodynamic force measurement of a control surface of an aircraft model are as follows: the deflection angle range of the test rudder is 0-30 degrees, and the deflection angle speed of the test rudder of the preset wind tunnel is 1200 degrees/s. If the control surface deflects by 13 degrees within the time that the control surface deflection system drives the control surface to accelerate from the static state to the preset wind tunnel test rudder deflection angle speed, namely the control surface acceleration and deceleration processes respectively need 13 degrees of control surface deflection space, the preset rudder deflection angle position a can be set to be-13 degrees, the preset rudder deflection angle position b is set to be 43 degrees, and the control surface can be ensured to reach the preset wind tunnel test rudder deflection angle speed within the range of the rudder deflection angle to be tested; further determining whether the pneumatic load of the control surface in a rudder deflection angle range of-13 degrees to 43 degrees exceeds the maximum load limit of the control surface deflection system and the integrated control surface balance under the test working condition; if the maximum load limiting requirement is not met, the range of the rudder deflection angle to be measured needs to be properly reduced or the test rudder deflection angle speed needs to be reduced.
In the control surface dynamic aerodynamic wind tunnel test, the scaling model not only meets the similarity criteria of geometric similarity, mach number similarity and the like, but also needs to meet the similarity criteria of Stewart-Haar number, namely the speed of the deflection angle of the control surface needs to be adjusted according to the scaling of the model. The wind tunnel test rudder deflection angular speed is determined according to the following formula:
wherein ω is WT For wind tunnel testing of rudder deflection angular velocity, omega ∞ For the true rudder angle speed of the aircraft, d WT Reference length for wind tunnel test model, d ∞ For aircraft reference length, V WT For wind tunnel testing of incoming velocity, V ∞ The incoming flow velocity of the aircraft in a typical flight state.
Step 1-4: the method comprises the steps that after the action of an aircraft model main body and an integrated control surface balance is finished, a vehicle is shut down in a wind tunnel, data collection is stopped after a balance end zero signal is collected, a wind tunnel test of a train number is finished, and blowing test data are obtained;
step 1-5: and (4) under the condition that the wind tunnel does not blow, obtaining the windless test data according to the steps 1-1 to 1-4.
A data processing section:
step 2-1: and removing initial zero and final zero of the aerodynamic force signal of the control surface, and applying a balance formula to obtain time domain data of each component of the aerodynamic load.
For example, when the integrated control surface balance 5 is built in a three-component sky, the time domain data of each component aerodynamic load comprises the time domain data of the three-component aerodynamic load of the normal force, the hinge moment and the rudder root bending moment.
Step 2-2: and calculating the rudder deflection angle speed based on the rudder deflection angle time domain data to obtain time domain data containing the rudder deflection angle and the rudder deflection angle speed.
Step 2-3: and (3) corresponding the pneumatic load time domain data with rudder deflection angle and rudder deflection angle speed time domain data, and extracting the time domain data within the stay time T of each model main body state.
Specifically, the specific method for extracting the time domain data within the retention time T of the main body state of each model is as follows: method 1, extraction is based on loads that differ significantly in different model body states. For example, when the control surface moves to a rudder deflection angle of 0 degree, the normal force of the control surface is obviously different in the model main body state under different attack angle states, and conversely, the preset model main body state can be distinguished according to the normal force difference of the control surface when the control surface moves to the rudder deflection angle of 0 degree. And 2, installing an attitude sensor on the model main body, and synchronously recording the state signal of the model main body through a dynamic data acquisition system.
Step 2-4: and for the time domain data of each model main body state, respectively extracting the time domain data of a constant speed section of a preset wind tunnel test rudder deflection angle speed under the condition that the control surface rotates forwards and backwards on the basis of the rudder deflection angle speed to obtain two groups of repeated test data under each model main body state, wherein each group of test data consists of n sections of time domain data containing time, rudder deflection angle and each component pneumatic load.
