CN112345194A - Low-speed wind tunnel test method for realizing extremely large sideslip angle attitude - Google Patents
Low-speed wind tunnel test method for realizing extremely large sideslip angle attitude Download PDFInfo
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Abstract
The invention relates to a low-speed wind tunnel test method for realizing a maximum sideslip angle posture, which is characterized in that an aircraft model is installed by using a conventional large-attack-angle mechanism tail brace of a low-speed wind tunnel, a balance keeps a conventional horizontal installation state unchanged, and the model is laterally installed by rotating the model by 90 degrees around the axis of the balance. Changing the angle of attack and the angle of sideslip by changing the nominal angle of attack alpha by means of a sideslip angle-changing mechanismnBy varying the nominal slip angle beta by means of angle-of-attack varying mechanismsn. And the simulation of the actual angle of the model attitude is realized by coupling the two nominal angles through the angle of incidence and the angle of sideslip angle. And calculating to obtain a nominal angle sequence corresponding to the actual angle sequence of the model attitude before testing, and coupling the variable angle of the large attack angle mechanism according to the nominal angle sequence during testing. Carrying out necessary data conversion during data processing to obtain final test result. And the test result is given by the final actual angle sequence and the data of the model body axis and the wind axis.
Description
Technical Field
The invention relates to a low-speed wind tunnel test method for realizing a maximum sideslip angle attitude, which is used for realizing a wind tunnel test for realizing the maximum sideslip angle attitude by using a conventional large attack angle mechanism of a low-speed wind tunnel and belongs to the technical field of wind tunnel tests.
Background
In the wind tunnel test, a model is installed on an attack angle mechanism, and the change of the model posture (attack angle and sideslip angle) is realized through an angle change mechanism on the attack angle mechanism. The attack angle mechanism is generally provided with a variable angle mechanism with two angular degrees of freedom, the change of the attack angle of the model can be realized through the attack angle variable mechanism, and the change of the sideslip angle of the model can be realized through the sideslip angle variable mechanism.
In section 2 of GB/T16638.2-2008 aerodynamic concepts, quantities and notation: the definition of the aircraft attack angle and sideslip angle in the coordinate axis system and the aircraft motion state quantity is as follows:
angle of attack α: the included angle between the projection of the flight speed on the plane reference surface and the longitudinal axis;
side slip angle β: the included angle between the flying speed and the reference plane of the airplane.
See fig. 1 for the definition of angle of attack and sideslip angle (from GB/T16638.2-2008).
As shown in fig. 1. When the angle of attack is changed by fixing the sideslip angle, the change of the angle of attack is realized around the transverse axis Oy of the airplane body shafting. When the sideslip angle is changed at a fixed angle of attack, the change in sideslip angle is about the vertical axis Oz of the airflow axisaTo be realized.
Therefore, when the angle of attack is changed by a fixed sideslip angle, the longitudinal axis Ox of the aircraft sweeps through a plane; when the angle of attack is fixed and the angle of sideslip is changed, the longitudinal axis Ox of the aircraft sweeps over a cone.
The conventional large angle-of-attack mechanism of the low-speed wind tunnel mainly comprises a bent blade turntable mechanism, a plane four-bar linkage turntable mechanism and the like, and a model is generally installed on the angle-of-attack mechanism in a tail support mode. When the attack angle is changed by fixing the sideslip angle (longitudinal test), the attack angle is changed by sliding the tail support rod in the arc plane of the curved knife or by the difference of the front and rear connecting rods of the four-bar linkage in the plane, and the longitudinal axis Ox of the aircraft model sweeps out a plane. When the sideslip angle is changed by rotating the turntable around the vertical axis of the wind tunnel ground axis system while changing the sideslip angle at a fixed angle of attack (lateral test), the longitudinal axis Ox of the aircraft model sweeps a conical surface.
According to the test requirements of a conventional aircraft, the low-speed wind tunnel test generally requires the test capability of large attack angle and large sideslip angle. Therefore, the low-speed wind tunnel is generally equipped with a large attack angle mechanism, the attack angle of the conventional large attack angle mechanism can reach about 90 degrees at most, and the sideslip angle can reach about 40 degrees at most.
With the rapid development of aerospace technology, the requirements on the technical performance of aircrafts are higher and higher, and some novel aircrafts all require to have extremely large sideslip angle flight capability at a low-speed section, so that the test requirement for realizing the simulation of the attitude of the extremely large sideslip angle is also provided for wind tunnel tests.
At present, the simulation of the attitude with the extremely large sideslip angle is generally realized in a mode of model roll coupling in a low-speed wind tunnel. Some low-speed wind tunnels are provided with a roll coupling attack angle mechanism, and the attack angle and the sideslip angle of the model are obtained through the coupling of the model pitch angle and the model roll angle, so that the posture simulation of the maximum sideslip angle is realized. Typical roll coupling angle-of-attack mechanisms mainly include a reverse L-shaped mechanism of a FL-13 wind tunnel in the center of research and development of aerodynamic force in China, a 2k pi mechanism of a FL-9 wind tunnel in the research institute of aerodynamic force in aviation industry in China, an upper large angle-of-attack roll mechanism of an FD-09 wind tunnel in the research institute of aerodynamic force in aerospace industry in China, and the like.
