CN115615655A - Continuous transonic wind tunnel test data interference correction method - Google Patents

Continuous transonic wind tunnel test data interference correction method Download PDF

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CN115615655A
CN115615655A CN202211420903.6A CN202211420903A CN115615655A CN 115615655 A CN115615655 A CN 115615655A CN 202211420903 A CN202211420903 A CN 202211420903A CN 115615655 A CN115615655 A CN 115615655A
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CN115615655B (en
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郭承鹏
马海
李鸿岩
王祥云
魏闯
张颖
张刃
刘南
杜文天
张雪
韩松梅
崔晓春
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AVIC Shenyang Aerodynamics Research Institute
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    • G—PHYSICS
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Abstract

The application discloses a continuous transonic wind tunnel test data interference correction method, and belongs to the field of wind tunnel test data processing. The method solves the problems that the existing wind tunnel test data processing method is time-consuming and labor-consuming, and the result credibility is low. The technical points are as follows: simulating the flow interference of the wind tunnel wall to a flow field near the airplane model by using the wall pressure information; carrying out CFD simulation calculation on the test original model and the combined configuration of various supports to obtain the support interference amount of the model; modeling the actual measurement test model, and obtaining aerodynamic force with or without elastic deformation by CFD simulation calculation to obtain elastic deformation influence quantity; carrying out variable Reynolds number CFD simulation calculation on the test model to obtain a Reynolds number influence correction quantity; and superposing the correction quantities of the hole wall interference, the support interference, the elastic deformation influence and the Reynolds number influence to obtain the correction quantity from the scaled airplane model to the real flight model. The method and the device organically combine various interference quantities to form a complete correction system, and avoid repeated correction and insufficient correction.

Description

Continuous transonic wind tunnel test data interference correction method
Technical Field
The application relates to a wind tunnel test data interference correction method, in particular to a continuous transonic wind tunnel test data interference correction method, and belongs to the field of wind tunnel test data processing.
Background
Aerodynamic force received by an aircraft during flying is an object of important research in aircraft design, and wind tunnel test is one of the most main means for researching the aerodynamic characteristics received by the aircraft. The aircraft is generally scaled to form a scaled model, the scaled model is supported in a wind tunnel, controllable artificial airflow flows on the surface of the scaled model in the wind tunnel, and aerodynamic force exerted on the model by air turbulence is measured through a balance.
In the wind tunnel test, because the size of the model is inconsistent with that of a real aircraft, airflow in the wind tunnel is inconsistent with turbulence of the real aircraft, the model is influenced by interference of a support, elastic deformation of the model is inconsistent with that of the real model or an ideal situation of airplane design, and the like, original data of wind tunnel test data can be provided for an airplane design data user through various corrections.
In the prior art, correction methods such as elastic angle correction of a balance and a support rod, model self-weight influence correction, two-center misalignment correction, bottom resistance correction, axial static pressure gradient correction, airflow deflection angle correction and the like are mature, and usually can be directly processed in a wind tunnel test data acquisition processing program, however, hole wall interference, support interference, elastic deformation influence, reynolds number influence and the like need to be processed through a special processing method, when a calculation technology is not developed, the processing method needs to be obtained through a test method, but the processing is time-consuming and labor-consuming, new interference factors are introduced while the interference influence quantity is corrected, and the result reliability is high.
Disclosure of Invention
In view of this, the application provides a continuous transonic wind tunnel test data interference correction method to solve the problems that the existing wind tunnel test data processing method is time-consuming and labor-consuming, and the result reliability is low.
The technical scheme of the application is realized as follows:
a continuous transonic wind tunnel test data interference correction method comprises the following steps:
s1: acquiring wall pressure information of a wind tunnel wall from a wind tunnel test, and simulating flow interference of the wind tunnel wall on a flow field near the airplane model by using the wall pressure information in numerical calculation;
s2: respectively carrying out CFD simulation calculation on the test original model and the combined configuration of various supports so as to obtain the support interference amount of the model;
s3: modeling the actual measurement test model, and obtaining aerodynamic force with or without elastic deformation by CFD simulation calculation so as to obtain elastic deformation influence quantity;
s4: carrying out variable Reynolds number CFD simulation calculation on the test model to obtain a Reynolds number influence correction quantity;
s5: and finally, according to the requirements, the correction quantities of the hole wall interference, the support interference, the elastic deformation influence and the Reynolds number influence are superposed to obtain the correction quantity from the scaled airplane model to the real flight model.
Preferably, the specific processing method of step S1 is as follows:
s11: under the test working condition given by the test outline, carrying out an air wind tunnel test, and measuring axial static pressure by using a shaft probe in the test process; respectively arranging 3-5 wall pressure pipes on an upper wall plate and a lower wall plate of the wind tunnel test section to measure the wall pressure of the air permeable wall under different working conditions; obtaining axial static pressure distribution and gradient, rotating center pressure of an attack angle mechanism and chamber standing pressure;
s12: calculating the Mach number at the rotating center according to the pressure of the rotating center of the shaft probe displacement attack angle mechanism and the total pressure of the incoming flow
Figure 895DEST_PATH_IMAGE001
And obtain
Figure 686567DEST_PATH_IMAGE001
With nominal mach number of residence
Figure 918965DEST_PATH_IMAGE002
The relationship between
Figure 18508DEST_PATH_IMAGE003
Calculating the floating resistance correction of the air wind tunnel by axial static pressure distribution and gradient of the shaft probe,
Figure 703567DEST_PATH_IMAGE004
is the difference between the Mach number at the center of rotation and the nominal Mach number of the parking cell;
s13: to be provided with
Figure 930280DEST_PATH_IMAGE001
Carrying out wind tunnel test of test model for Mach number of test section controlled by wind tunnel, and measuring by rod balanceThe lift coefficient CL (or normal force coefficient CN of the body axis system model), the drag coefficient CD (or axial force coefficient CA of the body axis system model) and the pitching moment coefficient CM of the model are measured, and the static pressures of the upper and lower breathable wall plates of the test section are measured at the same time;
s14: the static pressure of the air-permeable wall of the model test is differed from the static pressure of the air-permeable wall of the air tunnel to obtain wall pressure information of the air-permeable wall so as to eliminate the influence of irregular processing of a pressure measuring hole and the like, and the wall pressure is interpolated to the whole upper wall surface and the whole lower wall surface by a cubic spline fairing method;
s15: introducing wall pressure information of the air permeable wall into the air permeable wall by using a velocity potential function, and calculating the Mach number of the air permeable wall wind tunnel test section by using a double-parameter wall pressure information method integral method
Figure 17185DEST_PATH_IMAGE005
Amount of influence of angle of attack
Figure 162995DEST_PATH_IMAGE006
And wind tunnel axis pressure distribution
Figure 194405DEST_PATH_IMAGE007
；
S16: according to
Figure 349443DEST_PATH_IMAGE007
Calculating the floating resistance generated under the constraint of the model and the support on the hole wall;
s17: influence quantity of CL and CD according to attack angle
Figure 166221DEST_PATH_IMAGE008
And (5) carrying out projection calculation again, and replacing the static pressure reference quantity and the quick pressure reference quantity to obtain the hole wall interference correction quantity.