Step 2-5: and carrying out pneumatic load averaging on each group of repeated test data according to the rudder deflection angle, wherein the method comprises the following steps: defining a rudder deflection angle sequence, wherein the range of the rudder deflection angle of the sequence is not larger than that of any section of time domain data in the repeated test data; for each segment of time domain data, interpolating the pneumatic load components to the rudder deflection angle sequence one by taking the rudder deflection angle as an independent variable and taking the pneumatic load as a dependent variable to obtain a group of pneumatic load data repeated test data under the rudder deflection angle sequence; and performing arithmetic mean on each pneumatic load component to obtain pneumatic load data of the rudder deflection angle sequence.
Specific examples are as follows: and measuring the control surface dynamic aerodynamic force of a certain model by using an integrated control surface balance with a built-in three-component balance. The deflection angle speed of the wind tunnel test rudder is 1200 DEG/s, the test sampling frequency is 1200Hz, and the deflection angle range of the test rudder is 0-10 deg. And extracting a group of aerodynamic load data when the control surface containing 3 times of repeated tests rotates forwards at a rudder deflection angle speed of 1200 DEG/s, wherein each section of test data comprises time, a rudder deflection angle, a normal force, a hinge moment and a rudder root bending moment. The rudder deflection angle sequences (unit degrees omitted) of the 3 test data are { -1.15, -0.15,0.85,1.85, …,9.85,10.85}, { -0.91,0.09,1.09,2.09, …,10.09,11.09}, { -1.06, -0.06,0.94,1.94, …,9.94,10.94}, respectively. A new sequence of rudder deflection angles {0.00,1.00,2.00,3.00, …,10.00} may be defined, the range of rudder deflection angles of the sequence of rudder deflection angles being no greater than the range of rudder deflection angles of any piece of time domain data in the set of trial and error data. And for each section of pneumatic load data, interpolating the pneumatic load into a new sequence by taking the rudder deflection angle as an independent variable and respectively taking the normal force, the hinge moment and the rudder root bending moment as dependent variables. And (4) performing arithmetic mean on the pneumatic load data of 3 times of repeated tests on each rudder deflection angle position in the new sequence, thereby obtaining the pneumatic load mean data of the new sequence.
Step 2-6: and according to the steps 2-1 to 2-5, respectively processing the blowing test data and the no-wind test data by using the same rudder deflection angle sequence in the step 2-5, and subtracting the no-wind test data processing result from the blowing test data processing result to obtain the control surface dynamic aerodynamic force data corresponding to the rudder deflection angle in the process that the control surface of the aircraft rotates forwards and backwards at the preset wind tunnel test rudder deflection angle speed in each model main body state.
The invention has been described in detail with reference to specific embodiments and illustrative examples, but the description is not intended to be construed in a limiting sense. Those skilled in the art will appreciate that various equivalent substitutions, modifications or improvements may be made to the technical solution of the present invention and its embodiments without departing from the spirit and scope of the present invention, which fall within the scope of the present invention. The scope of the invention is defined by the appended claims.