The simulation of the posture of the maximum sideslip angle realized by the roll coupling attack angle mechanism is a relatively mature test method, but has some defects: 1) a new set of attack angle mechanism needs to be researched and developed; 2) in order to realize the rolling of the supporting rod, a motor and a speed reducer are required to be arranged at the tail end of the supporting rod to drive the supporting rod, and the motor and the speed reducer are generally much thicker than the supporting rod, so that the motor and the speed reducer can increase the blocking degree of an angle-of-attack mechanism and increase the pneumatic interference on a model; 3) when a wind tunnel test is carried out, the primary rolling coupling attack angle mechanism needs to be installed and dismantled, and the workload is large.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention provides a low-speed wind tunnel test method for realizing the posture of the maximum sideslip angle, and the simulation of the posture of the maximum sideslip angle is realized by using a conventional large-attack-angle mechanism of a low-speed wind tunnel, so that the complicated part caused by using a roll coupling attack-angle mechanism is avoided.
The technical scheme adopted by the invention for solving the technical problems is as follows:
a low-speed wind tunnel test method for realizing a maximum sideslip angle attitude comprises the following steps:
1) the aircraft model is installed through a balance in a tail supporting mode by using a large attack angle mechanism, the balance keeps a horizontal installation state unchanged, and the aircraft model is laterally installed by rotating the aircraft model by 90 degrees around the axis of the balance, so that wings of the aircraft model are perpendicular to a horizontal plane; the big angle of attack mechanism is two angle degree of freedom guiding mechanism, includes: a sideslip angle changing mechanism (corresponding to a mechanism yaw angle psi) and an attack angle changing mechanism (corresponding to a mechanism pitch angle theta);
2) obtaining a nominal angle of attack alpha by sequential conversion according to an actual angle of attack alpha and an actual sideslip angle beta in the actual angle sequence of the model attitudenAnd nominal slip angle betanThe nominal angle sequence corresponding to the actual angle sequence of the model attitude specifically includes:
in the special case of an actual angle of attack α of 0 °, the nominal slip angle βnIs consistent with the actual sideslip angle beta; in the special case of an actual sideslip angle β of 0 °, the nominal angle of attack αnIs consistent with the actual attack angle alpha;
when the actual angle of attack alpha is not equal to 0 DEG, the nominal slip angle betanNot in accordance with the actual sideslip angle β; when the actual sideslip angle beta is not equal to 0 DEG, the nominal angle of attack alphanIs not consistent with the actual attack angle alpha;
3) variation of nominal angle of attack alpha using sideslip angle-varying mechanisms (corresponding to the mechanism yaw angle psi)nChanging the nominal sideslip angle beta by using an angle-of-attack angle-changing mechanism (corresponding to the pitch angle theta of the mechanism)nRespectively carrying out a no-wind state test and a wind state test in a low-speed wind tunnel, and acquiring six-component voltage signals of the balance;
4) substituting the six-component voltage signals of the balance acquired in the step 3) into a balance formula to calculate to obtain six-component data of a balance shafting;
5) according to the original pitch angle theta of the balance shafting mechanism0And original yaw angle psi of the mechanism0Respectively shooting the nominal angle in the test of the no-wind state and the nominal angle in the test of the wind stateCorrecting the deformation to obtain a corrected mechanism pitch angle theta corresponding to the windless state test1aAnd the yaw angle psi of the mechanism1aCorrected pitch angle theta of the mechanism corresponding to the windy condition test1bAnd the yaw angle psi of the mechanism1b；
6) Obtaining the balance shafting six-component data obtained by the windless state test, and correcting the pitch angle theta of the mechanism corresponding to the windless state test in the step 5)1aAnd the yaw angle psi of the mechanism1aCorrected rear mechanism pitch angle theta corresponding to test interpolated wind state1bAnd the yaw angle psi of the mechanism1bObtaining six-component data of the balance shafting in the windless state after interpolation as self-weight data after interpolation;
7) subtracting the self-weight data after interpolation in the step 6) from the six-component data of the balance shaft system obtained in the windy state test to obtain the pneumatic load data of the balance shaft system;
8) performing shafting conversion, and converting balance shafting (Ox)tytzt) Converting the pneumatic load data to obtain the pneumatic load data of a model body shafting (Oxyz);
9) correcting the pitch angle theta of the mechanism after correction corresponding to the wind state test in the step 5)1bAnd the yaw angle psi of the mechanism1bPerforming reverse conversion in the step 2) to obtain an actual sideslip angle beta and an actual attack angle alpha; the method specifically comprises the following steps:
sinβ＝cosαn×sinβn＝cosψ×sinθ
10) according to the pneumatic load data of the model body shafting (Oxyz) in the step 8) and the actual sideslip angle beta and the actual attack angle alpha in the step 9), carrying out torque reference point conversion, dimensionless, hole wall interference correction and angle interpolation rounding processing to obtain a maximum sideslip angle attitude test result, and outputting the maximum sideslip angle attitude test result outwards.