In step S12, the floating resistance correction amount of the air tunnel
Figure 14091DEST_PATH_IMAGE009
The calculation formula of (a) is as follows:
Figure 408163DEST_PATH_IMAGE010
（1）
in the formula (1), V is the volume of the test model, S is the reference area of the test model, and L is the reference length of the test model.
In step S16, the floating resistor
Figure 491526DEST_PATH_IMAGE011
The calculation formula of (a) is as follows:
Figure 287443DEST_PATH_IMAGE013
（2）
in the formula (2), the first and second groups,
Figure 916002DEST_PATH_IMAGE014
as a function of the cross-sectional area distribution along the axial model,
Figure 531791DEST_PATH_IMAGE015
for the x-direction standing position of the tail support cavity,
Figure 294211DEST_PATH_IMAGE016
is the cross section area of the cavity,
Figure 69269DEST_PATH_IMAGE017
is the axial coordinate of the model machine head vertex,
Figure 993362DEST_PATH_IMAGE018
is the axial coordinate of the model machine tail end point,
Figure 228604DEST_PATH_IMAGE019
as a function of the wind tunnel axis pressure distribution.
In step S17, the calculation procedure of the hole wall disturbance correction amount is as follows:
Figure 263556DEST_PATH_IMAGE020
（3）
Figure 158700DEST_PATH_IMAGE021
（4）
Figure 253695DEST_PATH_IMAGE022
（5）
in the formula (3), the first and second groups,
Figure 719442DEST_PATH_IMAGE023
is the ratio of the enthalpy of the incoming flow to the internal energy,
Figure 558085DEST_PATH_IMAGE023
1.4, p is the static pressure,
Figure 307735DEST_PATH_IMAGE024
for the reference amount of the pressure of the incoming flow rate,
Figure 573632DEST_PATH_IMAGE025
in order to correct the incidence angle,
Figure 526675DEST_PATH_IMAGE026
is the attack angle of the model after the air flow deflection angle correction,
Figure 169009DEST_PATH_IMAGE027
is an angle of attack;
in the formula (4), FA is the axial aerodynamic force of the measured model of the balance, and FN is the normal aerodynamic force of the model;
Figure 648532DEST_PATH_IMAGE028
the model resistance coefficient after the correction of the hole wall interference,
Figure 475543DEST_PATH_IMAGE029
the corrected model lift coefficient is obtained;
in the formula (5), the first and second groups of the chemical reaction materials are selected from the group consisting of,
Figure 774937DEST_PATH_IMAGE030
for the interference correction of the resistance coefficient of the hole wall interference model,
Figure 96328DEST_PATH_IMAGE031
And (4) correcting interference of the lift coefficient of the hole wall interference model.
Preferably, step S2 specifically comprises the following steps:
s21: the incoming flow conditions used for the support disturbance calculation are as follows:
Figure 695937DEST_PATH_IMAGE032
（6）
in the formula (6), M is the Mach number of the corrected hole wall interference;
s22: respectively generating flow field calculation grids with and without straight tail supports, wherein except the flow field region space occupied by the supports, the flow field calculation grids with the support model and the flow field calculation grids without the supports are relatively consistent, so that calculation errors caused by grid differences are eliminated;
s23: respectively calculating flow fields with and without straight tail supports by using a CFD simulation calculation tool to obtain aerodynamic coefficients with the straight tail supports
Figure 428269DEST_PATH_IMAGE033
Aerodynamic coefficient without straight tail support
Figure 214960DEST_PATH_IMAGE034
Obtaining the disturbance correction quantity of the aerodynamic coefficient of the support disturbance
Figure 71533DEST_PATH_IMAGE035
The calculation formula is as follows:
Figure 791227DEST_PATH_IMAGE036
（7）。
preferably, step S3 specifically comprises the following steps:
s31: in the wind tunnel test process of the test model, a binocular vision system is used for photographing and recording mark points on the model wings, so that the displacement of the mark points after the model is deformed relative to the mark points before the model is deformed, namely the deformation generated by the test model wings under the test working condition is obtained;
s32: interpolating the deformation amount to a model surface grid of a calculation grid with a far-field unsupported model by using a RBF interpolation method according to the deformation amount of the mark point obtained in the step S31;
s33: according to the surface grid obtained after the model surface grid is deformed in the step S32, a motion grid method is used for transmitting the displacement disturbance of the surface grid to the whole computational domain grid, so that the flow field computational domain grid modeling with the elastic deformation model is realized, and the motion grid method is repeatedly used for performing computational domain grid modeling on the deformation of the test model under all working conditions;
s34: carrying out CFD flow field calculation on flow field calculation domain grids corresponding to the model deformed under different test working conditions to obtain aerodynamic coefficients of the real test model appearance under different working conditions
Figure 569827DEST_PATH_IMAGE037
；
S35: will be provided with
Figure 968448DEST_PATH_IMAGE037
And with
Figure 756275DEST_PATH_IMAGE038
The correction quantity of the elastic deformation influence under the wind tunnel test working condition can be obtained by doing difference
Figure 940263DEST_PATH_IMAGE039
The calculation formula is as follows:
Figure 155343DEST_PATH_IMAGE040
（8）
s36: changing the distribution of wing deformation torsion angles and the distribution of bending to form wings with different deformations, carrying out CFD pneumatic calculation on the wings with different deformations to obtain a sample set of aerodynamic force, deformation and working conditions, modeling by using a machine learning method according to the sample set, establishing a model between the deformation and flow working conditions of a wing structure and an aerodynamic force coefficient (or aerodynamic force coefficient correction), and giving a flight flow working condition and the aircraft deformation or structural attribute according to the real aircraft flight state to predict the aerodynamic force correction influenced by elastic deformation.