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 (10)
1. A control surface dynamic aerodynamic wind tunnel test device is characterized by comprising a control surface deflection system, a control surface deflection angle measuring device (4), an integrated control surface balance (5), an aircraft model main body (1), a dynamic data acquisition system and a dynamic data processing system;
the control surface deflection system is fixedly connected with the aircraft model body (1) and comprises a servo motor (2) and a transmission module (3), an output shaft of the servo motor (2) is fixedly connected with the transmission module (3), and the transmission module (3) is fixedly connected with a control shaft and used for driving the control surface to be static at a preset control deflection angle position or to reciprocate at a preset deflection angle speed between two preset control deflection angle positions;
the rudder deflection angle measuring device (4) is fixedly connected with the rudder shaft and is used for measuring the rudder deflection angle in real time and outputting a rudder deflection angle simulation signal to the dynamic data acquisition system in real time;
the integrated control surface balance (5) has the appearance of a control surface, performs the deflection function of the rudder, is internally provided with a balance and is used for outputting a control surface aerodynamic force signal to a dynamic data acquisition system in real time;
the aircraft model main body (1) is arranged in a wind tunnel test section through a support piece, the control surface deflection system and the rudder deflection angle measuring device (4) are arranged in the aircraft model main body (1), and one or more integrated control surface balances (5) are arranged on the aircraft model to form a complete aircraft model;
the dynamic data acquisition system is used for synchronously acquiring a control surface aerodynamic force signal output by the integrated control surface balance (5) and a rudder deflection angle simulation signal output by the rudder deflection angle measurement device;
the dynamic data processing system is used for obtaining a control surface dynamic aerodynamic force result according to data collected by the dynamic data collecting system, and comprises: removing initial zero and final zero of the aerodynamic force signal of the control surface, and applying a balance formula to obtain time domain data of each component aerodynamic load;
calculating the rudder deflection angle speed based on the rudder deflection angle time domain data to obtain time domain data containing the rudder deflection angle and the rudder deflection angle speed;
corresponding the pneumatic load time domain data with rudder deflection angle and rudder deflection angle speed time domain data, and extracting the time domain data within the model main body state retention time T one by one;
respectively extracting time domain data of a uniform speed section of the test rudder deflection angle speed under the conditions of forward rotation and reverse rotation of a control surface for a section of time domain data of each model main body state based on the rudder deflection angle speed to obtain two groups of repeated test data under each model main body state, wherein each group of test data comprises at least one section of time domain data containing time, rudder deflection angle and each component of pneumatic load;
carrying out pneumatic load averaging on each group of repeated test data according to the rudder deflection angle;
and respectively processing the blowing test data and the calm test data by using the same rudder deflection angle sequence, and subtracting the calm test data processing result from the blowing test data processing result to obtain the control surface dynamic aerodynamic force data corresponding to the rudder deflection angle in the process that the control surface of the aircraft rotates forwards and backwards at the test rudder deflection angle speed under each model body state.
2. The rudder surface dynamic aerodynamic wind tunnel test device according to claim 1, wherein the rudder surface deflection system further comprises a servo control system, the servo control system is used for controlling a servo motor to operate, so that the rudder surface moves from a 0 ° rudder deflection angle position to a predetermined rudder deflection angle position a during test, then performs N times of reciprocating motion between the predetermined rudder deflection angle position a and another predetermined rudder deflection angle position b in a predetermined rudder surface reciprocating motion mode, and then returns to the 0 ° rudder deflection angle position from the predetermined rudder deflection angle position a; and N is more than mn, N is the reciprocating motion frequency of the integrated control surface balance in a train number, m is the number of model main body states in a train number wind tunnel test, and N is the frequency of the reciprocating motion of the control surface in each model main body state.
3. The rudder surface dynamic aerodynamic wind tunnel test device according to claim 1, wherein the servo control system is used for controlling a servo motor to operate, so that the reciprocating motion mode of the rudder surface is as follows: starting from a preset rudder deflection angle position a, starting acceleration at a preset angular acceleration, accelerating to a preset wind tunnel test rudder deflection angle speed, deflecting at a constant speed, starting deceleration at the preset angular acceleration, and stopping at another preset rudder deflection angle position b; starting from the preset rudder deflection angle position b, starting reverse acceleration with preset angular acceleration, accelerating to the preset wind tunnel test rudder deflection angle speed, deflecting at a constant speed, starting deceleration with the preset angular acceleration, returning to the preset rudder deflection angle position a, stopping, and completing one reciprocating motion.
4. The wind tunnel test device for the dynamic aerodynamic force of the control surface according to claim 1 is characterized by further comprising a model body state control system, wherein the model body state control system is used for controlling the movement of the support piece, so that the action form of the aircraft model body is as follows: and (4) acting to a first model main body state, after the stay time T, acting to a next model main body state again, staying for the time T until the last model main body state, and returning to the initial model main body state after the stay time T.
