CN116380397B - Typical maneuvering course simulation test device based on magnetic levitation flight wind tunnel - Google Patents
Typical maneuvering course simulation test device based on magnetic levitation flight wind tunnel Download PDFInfo
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Abstract
The invention relates to the field of magnetic levitation flight wind tunnels, in particular to a typical maneuvering process simulation test device based on a magnetic levitation flight wind tunnel, which comprises the following components: the rotating module is used for driving the aircraft model to rotate so as to simulate typical maneuvering processes; the rotating module comprises rotating rods which are symmetrically arranged, and supporting rods which are arranged in the middle of the rotating rods and used for supporting the aircraft, and one end of each rotating rod is rotationally connected with the driving module; the driving module is sequentially provided with a speed transmission path for outputting a rotation angle, converting the rotation angle into linear transmission and converting the linear transmission into the rotation angle again, so that the speed conversion and transmission with high speed and high stability are realized, and the aircraft model can be driven to simulate a complex typical maneuvering process. The test device provided by the invention can be suitable for dynamic pneumatic problem research in the typical maneuver process of the aircraft with large attack angle, high maneuver and high speed.
Description
Technical Field
The invention relates to the technical field of magnetic levitation flight wind tunnels, in particular to a typical maneuver process simulation test device based on a magnetic levitation flight wind tunnel.
Background
Wind tunnel testing is an aerodynamic test method that may be used to study the aerodynamic characteristics of an aircraft or other object, which may provide test support for the study and design of an aircraft.
At present, a wind tunnel test which is spread around an aircraft generally adopts a test mode of 'body static wind power', namely, the aircraft is kept in a relatively static state, and air flow is generated and controlled manually to simulate the flow condition of air around the aircraft, so that the aerodynamic characteristics of the aircraft in the real flight process are indirectly researched. The test mode of 'body static wind power' has the advantages of being capable of accurately controlling test conditions (such as speed, pressure, temperature and the like of air flow), low in cost, high in efficiency and the like, and is widely applied to the field of air characteristic research of aircrafts. For example, patent application number CN202020296014.3 discloses a two-degree-of-freedom dynamic test support device for an open wind tunnel. For another example, patent application number CN201910459040.5 discloses a test mechanism for rapidly changing the attitude angle of a model. Such conventional dynamic test devices typically utilize derivative concepts and linear superposition principles to study aerodynamic properties of an aircraft during flight indirectly through a "body static wind" mode.
However, the traditional test mode of "body static and wind power" has a certain limitation, namely, the mode of "body static" is completely opposite to the characteristic of "body movement" in the real flight environment, so that the finally simulated test data and the real data have a certain difference in reality. This variability problem will be more pronounced, especially for complex flight problems.
In addition, the maximum pitch angle and the maximum angle rate of the traditional wind tunnel dynamic test device are relatively limited in the applicable speed test field. For example, the maximum pitch angle of a conventional wind tunnel tail curve test support is typically less than 60 °. For example, a test apparatus capable of realizing a large pitch angle is generally applicable to a low-speed wind tunnel test field having a mach number of about 0.1.
Disclosure of Invention
The invention aims to provide a typical maneuver history simulation test device based on a magnetic levitation flight wind tunnel, which partially solves or alleviates the defects in the prior art and can accurately simulate the typical maneuver history of an aircraft by using a novel magnetic levitation technology.
In order to solve the technical problems, the invention adopts the following technical scheme:
in a first aspect, the present invention provides a typical mechanical process simulation test device based on a magnetic levitation flight wind tunnel, comprising:
the rotating module is used for driving the aircraft model to rotate so as to simulate typical maneuvering processes; wherein, the rotation module includes: the rotating support is symmetrically provided with rotating rods on two sides, a supporting rod is arranged in the middle of the rotating support in an extending mode, and the tail end of the supporting rod is used for fixing and supporting the aircraft model;
and a driving module for driving the rotation module to rotate; wherein, the drive module includes:
a function output unit for outputting a history function for simulating the typical maneuver history;
the input end of the driving motor is connected with the output end of the function output unit;
the first angle conversion unit comprises a plane connecting rod mechanism for realizing the mutual conversion of rotation and movement, the input end of the plane connecting rod mechanism is connected with the output end of the driving motor so as to convert the history function into a first angular velocity, and the output end of the plane connecting rod mechanism converts the first angular velocity into a linear velocity;
the input end of the linear transmission unit is connected with the output end of the plane link mechanism, and the linear speed is output from the output end of the linear transmission unit in a linear motion mode;
and the input end and the output end of the second angle conversion unit are respectively connected with the output end of the linear transmission unit and the rotating rod, so that the linear speed is converted into a second angular speed, and the rotating module can drive the aircraft model to simulate the typical maneuvering process.