Preferably, the step S4 of correcting the influence of the reynolds number specifically includes the following steps:
s41: correcting the lift coefficient, the drag coefficient and the pitching moment coefficient, dividing the lift coefficient curve into three sections, and defining
Figure 182205DEST_PATH_IMAGE041
The curve is a curve of aerodynamic coefficient variation with the angle of attack under the maximum Reynolds number data of a wind tunnel test, and ABC is defined as a curve of aerodynamic coefficient variation with the angle of attack under the condition of flight Reynolds number;
S42：
Figure 367199DEST_PATH_IMAGE041
of a curve
Figure 61485DEST_PATH_IMAGE042
The critical Reynolds number at the point is equal to the maximum Reynolds number of the wind tunnel test, namely
Figure 57254DEST_PATH_IMAGE043
The critical Reynolds numbers Recrit of the curves at different attack angles are all smaller than the maximum Reynolds number of the wind tunnel test, and the aerodynamic force data of the AB section are obtained by correcting the wind tunnel test and CFD calculation data based on the variable Reynolds number;
s43: BC section aerodynamic data composed of
Figure 305833DEST_PATH_IMAGE044
To be provided with
Figure 435463DEST_PATH_IMAGE045
Point-based point translation to
Figure 843311DEST_PATH_IMAGE046
Is obtained wherein
Figure 134615DEST_PATH_IMAGE047
Point satisfies
Figure 745856DEST_PATH_IMAGE048
The slope of the tangent line corresponding to the lift line of the angle of attack is equal to the slope of the tangent line of the lift line at the AB section at the point B, and the slope is obtained
Figure 413598DEST_PATH_IMAGE048
The point corresponds to an attack angle;
s44: definition of
Figure 675952DEST_PATH_IMAGE049
The incidence angle corresponding to the point position is the critical incidence angle
Figure 138157DEST_PATH_IMAGE050
The CFD aerodynamic coefficient is translated to wind tunnel test data along with the Reynolds number variation trend.
Preferably, the specific processing method of step S5 is as follows:
the wind tunnel test data is corrected to design data without a tunnel wall, support and deformation, and the design data is synthesized by using interference correction quantity, and the method specifically comprises the following steps:
nominal incoming flow conditions:
Figure 239624DEST_PATH_IMAGE051
、
Figure 976636DEST_PATH_IMAGE052
and the actual inflow working condition of the corrected data is as follows:
Figure 93496DEST_PATH_IMAGE053
、
Figure 992182DEST_PATH_IMAGE054
under the above working condition, the aerodynamic coefficient correction quantity is as follows:
Figure 702649DEST_PATH_IMAGE055
（9）
Figure 587560DEST_PATH_IMAGE056
（10）
in the formula (9), the first and second groups of the chemical reaction are shown in the specification,
Figure 434293DEST_PATH_IMAGE057
the disturbance correction amount of the resistance coefficient includes the sum of all disturbance amounts such as hole wall disturbance, support disturbance, elastic deformation influence, etc.,
Figure 628514DEST_PATH_IMAGE058
in order to support the disturbance correction amount,
Figure 826277DEST_PATH_IMAGE059
for the correction of the floating resistance of the empty wind tunnel,
Figure 514879DEST_PATH_IMAGE060
the model floating resistance correction quantity;
in the formula (10), the first and second groups,
Figure 481697DEST_PATH_IMAGE061
for the corresponding total lift coefficient correction amount,
Figure 722186DEST_PATH_IMAGE062
the disturbance correction is supported for the lift coefficient,
Figure 531879DEST_PATH_IMAGE063
the lift coefficient elastic deformation influence correction quantity;
when data needs to be corrected to a flight condition, the actual deformation and the actual Reynolds number of the airplane need to be introduced, and the specific formula is as follows:
Figure 883226DEST_PATH_IMAGE064
（11）
Figure 579918DEST_PATH_IMAGE065
（12）
in the formula (11, 12),
Figure 256887DEST_PATH_IMAGE066
、
Figure 163663DEST_PATH_IMAGE067
the Reynolds number obtained by calculating the variable Reynolds number influences the correction quantity of the drag coefficient and the lift coefficient, and is corrected from the test data to the data of the real flight Reynolds number condition.
And (3) superposing the correction quantities of the hole wall interference, the support interference, the elastic deformation influence and the Reynolds number influence according to requirements to obtain the correction quantity from the scaled airplane model to the real flight model, and superposing the wind tunnel test data to obtain the aerodynamic coefficient of the real flight model.