5. The rudder surface dynamic aerodynamic wind tunnel test device according to claim 1, wherein the dynamic data processing system is configured to determine a test rudder deflection angular velocity, the test rudder deflection angular velocity being determined according to the following formula:
wherein ω is WT Is windHole test rudder deflection angular velocity, omega ∞ For the true rudder angle speed of the aircraft, d WT Reference length for wind tunnel test model, d ∞ For aircraft reference length, V WT For wind tunnel testing of incoming velocity, V ∞ The incoming flow velocity of the aircraft in a typical flight state.
6. A control surface dynamic aerodynamic wind tunnel test method is characterized by comprising a test operation part and a data processing part:
test operation part:
step 1-1: the aircraft model main body is arranged in a wind tunnel test section at an attack angle of 0 degree, and the integrated control surface balance is positioned at a rudder deflection angle position of 0 degree;
step 1-2: the dynamic data acquisition system starts to acquire a control surface aerodynamic force signal output by the integrated control surface balance and a rudder deflection angle analog signal output by the rudder deflection angle measurement device, and starts the next step after acquiring an initial zero signal of the integrated control surface balance;
step 1-3: starting the wind tunnel, and after the flow field is stable, simultaneously starting the action of the aircraft model main body and the integrated control surface balance; the actions of the aircraft model main body are as follows: the model is operated to the first model main body state, after the stay time T, the model is operated to the next model main body state again, the stay time T is up to the last model main body state, and the initial model main body state is returned after the stay time T; the action of the integrated control surface balance is as follows: moving from the 0-degree rudder deflection angle position to a preset rudder deflection angle position a, then performing N times of reciprocating motion between the preset rudder deflection angle position a and another preset rudder deflection angle position b in a preset control surface reciprocating motion mode, and then returning to the 0-degree rudder deflection angle position from the preset rudder deflection angle position a;
step 1-4: after the action of the aircraft model main body and the integrated control surface balance is finished, the vehicle is shut down in a wind tunnel, data collection is stopped after a balance end zero signal is collected, a train number wind tunnel test is finished, and blowing test data are obtained;
step 1-5: under the condition that the wind tunnel does not blow, obtaining the windless test data according to the steps 1-1 to 1-4;
a data processing section:
step 2-1: removing initial zero and final zero of the aerodynamic force signal of the control surface, and applying a balance formula to obtain time domain data of each component aerodynamic load;
step 2-2: calculating the rudder deflection angle speed based on the rudder deflection angle time domain data to obtain time domain data comprising the rudder deflection angle and the rudder deflection angle speed;
step 2-3: corresponding the pneumatic load time domain data with rudder deflection angle and rudder deflection angle speed time domain data, and extracting time domain data within the stay time T of each model main body state;
step 2-4: respectively extracting time domain data of a constant speed section of a preset wind tunnel test rudder deflection angle speed under the situations of forward rotation and reverse rotation of the control surface from the time domain data of each model main body state to obtain two groups of repeated test data under each model main body state;
step 2-5: carrying out pneumatic load averaging on each group of repeated test data according to the rudder deflection angle;
step 2-6: and according to the steps 2-1 to 2-5, respectively processing the blowing test data and the no-wind test data by using the same rudder deflection angle sequence, and subtracting the no-wind test data processing result from the blowing test data processing result to obtain the control plane dynamic aerodynamic force data corresponding to the rudder deflection angle in the process that the control plane of the aircraft rotates forwards and backwards at the preset wind tunnel test rudder deflection angle speed in each model body state.
7. The control surface dynamic aerodynamic wind tunnel test method according to claim 6, characterized in that in the steps 1-3, the state retention time T of each model main body is more than nt, and T is the time required by one reciprocating motion of the integrated control surface balance; the reciprocating times N of the integrated control surface balance in one train are more than mn, m is the number of model main body states in a wind tunnel test of the train, and N is the times of the control surface completing reciprocating motion in each model main body state.