Compared with the prior art, the invention has the beneficial effects that:
1) the simulation of the posture of the extremely large sideslip angle is realized by using the conventional large attack angle mechanism of the low-speed wind tunnel, and the investment of researching, developing and manufacturing a new roll coupling attack angle mechanism is avoided, so the test method is economical and practical;
2) according to the invention, the conventional large attack angle mechanism of the low-speed wind tunnel is used for realizing the simulation of the posture of the extremely large sideslip angle, and because a large-size motor and a large-size speed reducer are not added, the blocking degree of the mechanism is not increased, and the pneumatic interference on the model is not increased;
3) according to the invention, the simulation of the posture of the extremely large sideslip angle is realized by using the conventional large attack angle mechanism of the low-speed wind tunnel, so that the workload of disassembling and assembling the roll coupling attack angle mechanism is avoided;
4) the test method for realizing the attitude simulation of the extremely large sideslip angle by using the conventional large attack angle mechanism of the low-speed wind tunnel through the exchange and variable angle coupling of the attack angle and the sideslip angle is simple and easy to operate;
5) the invention expands the model attitude angle simulation range of the conventional large attack angle mechanism of the low-speed wind tunnel and improves the test capability.
Drawings
FIG. 1 is section 2 of GB/T16638.2-2008 aerodynamic concepts, quantities and notation: defining an aircraft attack angle and a sideslip angle in a coordinate axis system and an aircraft motion state quantity;
FIG. 2 is a view of the angle of rotation of the reference plane (plane of symmetry) of the aircraft model obtained by interchanging the angle of attack and sideslip angles;
fig. 3 is a graph of the angular relationship derived from fig. 2.
Detailed Description
The invention relates to a low-speed wind tunnel test method for realizing a maximum sideslip angle posture, which comprises the following steps of:
1) the aircraft model is installed through a balance in a tail supporting mode by using a large attack angle mechanism, the balance keeps a horizontal installation state unchanged, and the aircraft model is laterally installed by rotating the aircraft model by 90 degrees around the axis of the balance, so that wings of the aircraft model are perpendicular to a horizontal plane; the big angle of attack mechanism is two angle degree of freedom guiding mechanism, includes: a sideslip angle changing mechanism (corresponding to a mechanism yaw angle psi) and an attack angle changing mechanism (corresponding to a mechanism pitch angle theta);
2) obtaining a nominal angle of attack alpha by sequential conversion according to an actual angle of attack alpha and an actual sideslip angle beta in the actual angle sequence of the model attitudenAnd nominal slip angle betanThe nominal angle sequence corresponding to the actual angle sequence of the model attitude specifically includes:
in the special case of an actual angle of attack α of 0 °, the nominal slip angle βnIs consistent with the actual sideslip angle beta; in the special case of an actual sideslip angle β of 0 °, the nominal angle of attack αnIs consistent with the actual attack angle alpha;
when the actual angle of attack alpha is not equal to 0 DEG, the nominal slip angle betanNot in accordance with the actual sideslip angle β; when the actual sideslip angle beta is not equal to 0 DEG, the nominal angle of attack alphanIs not consistent with the actual attack angle alpha;
3) variation of nominal angle of attack alpha using sideslip angle-varying mechanisms (corresponding to the mechanism yaw angle psi)nChanging the nominal sideslip angle beta by using an angle-of-attack angle-changing mechanism (corresponding to the pitch angle theta of the mechanism)nRespectively carrying out a no-wind state test and a wind state test in a low-speed wind tunnel, and acquiring six-component voltage signals of the balance;
4) substituting the six-component voltage signals of the balance acquired in the step 3) into a balance formula to calculate to obtain six-component data of a balance shafting;
5) according to the original pitch angle theta of the balance shafting mechanism0And original yaw angle psi of the mechanism0Respectively carrying out elastic deformation correction on the nominal angle in the windless state test and the nominal angle in the windy state test to obtain the corrected mechanism pitch angle theta corresponding to the windless state test1aAnd the yaw angle psi of the mechanism1aCorrected pitch angle theta of the mechanism corresponding to the windy condition test1bAnd the yaw angle psi of the mechanism1b；
6) Obtaining the balance shafting six-component data obtained by the windless state test, and correcting the pitch angle theta of the mechanism corresponding to the windless state test in the step 5)1aAnd the yaw angle psi of the mechanism1aCorrected rear mechanism pitch angle theta corresponding to test interpolated wind state1bAnd the yaw angle psi of the mechanism1bObtaining six-component data of the balance shafting in the windless state after interpolation as self-weight data after interpolation;
7) subtracting the self-weight data after interpolation in the step 6) from the six-component data of the balance shaft system obtained in the windy state test to obtain the pneumatic load data of the balance shaft system;
8) performing shafting conversion, and converting balance shafting (Ox)tytzt) Converting the pneumatic load data to obtain the pneumatic load data of a model body shafting (Oxyz);
9) correcting the pitch angle theta of the mechanism after correction corresponding to the wind state test in the step 5)1bAnd the yaw angle psi of the mechanism1bPerforming reverse conversion in the step 2) to obtain an actual sideslip angle beta and an actual attack angle alpha; the method specifically comprises the following steps:
sinβ＝cosαn×sinβn＝cosψ×sinθ
10) according to the pneumatic load data of the model body shafting (Oxyz) in the step 8) and the actual sideslip angle beta and the actual attack angle alpha in the step 9), carrying out processing such as moment reference point conversion, dimensionless, hole wall interference correction, angle interpolation rounding and the like to obtain a maximum sideslip angle attitude test result, and outputting the maximum sideslip angle attitude test result outwards.