In some embodiments, the planar linkage mechanism is provided with, in order from an input end to an output end: crank, connecting rod and first slide block;
the crank is connected with the output end of the driving motor in a coaxial rotation mode, the crank is also connected with the first end of the connecting rod to drive the connecting rod to move, and the second end of the connecting rod is connected with the first sliding block to output the linear speed through the first sliding block; and the rotation axis of the crank and the reciprocating movement route of the first sliding block are positioned on the same horizontal line.
In some embodiments, the linear transmission unit includes: the linear guide motion pair, and the linear guide motion pair includes: the device comprises a rack, a guide rail and a second sliding block capable of reciprocating along the guide rail;
the second sliding block is fixedly connected with one side of the first sliding block so as to guide the first sliding block to reciprocate along the guide rail; the rack is fixedly connected with the other side of the first sliding block and used for transmitting the linear speed when the first sliding block moves back and forth.
In some embodiments, the second angle conversion unit includes: the gear is meshed with the linear transmission unit, and the design model of the gear is as follows:
；
；
wherein R is the design radius of the gear,for the reference value of the design radius of the gear, F (t) is the history function,for the maximum design angular velocity of the aircraft model, lambda is the designed value of the reduction ratio of the driving motor, R is the radius of the crank, l is the length of the connecting rod, deltaR is the designed difference, t is the time, and max is the maximum valueLarge value.
In some embodiments, the second angle conversion unit includes: the first gear and the second gear coaxially rotate, and the first gear and the second gear are connected through a spring; the first gear is fixedly connected with the rotating shaft of the second angle conversion unit so as to drive the rotating shaft to rotate, and the second gear is sleeved on the rotating shaft in a non-fixedly connected mode; the first gear is meshed with a stress surface of a rack in the linear transmission unit, and the second gear is meshed with the back surface of the rack;
when the second angle conversion unit is driven by the rack to reciprocate, a gap between the first gear and the working surface (namely the stress surface) of the rack in the rotation process is filled by gear teeth of the second gear tensioned by the spring.
In some embodiments, the driving motor is provided with, in order from an input end to an output end: a servo motor and a worm gear reducer for adjusting the first angular velocity and the torque of the driving motor; the output end of the servo motor is connected with the input end of the worm gear reducer, and the output end of the worm gear reducer is connected with the input end of the plane connecting rod mechanism.
In some embodiments, when the maximum design angular velocity of the gear is: the designed reduction ratio of the worm and gear speed reducer is as follows: 50:1-80:1.
In some embodiments, the typical maneuver includes one or more of the following: cobra maneuver, french Luo Luofu roulette maneuver, belleville maneuver, hubber wall kick maneuver, leaf fly maneuver, and the like.
In some embodiments, the magnetic levitation flight wind tunnel comprises: a closed, elongate conduit configured to provide a linear path of motion to the test device; correspondingly, the test device further comprises: a support module, the support module comprising: the first ends of the bases are used for fixedly mounting the first angle conversion unit, the linear transmission unit and the second angle conversion unit; the second end of base extends and is provided with the support column, the base passes through the support column is fixed in the backup pad, and the backup pad can follow under the magnetic suspension effect the length direction of straight long pipeline carries out rectilinear movement.
In some embodiments, the function output unit includes: the programmable alternating current source carries the all-in-one.
In some embodiments, the moment reference center of the aircraft model, the force balance force resolution center in the aircraft model, and the rotation center of the second angle conversion unit coincide with each other.
The beneficial technical effects are as follows:
in order to accurately study aerodynamic characteristics in a complex flight environment or in a high-difficulty maneuvering task, the invention firstly provides a novel test design thought of 'body movement wind static'. On the basis, the invention selects a novel magnetic levitation flight wind tunnel as a test platform and correspondingly provides a test device capable of accurately carrying out typical maneuver process simulation on the aircraft model. The test device adopts a speed transmission path realized by limited speed conversion, so that a typical maneuver function is accurately and stably transmitted when the high-speed high-impact working condition is adopted and the high-angle-of-attack rotation and the angular speed are rapidly changed (such as the rotation direction switching or the rotation speed change of the aircraft), and the aircraft model is driven to accurately simulate the typical maneuver.
