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Method for correcting influence of high-speed wind tunnel model afterbody distortion on lateral-directional aerodynamic characteristics

A kind of aerodynamic characteristics, high-speed wind tunnel technology, applied in the field of wind tunnel test, can solve the problems of misleading flight control system design, influence correction, lack of horizontal and vertical aerodynamic characteristics, etc.

Active Publication Date: 2016-01-20
INST OF HIGH SPEED AERODYNAMICS OF CHINA AERODYNAMICS RES & DEV CENT
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

If the test data before the correction of the distortion effect is directly used in the design of the aircraft, it will mislead the design of the flight control system, which may cause very serious consequences and even crash the aircraft.
At present, in high-speed wind tunnel tests at home and abroad, wingtip double supports, strip suspension supports and traditional blade supports are generally used to correct the longitudinal aerodynamic characteristics of the rear body distortion of the test model. Ability to correct

Method used

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  • Method for correcting influence of high-speed wind tunnel model afterbody distortion on lateral-directional aerodynamic characteristics
  • Method for correcting influence of high-speed wind tunnel model afterbody distortion on lateral-directional aerodynamic characteristics
  • Method for correcting influence of high-speed wind tunnel model afterbody distortion on lateral-directional aerodynamic characteristics

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Experimental program
Comparison scheme
Effect test

Embodiment 1

[0073] The state of body effect correction after distortion is: pre-bias sideslip angle βM=4°, test Mach number M=0.65, attack angle sequence α=-2°, 0°, 2°, 4°, 6°, 8°.

[0074] The specific implementation steps are as follows:

[0075] a. Design and process a set of high-speed wind tunnel test models, including real and distorted rear bodies, which can be freely replaced during the test. Among them, the real rear body is to simulate the complete shape of the tail without destruction or enlargement. Distorted rear body simulating the enlargement and hollowing out of the rear body of the test model during the tail support test.

[0076] b. The abdominal support rod is installed on the scimitar interface of the wind tunnel, the base blade is installed on the abdominal support rod, and the angle blade with the pre-biased sideslip angle βM=4° is installed on the base blade.

[0077] c. Through the balance connecting cone of the angle blade, the balance is installed on the belly ...

Embodiment 2

[0088] The state of body effect correction after distortion is: pre-bias sideslip angle βM=8°, test Mach number M=0.65, attack angle sequence α=-2°, 0°, 2°, 4°, 6°, 8°.

[0089] The implementation process is similar to that of Embodiment 1, but in step b, blades with an angle of βM=8° are installed. Table 2 presents the rear body effect correction amount of the lateral heading aerodynamic characteristics of test model 6 when βM=8°.

[0090] Table 2

[0091]

Embodiment 3

[0093] The status of body effect correction after distortion is: pre-bias sideslip angle βM=12°, test Mach number M=0.65, attack angle sequence α=-2°, 0°, 2°, 4°, 6°, 8°.

[0094] The implementation process is similar to Embodiment 1 and Embodiment 2, but in step b, blades with an angle of βM=12° are installed. Table 3 presents the rear body effect correction amount of the lateral heading aerodynamic characteristics of test model 6 when βM=12°.

[0095] table 3

[0096]

[0097] It can be seen that by using the rear body effect correction value obtained by this method, the rear body distortion effect can be corrected for the lateral heading aerodynamic data of the tail brace test at a given sideslip angle, and the real and reliable model aerodynamic force and moment data can be obtained , which is of great significance to aircraft design. As shown in Table 4, the comparison of lateral derivatives of different rear body configurations of the test model is given, and the effe...

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Abstract

The invention provides a method for correcting the influence of high-speed wind tunnel model afterbody distortion on lateral-directional aerodynamic characteristics. A test model contains a freely-replaceable real afterbody and a distortion afterbody model; the test model pre-deviates to a given sideslip angle through a sideslip angle-varying blade belly supporting device; a wind tunnel test is performed on the real afterbody model and the distortion afterbody model according to the same test conditions; interpolation is performed on lateral-directional aerodynamic coefficients according to the same angle of attack sequence; subtraction is performed on two kinds of interpolated lateral-directional aerodynamic coefficients, so that an obtained difference value of the two kinds of interpolated lateral-directional aerodynamic coefficients is the influence of the afterbody distortion on the aerodynamic characteristics of the test model. The method can be used for correcting the influence of the afterbody distortion on the lateral-directional aerodynamic characteristics of the model test under the given sideslip angle.

Description

technical field [0001] The invention belongs to the technical field of wind tunnel tests, and in particular relates to a method for correcting the influence of the rear body distortion of a high-speed wind tunnel model on the aerodynamic characteristics in the transverse direction. Background technique [0002] Wind tunnel test is the main means to evaluate the aerodynamic performance of aircraft. In the high-speed wind tunnel test, the aircraft model is generally fixed in the test section with the tail support for wind tunnel tests. The shape of the connection between the tail of the test model and the support device will be damaged to a certain extent, which is harmful to the test model, especially for large aircraft and large aircraft. The aspect ratio of the UAV has a more obvious influence on the aerodynamic force and moment. [0003] Especially for large aircraft, the rear body of the fuselage shrinks at the stern, and the cavity formed by the tail support in the rear...

Claims

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Application Information

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IPC IPC(8): G01M9/06
Inventor 刘大伟陈德华李强李巍许新李永红姜明杰李聪健彭鑫何彬华
Owner INST OF HIGH SPEED AERODYNAMICS OF CHINA AERODYNAMICS RES & DEV CENT
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