The following detailed description of embodiments of the invention refers to the accompanying drawings and detailed description of specific embodiments.
As shown in FIG. 2, the invention provides a low-speed wind tunnel test method for realizing a great sideslip angle attitude by using a conventional large attack angle mechanism of a low-speed wind tunnel through interchanging and angle-variable coupling of an attack angle and a sideslip angle, which comprises the following steps:
(1) the aircraft model is installed by using a conventional large-attack-angle mechanism tail support of a low-speed wind tunnel, the balance is kept in a conventional horizontal installation state, and the model is laterally installed by rotating the model by 90 degrees around the axis of the balance (namely the longitudinal axis of the model). Ground shafting in wind tunnelIs OxgygzgWhen the model is installed on the side, the plane of the reference plane (symmetrical plane) of the aircraft model under the initial zero attitude angle is defined as Ox1z1Then Ox1z1Horizontal plane Ox of plane and wind tunnel ground axisgygParallel.
(2) Changing the angle of attack and the sideslip angle by changing the nominal angle of attack alpha by a sideslip angle changing mechanism (corresponding to the yaw angle psi of the mechanism)nChanging the nominal sideslip angle beta by an angle-of-attack angle-changing mechanism (corresponding to the pitch angle theta of the mechanism)n(ii) a Psi ═ alphan，θ＝βn。
(3) In the special case of an actual angle of attack α of 0 °, the nominal slip angle βnIs consistent with the actual sideslip angle beta; in the special case of an actual sideslip angle β of 0 °, the nominal angle of attack αnCoinciding with the actual angle of attack alpha.
In the special case of an actual angle of attack α of 0 °, the longitudinal axis of the aircraft model sweeps over a special cone (i.e. plane) when the fixed angle of attack changes the sideslip angle (lateral test). The aircraft model is rotated by 90 degrees around the balance axis (namely the longitudinal axis of the model) and an attack angle changing mechanism (corresponding to a pitch angle theta of the mechanism) is adopted to change a nominal sideslip angle beta in a planenThe method of (1), the longitudinal axis of the aircraft model is swept through a plane, so that the nominal sideslip angle β isnCoinciding with the actual sideslip angle β.
When the angle of attack is changed by fixing the sideslip angle (longitudinal test), the aircraft model is rotated by 90 degrees around the balance axis (namely the longitudinal axis of the model) and the nominal angle of attack alpha is changed by a sideslip angle changing mechanism (corresponding to the yaw angle psi of the mechanism)nThe method of (1). In the special case of an actual sideslip angle β of 0 °, the longitudinal axis of the aircraft model is perpendicular to the wind tunnel vertical axis. The longitudinal axis of the aircraft model sweeps through a particular cone (i.e., plane) so that the nominal angle of attack αnCoinciding with the actual angle of attack alpha.
(4) When the actual angle of attack alpha is not equal to 0 DEG, the nominal slip angle betanNot in accordance with the actual sideslip angle β; when the actual sideslip angle beta is not equal to 0 DEG, the nominal angle of attack alphanNot in line with the actual angle of attack alpha.
When the actual angle of attack alpha is not equal to 0 DEGWhen the sideslip angle is changed by fixing the attack angle (transverse test), the aircraft model is rotated by 90 degrees around the balance axis (namely the longitudinal axis of the model) and the nominal sideslip angle beta is changed in a plane by an attack angle changing mechanism (corresponding to the pitch angle theta of the mechanism)nThe method of (1) is such that the longitudinal axis of the aircraft model sweeps a plane that does not coincide with the cone required for the actual sideslip angle β, so that the nominal sideslip angle β isnNot coinciding with the actual sideslip angle beta.
When the actual sideslip angle beta is not equal to 0 DEG and the angle of attack (longitudinal test) is changed by fixing the sideslip angle, the aircraft model is rotated by 90 DEG around the balance axis (namely the longitudinal axis of the model) and the nominal angle of attack alpha is changed in the conical surface by a sideslip angle changing mechanism (corresponding to the yaw angle psi of the mechanism)nThe method of (1) is such that the longitudinal axis of the aircraft model sweeps a cone that does not coincide with the plane required by the actual angle of attack α, so that the nominal angle of attack αnNot in line with the actual angle of attack alpha.