8. The control surface dynamic aerodynamic wind tunnel test method according to claim 6, characterized in that in the steps 1-3, the reciprocating motion form of the control surface is as follows: starting from a preset rudder deflection angle position a, starting acceleration at a preset angular acceleration, accelerating to a preset wind tunnel test rudder deflection angle speed, deflecting at a constant speed, starting deceleration at the preset angular acceleration, and stopping at another preset rudder deflection angle position b; starting from the preset rudder deflection angle position b, starting reverse acceleration with preset angular acceleration, accelerating to the preset wind tunnel test rudder deflection angle speed, deflecting at a constant speed, starting deceleration with the preset angular acceleration, returning to the preset rudder deflection angle position a, stopping, and completing one reciprocating motion.
9. The rudder surface dynamic aerodynamic wind tunnel test method according to claim 8, wherein the wind tunnel test rudder deflection angle speed is determined according to the following formula:
wherein ω is WT For wind tunnel testing of rudder deflection angular velocity, omega ∞ For the true rudder angle speed of the aircraft, d WT Reference length for wind tunnel test model, d ∞ For aircraft reference length, V WT For wind tunnel testing of incoming velocity, V ∞ The incoming flow velocity of the aircraft in a typical flight state.
10. The rudder surface dynamic aerodynamic wind tunnel test method according to claim 6, wherein in the step 2-5, the method for performing aerodynamic load averaging according to rudder deflection angle on each group of repeated test data is as follows: defining a rudder deflection angle sequence, wherein the range of the rudder deflection angle of the sequence is not larger than that of any section of time domain data in the repeated test data; for each segment of time domain data, interpolating the pneumatic load components to the rudder deflection angle sequence one by taking the rudder deflection angle as an independent variable and taking the pneumatic load as a dependent variable to obtain a group of pneumatic load data repeated test data under the rudder deflection angle sequence; and performing arithmetic mean on each pneumatic load component to obtain pneumatic load data of the rudder deflection angle sequence.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110547398.0A CN113324726B (en) | 2021-05-19 | 2021-05-19 | Control surface dynamic aerodynamic wind tunnel test device and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110547398.0A CN113324726B (en) | 2021-05-19 | 2021-05-19 | Control surface dynamic aerodynamic wind tunnel test device and method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113324726A CN113324726A (en) | 2021-08-31 |
| CN113324726B true CN113324726B (en) | 2022-10-28 |
Family
ID=77416187
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110547398.0A Active CN113324726B (en) | 2021-05-19 | 2021-05-19 | Control surface dynamic aerodynamic wind tunnel test device and method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113324726B (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113504025B (en) * | 2021-09-13 | 2021-12-14 | 中国航天空气动力技术研究院 | Dynamic load testing method for wind tunnel with large attack angle and low frequency structure |
| CN114383801B (en) * | 2021-12-20 | 2024-03-19 | 中国航天空气动力技术研究院 | Wind tunnel virtual flight test system and method for variant aircraft |
| CN114486166B (en) * | 2021-12-29 | 2024-05-07 | 中国航天空气动力技术研究院 | Model and system for control surface jet flow interference force measurement test |
| CN115127768B (en) * | 2022-09-01 | 2022-11-08 | 中国航空工业集团公司哈尔滨空气动力研究所 | Aircraft longitudinal motion simulation wind tunnel test method based on control surface controllable model |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105258916A (en) * | 2015-11-18 | 2016-01-20 | 中国空气动力研究与发展中心高速空气动力研究所 | Method for correcting influence of high-speed wind tunnel model afterbody distortion on lateral-directional aerodynamic characteristics |