Furthermore, the invention also provides an optimized design model of the gear, so as to flexibly design or configure an adaptive speed transmission path for different types of wind tunnel tests (such as different types of aircrafts, different types of typical maneuvering processes or wind tunnel tests of different speed intervals, and the like) to improve the flexibility and the adaptability of the test device.
In fact, in complex flight environments or high-difficulty maneuver tasks, the high maneuverability, high agility and overspeed maneuver capability of an aircraft are key indicators for evaluating the flight capability thereof. When the test device or the test system in the embodiment of the invention is used for carrying out typical maneuvering process simulation such as cobra, the aircraft model can achieve higher angular velocity (such as 300 degrees/s-500 degrees/s) and large attack angle, so that the characteristics of high maneuverability, high agility, overspeed mobility and the like can be more accurately simulated, and further powerful data support is provided for the research of the key indexes. And the test device has the advantages of simple structure and low cost.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. Like elements or portions are generally identified by like reference numerals throughout the several figures. In the drawings, elements or portions thereof are not necessarily drawn to scale. It will be apparent to those of ordinary skill in the art that the drawings in the following description are of some embodiments of the invention and that other drawings may be derived from these drawings without inventive faculty.
FIG. 1 is a schematic view of a magnetic levitation flight wind tunnel platform in an exemplary embodiment of the invention;
FIG. 2 is a schematic diagram of a test device according to an exemplary embodiment of the present invention;
FIG. 3 is a first partial schematic view of a test device according to an exemplary embodiment of the present invention;
FIG. 4 is a second partial schematic view of a test device according to an exemplary embodiment of the present invention;
FIG. 5 is a schematic view of a third partial structure of a test device according to an exemplary embodiment of the present invention;
FIG. 6 is a fourth partial schematic view of a test device according to an exemplary embodiment of the invention;
FIG. 7 is a fifth partial schematic view of a test device according to an exemplary embodiment of the invention;
fig. 8 is a schematic representation of the change in posture of the cobra motor history.
Reference numeral identification summary:
1 is an aircraft model; 2 is a rotating module, 21 is a rotating rod, and 22 is a supporting rod; 3 is a driving module, 31 is a driving motor, 31a is a servo motor, 31b is a worm gear reducer, 32 is a first angle conversion unit, 321 is a crank, 322 is a connecting rod, 323 is a first sliding block; 33 is a linear transmission unit, 331 is a rack, 332 is a guide rail, 333 is a second slider; 34 is a second angle conversion unit, 341 is a first gear, 342 is a second gear, 343 is a first bearing, 344 is a second bearing, 345 is a rotating shaft, 346 is a supporting frame; 4 is a magnetic levitation flight wind tunnel platform, and 5 is a base.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In this document, suffixes such as "module", "component", or "unit" used to represent elements are used only for facilitating the description of the present invention, and have no particular meaning in themselves. Thus, "module," "component," or "unit" may be used in combination.
The terms "upper," "lower," "inner," "outer," "front," "rear," "one end," "the other end," and the like herein refer to an orientation or positional relationship based on that shown in the drawings, merely for convenience of description and to simplify the description, and do not denote or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The terms "mounted," "configured to," "connected," and the like, herein, are to be construed broadly as, for example, "connected," whether fixedly, detachably, or integrally connected, unless otherwise specifically defined and limited; the two components can be mechanically connected, can be directly connected or can be indirectly connected through an intermediate medium, and can be communicated with each other. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Herein, "and/or" includes any and all combinations of one or more of the associated listed items.
Herein, "plurality" means two or more, i.e., it includes two, three, four, five, etc.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
As used in this specification, the term "about" is typically expressed as +/-5% of the value, more typically +/-4% of the value, more typically +/-3% of the value, more typically +/-2% of the value, even more typically +/-1% of the value, and even more typically +/-0.5% of the value.
In this specification, certain embodiments may be disclosed in a format that is within a certain range. It should be appreciated that such a description of "within a certain range" is merely for convenience and brevity and should not be construed as a inflexible limitation on the disclosed ranges. Accordingly, the description of a range should be considered to have specifically disclosed all possible sub-ranges and individual numerical values within that range. For example, the description of ranges 1-6 should be considered as having specifically disclosed sub-ranges such as from 1 to 3, from 1 to 4, from 1 to 5, from 2 to 4, from 2 to 6, from 3 to 6, etc., as well as individual numbers within such ranges, e.g., 1,2,3,4,5, and 6. The above rule applies regardless of the breadth of the range.