(5) The angle of attack and the sideslip angle are changed into angles, and the changed nominal angle of attack alpha of the angle of attack mechanismnNominal slip angle betanThe actual angle of attack α and the actual angle of sideslip β do not correspond one-to-one.
When the model is laterally installed, the plane of the reference plane (symmetrical plane) of the aircraft model under the initial zero attitude angle is Ox1z1Changing the nominal sideslip angle beta in the plane by an angle-of-attack angle-changing mechanism (corresponding to the pitch angle theta of the mechanism)nTo obtain a vertical axis Oz around the aircraft model1Axle (wind tunnel ground axle system horizontal axle Oy)g) Aircraft model reference surface Ox rotated by angle theta2z2。
Changing the nominal angle of attack alpha in the cone by a side slip angle changing mechanism (corresponding to the yaw angle psi of the mechanism)nObtaining the vertical axis Oz of the wind tunnel ground shaftinggAircraft model reference plane Ox with axis rotated by angle psi3z3。
Ox3z3Namely the aircraft model reference surface Oxz of the final model attitude. Ox obtained by changing the pitch angle theta of mechanism and the yaw angle psi of mechanism first3z3Is consistent, theta can be varied simultaneously with psi during the experiment.
The geometric relationship diagram of fig. 3 is derived from fig. 2 through physical definition and geometric relationship.
According to the definition of the angle of attack in GB/T16638.2-2008, the direction of flight speed Ox1(i.e. the direction of the air flow in the wind tunnel or the longitudinal axis Ox of the ground axis of the wind tunnelg) And projecting the plane where the aircraft model reference surface Oxz is located to obtain a perpendicular line a and a projection line b, wherein a is inverted T. The included angle between the projection line b and the longitudinal axis Ox of the model is the attack angle alpha, and the flying speed direction Ox1The included angle between the projection line b and the projection line b is a sideslip angle beta.
And drawing a perpendicular line c for the line Ox by the intersection point of the line a and the line b to obtain a projection line d, c ≠ d of the line b on the line Ox. The vertical line a is perpendicular to the plane of the model reference surface Oxz, and the line a is perpendicular to all lines in the plane Oxz, so that a ≠ b, a ═ c, and a ═ d are obtained.
To the plane Ox1z1Projection to obtain a projection line Ox4Then plane Ox1z1T plane Oxx4。Ox1To Ox4And projecting to obtain a projection line e and a vertical line f, and obtaining f ^ e. The line e being two mutually perpendicular planes (plane Ox)1z1And plane Oxx4) F ^ e, Oxx4Line f is perpendicular to plane Oxx4All lines in the interior are, so f ^ g, f ^ d. Line g is a connecting line between the intersection of line e and line f and the intersection of line c and line d.
Line h is a line connecting the intersection of line a and line f to the intersection of line c and line d. And d ≠ h because d ^ a and d ^ c are perpendicular to the plane formed by the line a, the line c and the line h. And d ^ f and d ^ h, so the line d is perpendicular to the plane formed by the line f, the line h and the line g, and then d ^ g. So line a, line c, line f, line g, line h are in the same plane and line d is perpendicular to this plane. Since a ≠ c, f ═ g, the line a, the line c, the line f, and the line g constitute a rectangle, so a ═ g, and c ═ f.
Plane Ox2z2Is composed of a plane Ox1z1Around the vertical axis Oz of the aircraft model1Axle (wind tunnel ground axle system horizontal axle Oy)g) Rotated by an angle theta, then Ox2To the plane Ox1z1The projection line of (1) falls on Ox1The above. In addition, the Ox-oriented plane Ox is known1z1Projection line of Ox4. When the plane Ox2z2Vertical axis Oz around wind tunnel ground axisgThe axis being rotated by an angle psi to obtain a plane Ox3z3Due to the vertical axis OzgPerpendicular to the axis plane Ox1z1So that plane Ox2z2Inner line Ox2To the plane Ox1z1Projection line Ox1Also rotated by the same angle psi to obtain the Ox-oriented plane Ox1z1Projection line Ox4. Therefore Ox1And Ox4Is equal to the mechanism yaw angle psi.
At the same time, when the plane Ox2z2Vertical axis Oz around wind tunnel ground axisgThe axis being rotated by an angle psi to obtain a plane Ox3z3Due to the vertical axis OzgPerpendicular to the axis plane Ox1z1Longitudinal axis of aircraft model (Ox)2And Ox) and the longitudinal axial plane Ox1z1Projection line (Ox)1And Ox4) So that the angle between Ox and the projection line Ox is constant4Is equal to Ox2And the projection line Ox1The angle theta.