The application has beneficial effects that:
(1) The method comprises the steps of obtaining wall pressure information of a wind tunnel wall from a wind tunnel test, and simulating flow interference of the wind tunnel wall on a flow field near an airplane model by using the wall pressure information in numerical calculation; respectively carrying out CFD simulation calculation on the test original model and the combined configuration of various supports so as to obtain the support interference amount of the model; modeling the actual measurement test model, and obtaining aerodynamic force with or without elastic deformation by CFD simulation calculation so as to obtain elastic deformation influence quantity; carrying out variable Reynolds number CFD simulation calculation on the test model to obtain the Reynolds number influence correction quantity; and finally, according to the requirements, the correction quantities of the hole wall interference, the support interference, the elastic deformation influence and the Reynolds number influence are superposed to obtain the correction quantity from the scaled airplane model to the real flight model. The invention organically combines various interference quantities of the wind tunnel test model, forms a complete correction system and avoids repeated correction and insufficient correction. The method has the advantages that the actual measurement data of the wind tunnel test are utilized, the advantages of the CFD technology can be exerted, the matching degree of the correction result of the method and the correction method of the wind tunnel test is higher, and the correction of the wind tunnel test data can be carried out by replacing the test after full correction;
(2) The wind tunnel test data interference correction method combining the CFD technology and the test measurement data solves the problem of correlation between wind tunnel test data interference correction and flight data of an airplane scaling test model, can overcome the defect that a complicated test scheme needs to be additionally designed in the traditional independent test method, and even tests need to be developed in different wind tunnels, and is suitable for being applied to most of the wind tunnels.
Drawings
Other features, objects and advantages of the present application will become more apparent upon reading of the following detailed description of non-limiting embodiments thereof, made with reference to the accompanying drawings in which:
fig. 1 is a flowchart of a continuous transonic wind tunnel test data disturbance correction method according to an embodiment.
Detailed Description
The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant application and are not limiting of the application. It should be noted that, for the convenience of description, only the portions relevant to the application are shown in the drawings.
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Examples
The embodiment of the application provides a continuous transonic wind tunnel test data interference correction method (see fig. 1), which comprises the following steps:
fig. 1 shows in detail a flow of performing data correction such as tunnel wall interference, support interference, elastic deformation influence, reynolds number influence and the like on aircraft model wind tunnel test data, and includes the following steps:
s1: acquiring wall pressure information of a wind tunnel wall from a wind tunnel test, and simulating flow interference of the wind tunnel wall on a flow field near the airplane model by using the wall pressure information in numerical calculation;
the method comprises the following specific steps:
s11: carrying out an air wind tunnel test under the test working condition given by the test outline, and measuring axial static pressure by using a shaft probe in the test process; respectively arranging 3-5 wall pressure pipes on an upper wall plate and a lower wall plate of the wind tunnel test section to measure the wall pressure of the air permeable wall under different working conditions; obtaining axial static pressure distribution and gradient, rotating center pressure of an attack angle mechanism and chamber standing pressure;
s12: calculating the Mach number at the rotating center according to the pressure of the rotating center of the shaft probe displacement attack angle mechanism and the total pressure of the incoming flow
Figure 443334DEST_PATH_IMAGE068
And obtain
Figure 119166DEST_PATH_IMAGE068
With nominal mach number of residence
Figure 573894DEST_PATH_IMAGE069
The relationship between
Figure 233545DEST_PATH_IMAGE070
Calculating the floating resistance correction of the air wind tunnel by axial static pressure distribution and gradient of the shaft probe; the calculation formula is as follows:
Figure 51329DEST_PATH_IMAGE071
（1）
in the formula (1), V is the volume of the test model, S is the reference area of the test model, L is the reference length of the test model,
Figure 112826DEST_PATH_IMAGE072
is the difference between the Mach number at the center of rotation and the nominal Mach number of the parking cell;
s13: to be provided with
Figure 600439DEST_PATH_IMAGE073
Carrying out a wind tunnel test of a test model for a mach number of a test section controlled by a wind tunnel, measuring a lift coefficient CL (or a normal force coefficient CN of a body axis system model), a resistance coefficient CD (or an axial force coefficient CA of the body axis system model) and a pitching moment coefficient CM of the model through a rod balance, and simultaneously measuring static pressures of an upper ventilating wallboard and a lower ventilating wallboard of the test section;
s14: the static pressure of the air-permeable wall of the model test is differed from the static pressure of the air-permeable wall of the air tunnel to obtain wall pressure information of the air-permeable wall so as to eliminate the influence of irregular processing of a pressure measuring hole and the like, and the wall pressure is interpolated to the whole upper wall surface and the whole lower wall surface by a cubic spline fairing method;
s15: introducing wall pressure information of the air permeable wall into the air permeable wall by using a velocity potential function, and calculating the Mach number of the air permeable wall wind tunnel test section by using a double-parameter wall pressure information method integral method
Figure 357173DEST_PATH_IMAGE074
Amount of influence of angle of attack
Figure 119593DEST_PATH_IMAGE075
And wind tunnel axis pressure distribution
Figure 894651DEST_PATH_IMAGE076
；
S16: according to
Figure 818745DEST_PATH_IMAGE076
Calculating the floating resistance generated under the constraint of the model and the support on the hole wall;
floating resistance
Figure 187409DEST_PATH_IMAGE077
The calculation formula of (c) is as follows:
Figure 97727DEST_PATH_IMAGE078
（2）
in the formula (2), the first and second groups of the compound,
Figure 868237DEST_PATH_IMAGE079
as a function of the cross-sectional area distribution along the axial model,
Figure 87866DEST_PATH_IMAGE080
for the x-direction standing position of the tail support cavity,
Figure 678247DEST_PATH_IMAGE081
is the cross section area of the cavity,
Figure 392256DEST_PATH_IMAGE082
is the axial coordinate of the model head vertex,
Figure 282852DEST_PATH_IMAGE083
is the axial coordinate of the model machine tail end point,
Figure 673382DEST_PATH_IMAGE084
is a wind tunnel axis pressure distribution function;
s17: influence quantity of CL and CD according to attack angle
Figure 751060DEST_PATH_IMAGE085
And (3) carrying out projection calculation again, and replacing the reference quantity of static pressure and quick pressure to obtain the correction quantity of the hole wall interference, wherein the calculation process is as follows:
Figure 830329DEST_PATH_IMAGE086
（3）
Figure 309852DEST_PATH_IMAGE087
（4）
Figure 871283DEST_PATH_IMAGE088
（5）
in the formula (3), the first and second groups,
Figure 701836DEST_PATH_IMAGE089
is the ratio of the enthalpy of the incoming flow to the internal energy,
Figure 882282DEST_PATH_IMAGE089
=1.4, p is the static pressure,
Figure 357256DEST_PATH_IMAGE090
for the reference amount of the pressure of the incoming flow rate,
Figure 964955DEST_PATH_IMAGE091
in order to correct the incidence angle,
Figure 141859DEST_PATH_IMAGE092
is the attack angle of the model after the air flow deflection angle correction,
Figure 391574DEST_PATH_IMAGE093
is the angle of attack;
in the formula (4), FA is the axial aerodynamic force of the measured model of the balance, and FN is the normal aerodynamic force of the model;
Figure 580110DEST_PATH_IMAGE094
the model resistance coefficient after the correction of the hole wall interference,
Figure 234077DEST_PATH_IMAGE095
the corrected model lift coefficient is obtained;
in the formula (5), the first and second groups of the chemical reaction materials are selected from the group consisting of,
Figure 39222DEST_PATH_IMAGE096
the method is used for correcting the disturbance of the resistance coefficient of the disturbance model of the tunnel wall,
Figure 686104DEST_PATH_IMAGE097
And (4) correcting interference of the lift coefficient of the hole wall interference model.