Noun paraphrasing:
herein, "course function" refers to an angular velocity-time curve function of an aircraft model when modeling a typical maneuver.
Herein, "linear velocity" is also referred to as "translational velocity" and refers to the velocity at which an object moves along a linear path.
As used herein, "typical maneuver" refers to an action of an aircraft or aircraft model that deploys at high speed and continuously over a limited period of time (e.g., one or more of continuous turning of the aircraft, rapid steering of the nose, rapid increase or decrease in the rate of flight, etc.). For example, a typical maneuver may be a overspeed maneuver involving a continuous revolution.
In order to simulate various complex maneuvering processes of an aircraft more accurately, the invention provides a novel test design idea of 'body movement wind and static'. In order to realize the test mode of 'body movement wind static', the novel magnetic levitation flight wind tunnel is firstly utilized as an experimental platform, and a typical maneuvering process simulation test device based on the magnetic levitation flight wind tunnel is provided.
Example 1
As shown in figures 1-7, the invention provides a typical mechanical process simulation test device based on a magnetic levitation flight wind tunnel.
Preferably, the test device comprises:
a rotation module 2 for rotating the aircraft model 1 to simulate a typical maneuver; wherein the rotation module (also referred to as an E-bracket) comprises: the rotating support is symmetrically provided with rotating rods 21 on two sides, a supporting rod 22 is arranged in the middle of the rotating support in an extending mode, and the tail end of the supporting rod is used for fixing and supporting the aircraft model 1;
a driving module 3 for driving the rotation module to rotate; wherein, the drive module includes:
a function output unit for outputting a history function for simulating the typical maneuver history;
the input end of the driving motor 31 is connected with the output end of the function output unit;
a first angle conversion unit 32 including a planar link mechanism for effecting rotation and movement conversion to each other, and an input end of the planar link mechanism being connected to an output end of the driving motor to convert the history function into a first angular velocity, the output end of the planar link mechanism converting the first angular velocity into a linear velocity;
the linear transmission unit 33, the input end of the linear transmission unit is connected with the output end of the plane link mechanism, and outputs the linear speed from the output end of the linear transmission unit in a linear motion mode;
and the input end and the output end of the second angle conversion unit are respectively connected with the output end of the linear transmission unit and the rotating rod, so that the linear speed is converted into a second angular speed, and the rotating module can drive the aircraft model to simulate the typical maneuver.
The magnetic levitation flying wind tunnel is a novel facility for performing aerodynamic test research by driving a model (such as an aircraft model) to move at high speed in a pipeline by using a magnetic levitation technology, and the principle of the novel facility is that the model is driven to move at high speed in a section of closed straight long pipeline by using electromagnetic levitation, traction and guiding technologies, so that the physical process of the aircraft or high-speed train motion is simulated, and a test environment close to a real motion state is constructed.
In order to meet the test requirement of the novel body movement wind and static, the embodiment of the invention provides a high-efficiency and stable speed transmission path realized by limited speed conversion (the speed transmission path sequentially comprises a function output unit, a driving motor, a first angle conversion unit, a linear transmission unit and a second angle conversion unit). The novel speed transmission path can realize accurate and synchronous transmission at extremely high speed in the speed transmission process at extremely high speed (for example, aiming at some complex typical maneuvering processes, the rated rotation speed of a motor can reach more than 2000 rpm). In other words, the test device designed based on the speed transmission path has good stability when being applied to typical maneuvering process simulation with large attack angle, high-speed forward and reverse conversion, strong impact working condition and other technical difficulties.
Further, in some embodiments, the function output unit includes: the programmable alternating current source carries the all-in-one.
Further, in order to meet the requirements of small volume and low cost, in some embodiments, as shown in fig. 2, the driving motor is sequentially arranged from an input end to an output end: a servo motor 31a, and a worm gear reducer 31b for adjusting the first angular velocity and the torque of the drive motor; the output end of the servo motor is connected with the input end of the worm gear reducer, and the output end of the worm gear reducer is connected with the input end of the plane connecting rod mechanism.
In some embodiments, the second angle conversion unit includes: the gear is meshed with the linear transmission unit, and the design model of the gear is as follows:
；
；
wherein R is the design radius of the gear,for the reference value of the design radius of the gear, F (t) is the history function,for the maximum design angular velocity of the aircraft model, lambda is the design value of the reduction ratio of the driving motor, r is the radius of the crank, and l is theThe length of the link, ΔR is the design difference, t is time, and max is the maximum value.