Definition of Ox1Is L, the following equation can be obtained:
a＝L×sinβ＝g＝e×sinθ
b＝L×cosβ
c＝b×sinα＝f＝L×sinψ
d＝b×cosα＝e×cosθ
e＝L×cosψ
the nominal angle of attack α can be derived from the above equationnNominal slip angle betanMathematical relations with the actual angle of attack α and the actual sideslip angle β:
on the contrary, the method can be used for carrying out the following steps,
sin β ═ cos α according to mathematical relationship (1)n×sinβnAs can be seen from cos ψ × sin θ, the actual sideslip angle β is obtained by coupling the machine yaw angle ψ and the machine pitch angle θ. Because the maximum mechanism pitch angle theta of the conventional large attack angle mechanism can reach about 90 degrees, and the maximum mechanism yaw angle psi can reach about 40 degrees, the maximum actual sideslip angle beta obtained by coupling can reach about 90 degrees. Therefore, the simulation of the posture of the maximum sideslip angle can be realized by the testing method of the interchange variable angle coupling of the attack angle and the sideslip angle.
According to the mathematical relation (2) in the special case where the actual angle of attack α is 0 °
Then beta isnθ is β. It has also been demonstrated that in the special case of an actual angle of attack α of 0 °, the nominal slip angle β isnCoinciding with the actual sideslip angle β.
In the special case where the actual sideslip angle β is 0 °, sin α according to mathematical relationship (2)nSin ψ sin α × cos0 °, then αnPsi-alpha. It has also been found that in the special case of a sideslip angle β of 0 °, the nominal angle of attack αnCoinciding with the actual angle of attack alpha.
According to the mathematical relation (2) when the actual angle of attack α ≠ 0 °
Then beta isnθ ≠ β. It was also confirmed that the nominal slip angle β when the actual angle of attack α ≠ 0 °nNot coinciding with the actual sideslip angle beta.
Sin alpha according to the mathematical relation (2) when the actual sideslip angle beta is not equal to 0 DEGnSin ψ sin α × cos β, then αnψ ≠ α. It was also confirmed that the nominal angle of attack α is when the actual sideslip angle β ≠ 0 °nNot in line with the actual angle of attack alpha.
(6) Since the nominal angle does not correspond to the actual angle, a simple method of interchanging the angle by the angle of attack and the angle of sideslip is erroneous. If the actual model attitude angle required by the test is obtained, the model attitude angle simulation is realized by changing the angle of attack and the angle of sideslip alternately and coupling the two angles according to the mathematical relation (2).
(7) Before the test, a nominal angle sequence (nominal attack angle alpha) corresponding to the model attitude actual angle sequence (actual attack angle alpha and actual sideslip angle beta) is calculated according to the mathematical relation formula (2)n(yaw angle psi of the mechanism) and nominal side slip angle betan(mechanism pitch angle theta)), and coupling the large attack angle mechanism to change angles according to a nominal angle sequence during testing.
(8) And carrying out necessary data conversion during data processing to obtain a final test result.
Since the balance keeps the conventional horizontal installation state, and the model is installed on the side by rotating the model by 90 degrees around the axis of the balance (namely the longitudinal axis of the model), the phase angle between the axis system of the balance and the axis system of the model is different by 90 degrees. The data processing comprises the following steps:
a) substituting balance voltage signals acquired in a test into a balance formula to calculate to obtain six-component data of a balance shafting;
b) setting the original nominal angle theta of the balance shaft system0And psi0Performing elastic deformation correction to obtain corrected nominal angle theta1And psi1；
c) Interpolating the balance shafting six-component data (original dead weight data) in the windless state from the corrected nominal angle sequence in the windless state to the corrected nominal angle sequence in the windy state to obtain the interpolated balance shafting six-component data (interpolated dead weight data) in the windless state;
d) deducting dead weight data, namely subtracting the interpolated dead weight data from six-component data of the balance shaft system in the windy state to obtain pneumatic load data of the balance shaft system;
e) performing shafting conversion, and converting balance shafting (Ox)tytzt) Converting the pneumatic load data to obtain model body shafting (Oxyz) pneumatic load data; the conversion formula obtained according to the phase angle of 90 degrees difference between the two shafting is as follows:
x＝xt；y＝zt；z＝-yt；
Mx＝Mxt；My＝Mzt；Mz＝-Myt；
f) using corrected nominal angle theta according to mathematical relation (1)1And psi1Calculating to obtain actual angles alpha and beta;
g) and performing subsequent conventional data processing by using the model body shafting pneumatic load data and the actual angle data, wherein the subsequent conventional data processing comprises moment reference point conversion, dimensionless, hole wall interference correction, angle interpolation rounding and the like.
(9) And the test result is given by the final actual angle sequence and the data of the model body axis and the wind axis.
The following describes the practice of the present invention in a specific embodiment.