S2: respectively carrying out CFD simulation calculation on the test original model and the combined configuration of various supports so as to obtain the support interference amount of the model;
the method comprises the following specific steps:
s21: obtaining the incoming flow working condition used for subsequently developing the support interference calculation according to the description result in the step S1:
Figure 994725DEST_PATH_IMAGE098
（6）
s22: respectively generating flow field calculation grids with and without straight tail supports, wherein except for the flow field region space occupied by the supports, the flow field calculation grids with the support model and the flow field calculation grids without the supports are required to be as consistent as possible so as to eliminate calculation errors caused by grid differences;
s23: respectively calculating flow fields with and without straight tail supports by using a CFD simulation calculation tool to obtain respective aerodynamic coefficients C support 、C clean ；
S24: according to the above steps, the disturbance correction amount for supporting the disturbance aerodynamic coefficient is as follows.
Figure 209806DEST_PATH_IMAGE099
（7）
S3: modeling the actually measured test model, and obtaining aerodynamic force with or without elastic deformation by CFD simulation calculation so as to obtain elastic deformation influence quantity;
the method comprises the following specific steps:
s31: in the wind tunnel test process of the test model, a binocular vision system is used for photographing and recording mark points on the model wings, so that the displacement of the mark points after the model is deformed relative to the mark points before the model is deformed, namely the deformation generated by the test model wings under the test working condition is obtained;
s32: according to the deformation of the mark points obtained in the S31, interpolating the deformation to a model surface grid of a calculation grid with a far-field unsupported model by using a RBF interpolation method;
s33: and (4) according to the surface mesh after the model surface mesh deformation obtained in the step (S32), transferring the surface mesh displacement disturbance to the whole computational domain mesh by using a motion mesh method, realizing the flow field computational domain mesh modeling with the elastic deformation model, and repeatedly using the motion mesh method to carry out the computational domain mesh modeling on the deformation of the test model under all working conditions. The motion grid method adopts a TFI/RBF method suitable for a structural grid;
s34: carrying out CFD flow field calculation on flow field calculation domain grids corresponding to the models deformed under different test working conditions to obtain aerodynamic coefficients of the shapes (with real deformation) of the real test models under different working conditions
Figure 846455DEST_PATH_IMAGE100
；
S35: and (4) subtracting the aerodynamic coefficient (with aeroelastic deformation and without support) calculated in the step (34) from the aerodynamic coefficient of the corresponding state (clean test model configuration and without support) in the step (23) to obtain the elastic deformation influence correction amount under the wind tunnel test working condition.
Figure 172394DEST_PATH_IMAGE101
（8）
S36: the aerodynamic coefficient of the ideal rigid model without deformation is obtained through S35 correction. According to the aeroelastic deformation of the model wing measured in S31, on the basis of which the distribution of the torsion angle and the bending distribution of the wing deformation are changed to form a series of multiple deformations under various working conditions, CFD pneumatic calculation is carried out on the wings with different deformations to form a large number of samples of aerodynamic force, deformation and working conditions, a machine learning method is used for modeling on the samples to establish a model among the deformation quantity, the flow working condition and the aerodynamic force coefficient of the wing structure, or the model among the deformation quantity, the flow working condition and the aerodynamic force coefficient correction quantity of the wing structure, and the flight flow working condition and the aircraft deformation quantity or structural attributes are given according to the real aircraft flight state, so that the aerodynamic force correction quantity can be predicted.
S4: carrying out variable Reynolds number CFD simulation calculation on the test model to obtain the Reynolds number influence correction quantity;
the detailed steps are as follows:
s41: the lift coefficient curve obtained by correcting aerodynamic coefficients such as lift force, resistance force, pitching moment and the like is divided into three sections, wherein
Figure 460156DEST_PATH_IMAGE102
The curve is a curve of aerodynamic coefficient variation with attack angle under the maximum Reynolds number data of a wind tunnel test, and ABC is a curve of aerodynamic coefficient variation with attack angle under the condition of flight Reynolds number;
S42：
Figure 846138DEST_PATH_IMAGE102
of curved lines
Figure 232732DEST_PATH_IMAGE103
The critical Reynolds number at the point is equal to the maximum Reynolds number of the wind tunnel test, namely
Figure 96783DEST_PATH_IMAGE043
The critical Reynolds number Recrit under different attack angles of the curve is smaller than the maximum Reynolds number of the wind tunnel test, so that aerodynamic force data of a flight Reynolds number AB section can be obtained by correcting the wind tunnel test and CFD calculation data based on the variable Reynolds number;
s43: aerodynamic data of flight Reynolds number BC section is composed of
Figure 645576DEST_PATH_IMAGE104
To be provided with
Figure 61514DEST_PATH_IMAGE105
Point-based point translation to
Figure 797389DEST_PATH_IMAGE106
Is obtained wherein
Figure 606076DEST_PATH_IMAGE105
Point satisfies
Figure 743796DEST_PATH_IMAGE105
The slope of the tangent line corresponding to the lift line of the angle of attack is equal to the slope of the tangent line of the lift line at the AB section at the point B, so that the lift line of the angle of attack can be obtained
Figure 471581DEST_PATH_IMAGE105
The point corresponds to an attack angle;
s44: definition of
Figure 819385DEST_PATH_IMAGE107
The incidence angle corresponding to the point position is the critical incidence angle
Figure 290818DEST_PATH_IMAGE108
The CFD aerodynamic coefficient is translated to wind tunnel test data along with the Reynolds number variation trend.