| CN111855131A (en) * | 2020-04-28 | 2020-10-30 | 中国航天空气动力技术研究院 | Remote rudder controlled wind tunnel free flight test device and method |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0854316A (en) * | 1994-08-12 | 1996-02-27 | Mitsubishi Heavy Ind Ltd | Flutter model for rudder |
| CN102901595B (en) * | 2012-10-12 | 2014-07-16 | 中国航空工业集团公司沈阳飞机设计研究所 | Method for measuring hinge moment of control surface |
| CN102944376B (en) * | 2012-11-30 | 2015-02-25 | 中国航天空气动力技术研究院 | Wind tunnel test device |
| CN106840593B (en) * | 2017-03-02 | 2023-11-10 | 中国航天空气动力技术研究院 | Measuring device and method for measuring hinge moment of control surface of fusion layout aircraft |
| CN111623950A (en) * | 2020-04-28 | 2020-09-04 | 中国航天空气动力技术研究院 | Hinge moment measuring device, system and method for automatically deflecting control surface |
-
2021
- 2021-05-19 CN CN202110547398.0A patent/CN113324726B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105258916A (en) * | 2015-11-18 | 2016-01-20 | 中国空气动力研究与发展中心高速空气动力研究所 | Method for correcting influence of high-speed wind tunnel model afterbody distortion on lateral-directional aerodynamic characteristics |
| CN111855131A (en) * | 2020-04-28 | 2020-10-30 | 中国航天空气动力技术研究院 | Remote rudder controlled wind tunnel free flight test device and method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113324726A (en) | 2021-08-31 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113324726B (en) | Control surface dynamic aerodynamic wind tunnel test device and method | |
| CN110567574B (en) | Method and system for identifying timing vibration parameters of blade end of rotating blade | |
| CN108256264B (en) | Pneumatic servo elastic stability prediction method based on ground frequency response test | |
| CN111473947A (en) | Single-vector dynamic calibration method for pulse wind tunnel force measurement system | |
| CN108132134A (en) | Aerodynamic derivative discrimination method and system based on wind tunnel free flight test | |
| CN111175033B (en) | Method for reconstructing timing signal of synchronous vibration blade end under variable rotating speed | |
| CN111832159B (en) | Method for determining boundary layer transition array plane dynamic evolution process based on flight test data | |
| CN114004023A (en) | Aircraft pneumatic parameter identification method based on recurrent neural network | |
| CN110084316A (en) | A kind of method for diagnosing faults based on the multiple dimensioned arrangement entropy and glowworm swarm algorithm Support Vector Machines Optimized of fine time shift | |
| CN102901613B (en) | Method for determining pressure center of reentry vehicle | |
| CN112504610A (en) | High-altitude propeller low-density wind tunnel test system and method | |
| CN110803301A (en) | Novel ejection speed measuring method for ejection of ejection seat out of cabin | |
| CN113884268B (en) | Longitudinal aerodynamic characteristic test and analysis method for full-dynamic horizontal tail helicopter body | |
| CN113513999B (en) | Large-view-field real-time deformation measurement system and method for static test of spacecraft structure | |
| KR20140100254A (en) | Flight Chassis Dynamometer System for the Scaled Helicopter and Controlling Method for the Same | |
| CN114295317A (en) | Unfolding and folding rudder torque loading test system, method and medium | |
| CN116276922B (en) | Friction force identification method for five-axis parallel device | |
| JPH07167595A (en) | Airframe control testing method and device thereof | |
| CN115508032B (en) | Double-degree-of-freedom fatigue loading excitation device, system and control method for fan blade | |
| CN114964701A (en) | Model surface pressure continuous measurement test system based on pressure scanning valve | |
| CN113428381B (en) | Device and method for determining time period of catapult impact action of airplane suspension | |
| CN114295290A (en) | Online dynamic balance adjusting device of stratospheric aerostat propeller | |
| CN115753002A (en) | Prediction system and method for buffeting aerodynamic force of aircraft | |
| CN111649903A (en) | Method for indirectly measuring aerodynamic drag coefficient by using dynamic model experiment | |
| CN112067226B (en) | Long straight wing wind tunnel model dynamic coupling test method with resistance rudder |
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 |