In the embodiment of the invention, the optimal speed transmission path can be flexibly designed according to actual engineering application requirements (such as different types of aircrafts, different types of typical maneuvering processes, or tests of different speed intervals, and the like).
For example, in some embodiments, particularly in the face of different types of typical maneuver, different sized speed transmission paths may be designed, or alternatively, different sized second angle conversion modules may be replaced to flexibly configure the speed transmission paths.
For example, in some embodiments, the design difference may be set by the user on his own according to engineering practices. For example, in some embodiments, the first and second processing elements,the method comprises the steps of carrying out a first treatment on the surface of the As another example, in other embodiments,the method comprises the steps of carrying out a first treatment on the surface of the Alternatively, in other embodiments, the first and second substrates may be,。
for example, in some embodiments, when the maximum design angular velocity of the gear is: the designed reduction ratio of the worm and gear speed reducer is as follows: 50:1-80:1. in this embodiment, the maximum design angular speed and the design value of the reduction ratio are coordinated to ensure the stability and accuracy of the speed transmission path.
Preferably, the reduction ratio design value is 65:1.
For example, in some embodiments, one end of the programmable ac current source integrated machine is connected to a power supply, and the other end is connected to a servo motor, so as to input a predetermined typical course motion function (also referred to as a "course function") to the driving module, and perform voltage feedback control on the servo motor through programming, so that the output end of the driving module can perform analog motion according to the given course motion function.
In the embodiment, the speed transmission path is optimized by adopting the servo motor and the worm gear reducer, so that the high-speed wind tunnel high-angle-of-attack static force test requirement can be met under the working conditions of high speed and strong impact.
Further, to avoid or mitigate the oscillation problem in the speed transmission path, as shown in fig. 4-5, in some embodiments, the planar linkage mechanism is provided with, in order from the input end to the output end: a crank 321, a connecting rod 322, and a first slider 323;
the crank is connected with the output end of the driving motor in a coaxial rotation mode, the crank is further connected with the first end of the connecting rod to drive the connecting rod to synchronously move, and the second end of the connecting rod is connected with the first sliding block to output the linear speed through the first sliding block (namely, the rotary motion is converted into linear reciprocating motion).
In some embodiments, the rotation axis of the crank is on the same level as the reciprocating path of the first slider (specifically, the rotation axis of the crank is on the same level as the second end of the connecting rod, or, during rotation, the rotation axis of the crank, the connecting rod, and the slider may be on the same level).
As a preferred embodiment, the speed transmission path in this embodiment adopts a crank-slider mechanism with a centered arrangement, and the crank-slider mechanism cooperates with the linear transmission unit 33 and the second angle conversion unit 34, so as to improve the stability of the test device in the switching process under the conditions of high-speed forward rotation and reverse rotation.
Specifically, in some embodiments, the first angle conversion unit further includes: bearings (preferably tapered roller bearings) and a drive shaft. The tapered roller bearing and the transmission shaft are assembled into a whole, one end of the transmission shaft is connected with the output end of the worm gear reducer, and the other end of the transmission shaft is connected with the crank. And the crank, the connecting rod and the first sliding block are connected in sequence through the hinge shaft.
In some embodiments, the linear transmission unit 33 includes: the linear guide rail kinematic pair, the linear guide rail kinematic pair includes: and the rack 331 is fixedly connected with the first sliding block and used for transmitting the linear speed.
Further, in order to improve the stability of the speed transmission path in high-speed transmission (e.g., reduce friction, rotational error, etc. during transmission), the linear transmission unit also has a guiding function. As in some embodiments, the linear guide kinematic pair further comprises: the guide rail 332, and the second slider 333 capable of reciprocating along the guide rail, wherein the second slider 333 is fixedly connected with the first slider 323 to guide the first slider to reciprocate along the guide rail.
Further, in order to avoid or alleviate the problem of impact or vibration of the speed transmission path during the reciprocating transmission (i.e. driving the aircraft model to forward or reverse rotation), so as to improve the stability of the speed transmission, in some embodiments, the second angle conversion unit includes: and the first gear and the second gear are coaxially rotated and meshed with the rack so as to jointly convert the linear speed into the second angular speed.
For example, in some embodiments, the gear teeth (also referred to as teeth) of the first gear and the second gear are the same size.