S5: and finally, according to the requirement, the correction quantities of the hole wall interference, the support interference, the elastic deformation influence and the Reynolds number influence are superposed to obtain the correction quantity from the scaled airplane model to the real flight model, wherein the specific method comprises the following steps:
the wind tunnel test data is corrected to design data without a tunnel wall, a support and an ideal deformation, and the following interference correction quantity synthesis method is used:
nominal working condition of incoming flow
Figure 158411DEST_PATH_IMAGE109
、
Figure 322676DEST_PATH_IMAGE110
(including the correction of the deflection angle of the airflow), and the actual inflow working conditions of the corrected data are as follows:
Figure 33143DEST_PATH_IMAGE111
、
Figure 167321DEST_PATH_IMAGE112
in this operating mode, the aerodynamic coefficient correction amount:
Figure 279634DEST_PATH_IMAGE113
（9）
Figure 959008DEST_PATH_IMAGE114
（10）
in the formula (9), the first and second groups of the chemical reaction are shown in the specification,
Figure 156771DEST_PATH_IMAGE115
the disturbance correction quantity of the resistance coefficient includes the sum of all disturbance quantities such as hole wall disturbance, support disturbance, elastic deformation influence and the like,
Figure 829061DEST_PATH_IMAGE116
in order to support the disturbance correction amount,
Figure 61459DEST_PATH_IMAGE117
for the correction of the floating resistance of the empty wind tunnel,
Figure 301947DEST_PATH_IMAGE118
is the model floating resistance correction;
in the formula (10), the first and second groups of the chemical reaction are shown in the formula,
Figure 599723DEST_PATH_IMAGE119
for a corresponding total lift coefficient correction,
Figure 951070DEST_PATH_IMAGE120
the disturbance correction is supported for the lift coefficient,
Figure 162609DEST_PATH_IMAGE121
the correction quantity is the elastic deformation influence correction quantity of the lift coefficient;
when data needs to be corrected to flight conditions, the actual deformation of the aircraft and the actual reynolds number also need to be considered.
Figure 308419DEST_PATH_IMAGE122
（11）
Figure 356141DEST_PATH_IMAGE123
（12）
In the formula (11, 12),
Figure 245600DEST_PATH_IMAGE124
、
Figure 452590DEST_PATH_IMAGE125
the Reynolds number obtained by calculating the variable Reynolds number influences the correction quantity of the drag coefficient and the lift coefficient, and is corrected from the test data to the data of the real flight Reynolds number condition.
And finally, according to the requirements, the correction quantities of the hole wall interference, the support interference, the elastic deformation influence and the Reynolds number influence are superposed to obtain the correction quantity from the scaled airplane model to the real flight model, and the wind tunnel test data are superposed to obtain the aerodynamic coefficient of the real flight model.
The above-mentioned embodiments are described in further detail for the purpose of illustrating the invention, and it should be understood that the above-mentioned embodiments are only examples of the present invention and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made on the basis of the technical solutions of the present invention should be included in the scope of the present invention.

Claims (10)

1. A continuous transonic wind tunnel test data interference correction method is characterized by comprising the following steps:
s1: acquiring wall pressure information of a wind tunnel wall from a wind tunnel test, and simulating flow interference of the wind tunnel wall on a flow field near the airplane model by using the wall pressure information in numerical calculation;
s2: respectively carrying out CFD simulation calculation on the original test model and the combined configuration of various supports so as to obtain the support interference of the model;
s3: modeling the actually measured test model, and obtaining aerodynamic force with or without elastic deformation by CFD simulation calculation so as to obtain elastic deformation influence quantity;
s4: carrying out variable Reynolds number CFD simulation calculation on the test model to obtain a Reynolds number influence correction quantity;
s5: and finally, according to the requirements, the corrections of the hole wall interference, the support interference, the elastic deformation influence and the Reynolds number influence are superposed to obtain the correction from the scaled airplane model to the real flight model.
2. The continuous transonic wind tunnel test data disturbance correction method according to claim 1, characterized in that the specific processing method of step S1 is as follows:
s11: carrying out an air wind tunnel test under the test working condition given by the test outline, and measuring axial static pressure by using a shaft probe in the test process; respectively arranging 3-5 wall pressure pipes on an upper wall plate and a lower wall plate of the wind tunnel test section to measure the wall pressure of the air permeable wall under different working conditions; obtaining axial static pressure distribution and gradient, rotation center pressure of an attack angle mechanism and chamber standing pressure;
s12: calculating the Mach number at the rotating center according to the pressure of the rotating center of the shaft probe displacement attack angle mechanism and the total pressure of the incoming flow
Figure 812084DEST_PATH_IMAGE001
And obtain
Figure 910621DEST_PATH_IMAGE001
Mach number of nominal resident chamber
Figure 382054DEST_PATH_IMAGE002
The relationship between
Figure 498915DEST_PATH_IMAGE003
Calculating the floating resistance correction of the air wind tunnel by axial static pressure distribution and gradient of the shaft probe,
Figure 397601DEST_PATH_IMAGE004
is the difference between the Mach number at the center of rotation and the nominal Mach number of the parking cell;
s13: to be provided with
Figure 108068DEST_PATH_IMAGE005
Carrying out a wind tunnel test of a test model for the Mach number of a test section controlled by a wind tunnel, measuring a lift coefficient CL, a resistance coefficient CD and a pitching moment coefficient CM of the model by a rod balance, and simultaneously measuring the static pressure of an upper ventilating wallboard and a lower ventilating wallboard of the test section;
s14: the static pressure of the air-permeable wall of the model test is differed from the static pressure of the air-permeable wall of the air tunnel to obtain wall pressure information of the air-permeable wall so as to eliminate the influence of irregular processing of a pressure measuring hole and the like, and the wall pressure is interpolated to the whole upper wall surface and the whole lower wall surface by a cubic spline fairing method;
s15: introducing wall pressure information of the air permeable wall into the air permeable wall by using a velocity potential function, and calculating the Mach number of the air permeable wall wind tunnel test section by using a double-parameter wall pressure information method integral method
Figure 990048DEST_PATH_IMAGE006
Amount of influence of angle of attack
Figure 367940DEST_PATH_IMAGE007
And wind tunnel axis pressure distribution
Figure 296582DEST_PATH_IMAGE008
；
S16: according to
Figure 494345DEST_PATH_IMAGE008
Calculating the floating resistance generated under the constraint of the model and the support on the hole wall;
s17: influence quantity of CL and CD according to attack angle
Figure 307580DEST_PATH_IMAGE009
And (5) carrying out projection calculation again, and replacing the static pressure reference quantity and the quick pressure reference quantity to obtain the hole wall interference correction quantity.