For example, the range of the pitch angle theta of the conventional large attack angle mechanism of the FD-09 low-speed wind tunnel of the research institute of aerospace aerodynamic technology in China is-6-90 degrees, and the range of the yaw angle psi is-40 degrees. And the model attitude angle required by a certain aircraft model test is as follows: the actual angle of attack α is 0 °, 10 °, 20 °, 30 °, 40 °, 50 °, 60 °, 70 °, 80 °, 90 °; the actual sideslip angle β is 70 °. The maximum sideslip angle beta required by the test is 70 degrees, which exceeds the sideslip angle range of the large attack angle mechanism, and the simulation of the posture of the maximum sideslip angle cannot be realized by the conventional horizontal installation model method. The test method can realize the simulation of the posture of the maximum sideslip angle by interchanging the attack angle and the sideslip angle and coupling the angle change, and the specific implementation process is as follows:
(1) an FD-09 low-speed wind tunnel conventional large-attack-angle mechanism tail support is used for installing an aircraft model, a balance keeps a conventional horizontal installation state unchanged, and the model is rotated by 90 degrees around the axis of the balance (namely the longitudinal axis of the model) to be installed on the side.
(2) Changing the angle of attack and the sideslip angle by changing the nominal angle of attack alpha by a sideslip angle changing mechanism (corresponding to the yaw angle psi of the mechanism)nChanging the nominal sideslip angle beta by an angle-of-attack angle-changing mechanism (corresponding to the pitch angle theta of the mechanism)n(ii) a Psi ═ alphan，θ＝βn。
(3) In the special case of an actual angle of attack α of 0 °, the nominal slip angle βnIs consistent with the actual sideslip angle beta; at the actual sideslip angle beta equal to 0 DEGIn a particular case of nominal angle of attack alphanCoinciding with the actual angle of attack alpha.
(4) When the actual angle of attack alpha is not equal to 0 DEG, the nominal slip angle betanNot in accordance with the actual sideslip angle β; when the actual sideslip angle beta is not equal to 0 DEG, the nominal angle of attack alphanNot in line with the actual angle of attack alpha.
(5) The angle of attack and the sideslip angle are changed into angles, and the changed nominal angle of attack alpha of the angle of attack mechanismnNominal slip angle betanThe actual angle of attack α and the actual angle of sideslip β do not correspond one-to-one.
Nominal angle of attack alphanNominal slip angle betanThe mathematical relationship between the actual angle of attack α and the actual sideslip angle β is as follows:
on the contrary, the method can be used for carrying out the following steps,
(6) since the nominal angle does not correspond to the actual angle, a simple method of interchanging the angle by the angle of attack and the angle of sideslip is erroneous. If the actual model attitude angle required by the test is obtained, the actual model attitude angle is simulated by changing the angle of attack and the angle of sideslip alternately and coupling the two nominal angles according to the mathematical relation (1).
(7) Before the test, a nominal angle sequence (nominal attack angle alpha) corresponding to the model attitude actual angle sequence (actual attack angle alpha and actual sideslip angle beta) is calculated according to the mathematical relation formula (2)n(yaw angle psi of the mechanism) and nominal side slip angle betan(mechanism pitch angle θ)), the calculation results are as follows:
and the calculated mechanism pitch angle theta is 70-90 degrees, the mechanism yaw angle psi is 0-20 degrees, and the angles are all in the mechanism angle range of the conventional large attack angle mechanism of the FD-09 low-speed wind tunnel.
During the test, the large attack angle mechanism is coupled with the variable angle according to the mechanism angle sequence, namely the variable mechanism pitch angle theta and the mechanism yaw angle psi are sequentially coupled according to the sequence number in the table.
(8) And carrying out necessary data conversion during data processing to obtain a final test result.
Since the balance keeps the conventional horizontal installation state, and the model is installed on the side by rotating the model by 90 degrees around the axis of the balance (namely the longitudinal axis of the model), the phase angle between the axis system of the balance and the axis system of the model is different by 90 degrees. The data processing comprises the following steps:
a) substituting balance voltage signals acquired in a test into a balance formula to calculate to obtain six-component data of a balance shafting;
b) setting the original nominal angle theta of the balance shaft system0And psi0Performing elastic deformation correction to obtain corrected nominal angle theta1And psi1；
c) Interpolating the balance shafting six-component data (original dead weight data) in the windless state from the corrected nominal angle sequence in the windless state to the corrected nominal angle sequence in the windy state to obtain the interpolated balance shafting six-component data (interpolated dead weight data) in the windless state;
d) deducting dead weight data, namely subtracting the interpolated dead weight data from six-component data of the balance shaft system in the windy state to obtain pneumatic load data of the balance shaft system;
e) performing shafting conversion, and converting balance shafting (Ox)tytzt) Converting the pneumatic load data to obtain model body shafting (Oxyz) pneumatic load data; the conversion formula obtained according to the phase angle of 90 degrees difference between the two shafting is as follows:
x＝xt；y＝zt；z＝-yt；
Mx＝Mxt；My＝Mzt；Mz＝-Myt；
f) using corrected nominal angle theta according to mathematical relation (1)1And psi1Is calculated toTo actual angles alpha and beta;
g) and performing subsequent conventional data processing by using the model body shafting pneumatic load data and the actual angle data, wherein the subsequent conventional data processing comprises moment reference point conversion, dimensionless, hole wall interference correction, angle interpolation rounding and the like.