For example, in some embodiments, as shown in fig. 4, the second angle conversion unit includes: at least one bearing (such as a first bearing 343 and a second bearing 344) and a rotating shaft 345, wherein a first end and a second end of the rotating shaft 345 respectively penetrate through the first bearing and the second bearing, and a second end of the rotating shaft 345 is connected with the rotating rod, so that the rotating rod is driven to rotate according to a set history function. Wherein a gear (in particular, adjacent to the first bearing) is further provided at the first end of the shaft 345, the gear comprising: a first gear 341 and a second gear 342 connected together by a spring. And the first gear 341 is fixedly connected with the rotating shaft 345, and the second gear 342 is sleeved on the rotating shaft (i.e. the second gear is a floating gear sleeved on the rotating shaft). Also, the first gear 341 is engaged with a working face (i.e., a force receiving face) of the teeth of the rack 331, and the second gear 342 is engaged with a back face (i.e., the other face of the teeth) of the rack 331. When the driving module starts to operate, the gap between the working surfaces of the first gear 341 and the rack 331 generated during rotation is filled with the teeth of the second gear tensioned by the spring.
Specifically, in some embodiments, the one or more bearings may employ tapered roller bearings. The tapered roller bearing group is assembled with a transmission shaft (namely a rotating shaft) into a whole, the first end of the transmission shaft is fixedly connected with the output end of a gear (preferably a clearance eliminating gear), and the second end of the transmission shaft is fixedly connected with an E-shaped bracket.
Specifically, in some embodiments, the bearings are secured to the base by a support bracket 346.
Further, in some embodiments, the second angle conversion module of the present invention may be replaced according to different wind tunnel simulation tests in order to flexibly adapt to different types of wind tunnel simulation tests (such as wind tunnel tests in different speed intervals, simulations of different typical maneuver processes, or simulations of different aircraft types).
Specifically, in some embodiments, as shown in fig. 3, the second angle conversion module includes: the device comprises a rotating shaft, at least two bearings and at least one gear, wherein the at least two bearings and the at least one gear are arranged on the rotating shaft, the at least two bearings are fixed on a base through a supporting frame 346, and the supporting frame is detachably fixed on the base (such as by being fixed on the base through screws or nuts). The test device also includes a backup assembly, i.e., at least one backup gear of a different size (e.g., different radius) than the gear and at least one backup support of a different height than the support.
For example, when a smaller size gear needs to be replaced, a smaller height support frame can be replaced simultaneously. Alternatively, when a larger size gear needs to be replaced, a higher height support frame can be replaced simultaneously.
Alternatively, in some embodiments, the second angle conversion module may be replaced integrally, i.e., by selecting another set of assembled components such as bearings, support frames, shafts, gears, etc.
The embodiment can flexibly configure the transmission path of the test device to meet the simulation requirements of different types of typical maneuvering processes.
The test device provided by the embodiment of the invention is particularly suitable for researching aerodynamic characteristics of the aircraft under a typical maneuvering course. Among these, typical maneuver processes mainly include: cobra maneuver (as shown in fig. 8), a French Luo Luofu roulette maneuver, a Belleville maneuver, a Hubber wall kick maneuver, a defoliation maneuver, and the like.
The technical scheme and the technical effects of the invention are further described below by taking cobra maneuver as an example:
as shown in fig. 8, the cobra maneuver mainly includes three phases of head-up (a), overhang (b), and recovery level (c). For example, during maneuvers, the pilot quickly pulls the stick backward to tip up to the maximum angle of attack, creating a brief nose forward, nose backwardAnd then pushing the machine head, and restoring to the original horizontal state. Thus, during simulation of cobra maneuvers, the aircraft model will achieve fast switching of flight attitude (e.g., nose direction of rotation, etc.) at extremely high angular velocity for a limited time (only a few seconds) according to the similarity criteria.
In order to accurately simulate the real conversion state of the cobra maneuver, the invention further adopts a mode of matching the magnetic levitation flight wind tunnel platform with a novel speed transmission path on the basis of the design of 'body movement wind and static', so as to provide a test system (namely a system formed by a test device and the magnetic levitation flight wind tunnel platform) capable of driving an aircraft model to accurately and stably fly at a large attack angle and high maneuver and high speed.
Specifically, the test device of the invention firstly obtains a preset history function, and then the programmable alternating current loading all-in-one machine utilizes the history function to program so as to carry out output feedback control on the voltages of the servo motors at the left side and the right side. Further, the driving module with the servo motor sequentially realizes the conversion of the real-time periodic rotary motion, the periodic linear reciprocating motion and the periodic rotary motion under the control of the voltage, thereby realizing the accurate and efficient transmission of the course function and solving the problems of low transmission efficiency, difficult lifting of the simulation speed and the like in the simulation of the cobra motor course. Meanwhile, the transmission structure in the test device is relatively simple, and the application cost is relatively low.