3. The continuous transonic wind tunnel test data disturbance correction method according to claim 2, wherein in step S12, the air wind tunnel floating resistance correction amount
Figure 149765DEST_PATH_IMAGE010
The calculation formula of (a) is as follows:
Figure 390254DEST_PATH_IMAGE011
（1）
in the formula (1), V is the volume of the test model, S is the reference area of the test model, and L is the reference length of the test model.
4. The continuous transonic wind tunnel test data interference correction method according to claim 3, characterized in that in step S16, the floating resistance is
Figure 199947DEST_PATH_IMAGE012
The calculation formula of (a) is as follows:
Figure 551294DEST_PATH_IMAGE014
（2）
in the formula (2), the first and second groups of the compound,
Figure 247986DEST_PATH_IMAGE015
as a function of the cross-sectional area distribution along the axial model,
Figure 924955DEST_PATH_IMAGE016
for the x-direction standing position of the tail support cavity,
Figure 831731DEST_PATH_IMAGE017
is the cross section area of the cavity,
Figure 845823DEST_PATH_IMAGE018
is the axial coordinate of the model head vertex,
Figure 52813DEST_PATH_IMAGE019
is the axial coordinate of the model machine tail end point,
Figure 244892DEST_PATH_IMAGE020
as a function of the wind tunnel axis pressure distribution.
5. The method for correcting the disturbance of the continuous transonic wind tunnel test data according to claim 4, wherein in step S17, the calculation process of the hole wall disturbance correction quantity is as follows:
Figure 638964DEST_PATH_IMAGE021
（3）
Figure 597692DEST_PATH_IMAGE022
（4）
Figure 518244DEST_PATH_IMAGE023
（5）
in the formula (3), the first and second groups,
Figure 537016DEST_PATH_IMAGE024
is the ratio of the enthalpy of the incoming flow to the internal energy,
Figure 19382DEST_PATH_IMAGE024
1.4, p is the static pressure,
Figure 516222DEST_PATH_IMAGE025
for the reference amount of the pressure of the incoming flow rate,
Figure 291280DEST_PATH_IMAGE026
in order to correct the amount of the attack angle,
Figure 480953DEST_PATH_IMAGE027
is the attack angle of the model after the air flow deflection angle correction,
Figure 849618DEST_PATH_IMAGE028
is the angle of attack;
in the formula (4), FA is the axial aerodynamic force of the measured model of the balance, and FN is the normal aerodynamic force of the model;
Figure 25515DEST_PATH_IMAGE029
the model resistance coefficient after the correction of the hole wall interference,
Figure 530446DEST_PATH_IMAGE030
the corrected model lift coefficient;
in the formula (5), the first and second groups of the chemical reaction materials are selected from the group consisting of,
Figure 750075DEST_PATH_IMAGE031
the method is used for correcting the disturbance of the resistance coefficient of the disturbance model of the tunnel wall,
Figure 871614DEST_PATH_IMAGE032
And (4) correcting interference of the lift coefficient of the hole wall interference model.
6. The continuous transonic wind tunnel test data interference correction method according to claim 5, characterized in that the step S2 specifically comprises the following steps:
s21: the incoming flow conditions used for the support disturbance calculation are as follows:
Figure 444678DEST_PATH_IMAGE033
（6）
in the formula (6), M is the Mach number after the hole wall interference is corrected;
s22: respectively generating flow field calculation grids with and without straight tail supports, wherein except the flow field region space occupied by the supports, the flow field calculation grids with the support model and the flow field calculation grids without the supports are relatively consistent, so that calculation errors caused by grid differences are eliminated;
s23: respectively calculating flow fields with and without straight tail supports by using a CFD simulation calculation tool to obtain aerodynamic coefficients with the straight tail supports
Figure 210640DEST_PATH_IMAGE034
Aerodynamic coefficient without straight tail support
Figure 476536DEST_PATH_IMAGE035
Obtaining the disturbance correction quantity of the aerodynamic coefficient of the support disturbance
Figure 819793DEST_PATH_IMAGE036
The calculation formula is as follows:
Figure 586761DEST_PATH_IMAGE037
（7）。
7. the continuous transonic wind tunnel test data disturbance correction method according to claim 6, wherein the step S3 specifically comprises the following steps:
s31: in the wind tunnel test process of the test model, a binocular vision system is used for photographing and recording the mark points on the model wings, so that the displacement of the mark points after the model is deformed relative to the mark points before the model is deformed, namely the deformation generated by the test model wings under the test working condition is obtained;
s32: interpolating the deformation amount to a model surface grid of a calculation grid with a far-field unsupported model by using a RBF interpolation method according to the deformation amount of the mark point obtained in the step S31;
s33: according to the surface grid obtained after the model surface grid is deformed in the step S32, a motion grid method is used for transmitting the displacement disturbance of the surface grid to the whole computational domain grid, so that the flow field computational domain grid modeling with the elastic deformation model is realized, and the motion grid method is repeatedly used for performing computational domain grid modeling on the deformation of the test model under all working conditions;
s34: carrying out CFD flow field calculation on flow field calculation domain grids corresponding to the model deformed under different test working conditions to obtain aerodynamic coefficients of the real test model appearance under different working conditions
Figure 66283DEST_PATH_IMAGE038
；
S35: will be provided with
Figure 644026DEST_PATH_IMAGE039
And
Figure 209000DEST_PATH_IMAGE040
the correction quantity of the elastic deformation influence under the wind tunnel test working condition can be obtained by doing difference
Figure 248500DEST_PATH_IMAGE041
The calculation formula is as follows:
Figure 113688DEST_PATH_IMAGE042
（8）
s36: changing the distribution of wing deformation torsion angles and the distribution of bending to form wings with different deformations, carrying out CFD pneumatic calculation on the wings with different deformations to obtain a sample set of aerodynamic force, deformation and working conditions, and modeling by using a machine learning method according to the sample set;
establishing a model between the deformation and the flow condition of the wing structure and the aerodynamic coefficient, or establishing a model between the deformation and the flow condition of the wing structure and the correction of the aerodynamic coefficient;
and aiming at the flight state of the real airplane, the aerodynamic correction quantity influenced by the elastic deformation can be predicted by giving the flight flow working condition and the deformation quantity or the structural attribute of the airplane.