(9) And the test result is given by the final actual angle sequence and the data of the model body axis and the wind axis.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, and any simple modification, equivalent change and modification made to the above embodiment according to the technical spirit of the present invention are within the scope of the technical solution of the present invention.
Those skilled in the art will appreciate that the invention may be practiced without these specific details.
Claims (6)
1. A low-speed wind tunnel test method for realizing a maximum sideslip angle attitude is characterized by comprising the following steps of:
1) the aircraft model is installed through a balance in a tail supporting mode by using a large attack angle mechanism, the balance keeps a horizontal installation state unchanged, and the aircraft model is laterally installed by rotating the aircraft model by 90 degrees around the axis of the balance, so that wings of the aircraft model are perpendicular to a horizontal plane; the big angle of attack mechanism is two angle degree of freedom guiding mechanism, includes: a side slip angle changing mechanism and an attack angle changing mechanism;
2) obtaining a nominal angle of attack alpha by sequential conversion according to an actual angle of attack alpha and an actual sideslip angle beta in the actual angle sequence of the model attitudenAnd nominal slip angle betanThe nominal angle sequence corresponding to the actual angle sequence of the model attitude is used;
3) variation of nominal angle of attack alpha using sideslip angle-varying mechanismnBy varying the nominal slip angle beta using angle-of-attack angle-variation mechanismsnRespectively carrying out a no-wind state test and a wind state test in a low-speed wind tunnel, and acquiring six-component voltage signals of the balance;
4) substituting the six-component voltage signals of the balance acquired in the step 3) into a balance formula to calculate to obtain six-component data of a balance shafting;
5) according to the original pitch angle theta of the balance shafting mechanism0And original yaw angle psi of the mechanism0Respectively carrying out elastic deformation correction on the nominal angle in the windless state test and the nominal angle in the windy state test to obtain the corrected mechanism pitch angle theta corresponding to the windless state test1aAnd the yaw angle psi of the mechanism1aCorrected pitch angle theta of the mechanism corresponding to the windy condition test1bAnd the yaw angle psi of the mechanism1b；
6) Obtaining the balance shafting six-component data obtained by the windless state test, and correcting the pitch angle theta of the mechanism corresponding to the windless state test in the step 5)1aAnd the yaw angle psi of the mechanism1aCorrected rear mechanism pitch angle theta corresponding to test interpolated wind state1bAnd the yaw angle psi of the mechanism1bObtaining six-component data of the balance shafting in the windless state after interpolation as self-weight data after interpolation;
7) subtracting the self-weight data after interpolation in the step 6) from the six-component data of the balance shaft system obtained in the windy state test to obtain the pneumatic load data of the balance shaft system;
8) performing shafting conversion, and converting balance shafting OxtytztConverting the pneumatic load data to obtain the pneumatic load data of a model body shafting Oxyz;
9) correcting the pitch angle theta of the mechanism after correction corresponding to the wind state test in the step 5)1bAnd the yaw angle psi of the mechanism1bPerforming reverse conversion in the step 2) to obtain an actual sideslip angle beta and an actual attack angle alpha;
10) according to the pneumatic load data of the model body shafting Oxyz in the step 8) and the actual sideslip angle beta and the actual attack angle alpha in the step 9), carrying out torque reference point conversion, dimensionless, hole wall interference correction and angle interpolation rounding processing to obtain a maximum sideslip angle attitude test result, and outputting the maximum sideslip angle attitude test result outwards.
2. The method for testing the low-speed wind tunnel capable of realizing the maximum sideslip angle attitude according to claim 1, wherein the sideslip angle varying mechanism in the step 1) corresponds to a mechanism yaw angle ψ.
3. The low-speed wind tunnel test method for realizing the maximum sideslip angle attitude as claimed in claim 1, wherein the attack angle variable mechanism in step 1) corresponds to a mechanism pitch angle θ.
4. The low-speed wind tunnel test method for realizing the maximum sideslip angle attitude as claimed in claim 1, is characterized in that:
in the special case of an actual angle of attack α of 0 °, the nominal slip angle βnIs consistent with the actual sideslip angle beta; in the special case of an actual sideslip angle β of 0 °, the nominal angle of attack αnIs consistent with the actual attack angle alpha;
when the actual angle of attack alpha is not equal to 0 DEG, the nominal slip angle betanNot in accordance with the actual sideslip angle β; when the actual sideslip angle beta is not equal to 0 DEG, the nominal angle of attack alphanNot in line with the actual angle of attack alpha.
5. A low-speed wind tunnel test method for realizing maximum sideslip angle attitude according to claim 4, characterized in that said obtaining nominal angle of attack α of step 2) isnAnd nominal slip angle betanThe method specifically comprises the following steps:
6. the low-speed wind tunnel test method for realizing the attitude with the maximum sideslip angle according to any one of claims 1 to 5, characterized in that the method for obtaining the actual sideslip angle β and the actual attack angle α through the reverse transformation in the step 9) specifically comprises the following steps:
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