Therefore, the dynamic pneumatic data which are difficult to acquire in the traditional dynamic test (namely the wind tunnel test of 'body static pneumatic') can be acquired, so that powerful test support is provided for the research and development and design of the high-mobility aircraft. In other words, the test device in the invention can be used for researching the unsteady problem of the high mobility aircraft under the typical maneuver history.
Specifically, in some embodiments, for wind tunnel tests for studying cobra maneuver, a servo motor with a rated torque of 20N-m and a rated speed of 2000 rpm is preferably used in the test apparatus. Meanwhile, the maximum design angular velocity of the second angle conversion unit is preferably set to 300 °/s-500 °.
The embodiment of the invention adopts the cooperation of the optimal reduction ratio and the optimal angular speed so as to ensure the stable operation of the speed transmission path.
It will be appreciated that such high stability speed transmission path designs allow the test apparatus or test system to be used in a variety of speed interval wind tunnel test applications, such as high speed test applications (i.e., mach 0.4-0.5 wind tunnel platforms).
Further, in some embodiments, the moment reference center of the aircraft model, the force balance force resolution center in the aircraft model, and the rotation center of the second angle conversion unit coincide with each other.
Specifically, in some embodiments, the rotation module (i.e., the E-bracket) is designed and trimmed with a lightweight carbon fiber composite structure to further reduce the dead weight of the test device. Meanwhile, the coincidence of the rotation axis of the E-shaped bracket with the moment reference center of the aircraft and the force decomposition center of the force measuring balance is ensured, and further the influence of load moment of inertia on the driving module and the test structure is effectively reduced. The E-shaped support in the embodiment has the characteristics of large test attack angle range, small air flow interference and the like.
Further, in some embodiments, the test device further comprises: and the support module is used for fixing the driving module.
In some embodiments, as shown in fig. 1, the support module includes: the base 5 is used for supporting the driving module, and the base 5 is arranged on the magnetic levitation flight wind tunnel platform 4 and can reciprocate along the length direction of the magnetic levitation flight wind tunnel platform. Wherein, the bearing, the guide rail and other structures in the driving module can be arranged on the base 5.
Specifically, the magnetic levitation flight wind tunnel comprises: a closed, elongate conduit configured to provide a linear path of motion to the test device; correspondingly, the test device further comprises: a support module, the support module comprising: the first ends of the bases are used for fixedly mounting the first angle conversion unit, the linear transmission unit and the second angle conversion unit; the second end of base extends and is provided with the support column, the base passes through the support column is fixed in the backup pad, and the backup pad can follow under the magnetic suspension effect the length direction of straight long pipeline carries out rectilinear movement.
It will be appreciated that the present invention may be applied to other types of aircraft or other types of wind tunnel test depending on actual engineering requirements, in addition to typical maneuver simulations for high mobility aircraft. For example, the method can be applied to aerodynamic property research of large aspect ratio airplanes such as a conveyor and a passenger plane; for example, the method can also be used for developing a typical mechanical history simulation test of continuous variable Mach number, so as to solve the difficulty of researching dynamic aerodynamics in a high-speed-low-speed joint speed domain.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The embodiments of the present invention have been described above with reference to the accompanying drawings, but the present invention is not limited to the above-described embodiments, which are merely illustrative and not restrictive, and many forms may be made by those having ordinary skill in the art without departing from the spirit of the present invention and the scope of the claims, which are to be protected by the present invention.