8. The continuous transonic wind tunnel test data disturbance correction method according to claim 7, characterized in that in step S33, the motion grid method adopts a TFI/RBF method suitable for a structural grid.
9. The continuous transonic wind tunnel test data interference correction method according to claim 8, characterized in that the step S4 of correcting the influence of Reynolds number specifically comprises the following steps:
s41: correcting the lift coefficient, the drag coefficient and the pitching moment coefficient, dividing the lift coefficient curve into three sections, and defining
Figure 721387DEST_PATH_IMAGE043
The curve is a curve of aerodynamic coefficient variation with the angle of attack under the maximum Reynolds number data of a wind tunnel test, and ABC is defined as a curve of aerodynamic coefficient variation with the angle of attack under the condition of flight Reynolds number;
S42：
Figure 646093DEST_PATH_IMAGE043
of curved lines
Figure 630229DEST_PATH_IMAGE044
The critical Reynolds number at the point is equal to the maximum Reynolds number of the wind tunnel test, namely
Figure 208978DEST_PATH_IMAGE045
The critical Reynolds numbers Recrit of the curves at different attack angles are all smaller than the maximum Reynolds number of the wind tunnel test, and the aerodynamic force data of the AB section are obtained by correcting the wind tunnel test and CFD calculation data based on the variable Reynolds number;
s43: BC section aerodynamic force data composed of
Figure 987579DEST_PATH_IMAGE046
To be provided with
Figure 792723DEST_PATH_IMAGE047
Point-based point translation to
Figure 190338DEST_PATH_IMAGE048
Is obtained in which
Figure 764539DEST_PATH_IMAGE049
Point satisfies
Figure 838674DEST_PATH_IMAGE049
The slope of the tangent line corresponding to the lift line of the angle of attack is equal to the slope of the tangent line of the lift line at the AB section at the point B, and the slope is obtained
Figure 599957DEST_PATH_IMAGE049
Corresponding to an attack angle;
s44: definition of
Figure 191475DEST_PATH_IMAGE050
The incidence angle corresponding to the point position is the critical incidence angle
Figure 495548DEST_PATH_IMAGE051
The CFD aerodynamic coefficient is translated to wind tunnel test data along with the Reynolds number variation trend.
10. The continuous transonic wind tunnel test data disturbance correction method according to claim 9, characterized in that the specific processing method of step S5 is as follows:
the wind tunnel test data is corrected to design data without a tunnel wall, support and deformation, and the design data is synthesized by using interference correction quantity, and the method specifically comprises the following steps:
nominal incoming flow conditions:
Figure 615951DEST_PATH_IMAGE052
、
Figure 254743DEST_PATH_IMAGE053
and the actual inflow working condition of the corrected data is as follows:
Figure 118794DEST_PATH_IMAGE054
、
Figure 402008DEST_PATH_IMAGE055
under the above working condition, the aerodynamic coefficient correction quantity is as follows:
Figure 834257DEST_PATH_IMAGE056
（9）
Figure 570132DEST_PATH_IMAGE057
（10）
in the formula (9), the first and second groups,
Figure 362507DEST_PATH_IMAGE058
the disturbance correction quantity is the disturbance correction quantity of the resistance coefficient, including the hole wall disturbance, the support disturbance, the elastic deformation influence and the likeThe sum of all the interference quantities is obtained,
Figure 500228DEST_PATH_IMAGE059
in order to support the disturbance correction amount,
Figure 493591DEST_PATH_IMAGE060
for the correction of the floating resistance of the empty wind tunnel,
Figure 329479DEST_PATH_IMAGE061
is the model floating resistance correction;
in the formula (10), the first and second groups of the chemical reaction are shown in the formula,
Figure 800912DEST_PATH_IMAGE062
for a corresponding total lift coefficient correction,
Figure 183351DEST_PATH_IMAGE063
the disturbance correction is supported for the lift coefficient,
Figure 816458DEST_PATH_IMAGE064
the correction quantity is the elastic deformation influence correction quantity of the lift coefficient;
when data needs to be corrected to a flight condition, the actual deformation and the actual Reynolds number of the airplane need to be introduced, and the specific formula is as follows:
Figure 792504DEST_PATH_IMAGE065
（11）
Figure 677415DEST_PATH_IMAGE066
（12）
in the formula (11, 12),
Figure 789727DEST_PATH_IMAGE067
、
Figure 983948DEST_PATH_IMAGE068
modifying the data of the real flying Reynolds number condition from the test data for the Reynolds number influence resistance coefficient and lift coefficient correction quantity obtained by calculating the variable Reynolds number;
and (3) according to the requirements, the corrections of the tunnel wall interference, the support interference, the elastic deformation influence and the Reynolds number influence are superposed to obtain the correction from the scaled aircraft model to the real flight model, and the wind tunnel test data are superposed to obtain the aerodynamic coefficient of the real flight model.
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