Claims (7)
1. A typical maneuver history analogue test device based on magnetic levitation flight wind tunnel, characterized by comprising:
a rotation module (2) for rotating the aircraft model (1) to simulate a typical maneuver; wherein, the rotation module includes: the aircraft model comprises a rotating bracket, wherein rotating rods (21) are symmetrically arranged on two sides of the rotating bracket, a supporting rod (22) is arranged in the middle of the rotating bracket in an extending mode, and the tail end of the supporting rod is used for fixing and supporting the aircraft model (1);
and a driving module (3) for driving the rotation module to rotate; wherein, the drive module includes:
a function output unit for outputting a history function for simulating the typical maneuver history;
the input end of the driving motor (31) is connected with the output end of the function output unit;
a first angle conversion unit (32) including a planar link mechanism for effecting rotation and movement interconversion, and an input end of the planar link mechanism being connected to an output end of the drive motor to convert the history function into a first angular velocity, the output end of the planar link mechanism converting the first angular velocity into a linear velocity; the plane link mechanism is provided with in turn along the input end to the output end: a crank (321), a connecting rod (322), and a first slider (323); the crank is connected with the output end of the driving motor in a coaxial rotation mode, the crank is also connected with the first end of the connecting rod to drive the connecting rod to move, and the second end of the connecting rod is connected with the first sliding block to output the linear speed through the first sliding block; the rotation axis of the crank and the reciprocating movement route of the first sliding block are positioned on the same horizontal line;
the input end of the linear transmission unit is connected with the output end of the plane link mechanism, and the linear speed is output from the output end of the linear transmission unit in a linear motion mode; the linear transmission unit (33) includes: the linear guide motion pair, and the linear guide motion pair includes: a rack (331), a rail, and a second slider (333) reciprocally movable along the rail; wherein the second slider (333) is fixedly connected with the first slider (323) so as to guide the first slider to reciprocate along the guide rail; the rack is fixedly connected with the first sliding block and used for transmitting the linear speed when the first sliding block moves back and forth;
the input end and the output end of the second angle conversion unit are respectively connected with the output end of the linear transmission unit and the rotating rod, so that the linear speed is converted into a second angular speed, and the rotating module can drive the aircraft model to simulate the typical maneuver process; the second angle conversion unit includes: the gear is meshed with the linear transmission unit, and the design model of the gear is as follows:
；
；
wherein R is the design radius of the gear,f (t) is the said history function, which is the reference value of the design radius of the gear>And for the maximum design angular velocity of the aircraft model, lambda is the design value of the reduction ratio of the driving motor, R is the radius of the crank, l is the length of the connecting rod, deltaR is the design difference, t is the time, and max is the maximum value.
2. The typical mechanical history simulation test device based on a magnetic levitation flight wind tunnel according to claim 1, wherein the second angle conversion unit comprises: the first gear and the second gear coaxially rotate, and the first gear and the second gear are connected through a spring; the first gear is fixedly connected with the rotating shaft of the second angle conversion unit so as to drive the rotating shaft to rotate, and the second gear is sleeved on the rotating shaft in a non-fixedly connected mode; the first gear is meshed with a stress surface of a rack (331) in the linear transmission unit, and the second gear is meshed with the back surface of the rack;
when the second angle conversion unit is driven by the rack to rotate in a reciprocating manner, gaps between the first gear (341) and the stress surface of the rack in the rotation process are filled with gear teeth of the second gear tensioned by the springs.
3. The typical mechanical process simulation test device based on the magnetic levitation flight wind tunnel according to claim 2, wherein the driving motor is sequentially provided with: a servo motor (31 a), and a worm gear reducer (31 b) for adjusting the first angular velocity and the torque of the drive motor; the output end of the servo motor is connected with the input end of the worm gear reducer, and the output end of the worm gear reducer is connected with the input end of the plane connecting rod mechanism.
4. A typical mechanical history simulation test device based on a magnetic levitation flight wind tunnel according to claim 3, wherein when the maximum design angular velocity of the gear in the second angle conversion unit is 300 °/s-500 °/s, the reduction ratio design value of the worm gear reducer is 50:1-80:1.
5. A typical maneuver simulation test device based on a magnetic levitation flight wind tunnel according to claim 1, wherein the typical maneuver comprises one or more of the following: cobra maneuver, french Luo Luofu roulette maneuver, belleville maneuver, hubber wall kick maneuver, and leaf fly maneuver.
6. The typical maneuver simulation test device based on the magnetic levitation flight wind tunnel according to claim 1, wherein the magnetic levitation flight wind tunnel comprises: a closed, elongate tube configured to provide a linear path of motion for the test device; correspondingly, the test device further comprises: a support module, the support module comprising: the first ends of the bases are used for fixedly mounting the first angle conversion unit, the linear transmission unit and the second angle conversion unit; the second end of base extends and is provided with the support column, just the base passes through the support column is fixed in the backup pad, just the backup pad can follow under the magnetic suspension effect the length direction of straight long pipeline carries out rectilinear movement.
7. A typical mechanical history simulation test device based on a magnetic levitation flight wind tunnel according to claim 1, wherein,
the moment reference center of the aircraft model, the force decomposing center of the force measuring balance in the aircraft model and the rotating center of the second angle conversion unit are mutually overlapped;
and/or, the function output unit includes: the programmable alternating current source carries the all-in-one.
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