A scaled-down verification machine for an active double-throat jet vectoring nozzle

Abstract

The present invention relates to the technical field of scaled verification aircraft, specifically to a scaled verification aircraft with an active double-throat jet vector nozzle, comprising: an airframe structure, wherein a flight combination control system is arranged inside the airframe structure; a landing mechanism; an emergency parachute recovery mechanism, comprising a parachute recovery unit, wherein a steering gear controller of the parachute recovery unit is connected to the flight combination control system in communication; a servo rudder system, which is connected to the flight combination control system in communication; a digital navigation system, which is used to exchange flight data of the verification aircraft during operation and control the navigation information of the verification aircraft in real time with the flight combination control system; a power system, comprising a power mechanism, an oil supply mechanism, a jet mechanism and a vector nozzle structure, wherein the power mechanism is connected to the flight combination control system in communication, and the vector nozzle structure adopts an active double-throat jet vector nozzle structure. The present invention solves the problem that the existing verification aircraft is usually verified in a wind tunnel environment and cannot obtain the actual flight environment.

Description

Technical Field

[0001] The present invention relates to the technical field of scaled-down verification machines, and in particular to a scaled-down verification machine of an active double-throat jet vector nozzle. Background Art

[0002] In the aerospace field, when engineers evaluate parameters such as the flight characteristics, aerodynamic performance, and structural strength of an aircraft, they usually conduct simulation experiments in a wind tunnel environment. However, the wind tunnel environment cannot obtain real data from actual flight, resulting in deviations in the aircraft's performance.

[0003] The scaled-down verification machine has the advantages of low cost, controllable risk, and rapid iteration, and can better solve the above problems.

[0004] Therefore, the present invention provides an active double-throat jet vector nozzle scale verification machine to solve the above-mentioned problems. Summary of the invention

[0005] In view of the above situation, in order to overcome the defects of data distortion and high cost in the prior art when evaluating parameters such as flight characteristics, aerodynamic performance and structural strength of aircraft, the present invention provides an active double-throat jet vector nozzle scale verification machine to solve the above problems.

[0006] In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: an active double-throat jet vector nozzle scale verification aircraft, comprising: an airframe structure, a flight combination control system is arranged inside the airframe structure, and a MEMS satellite navigation system is stored in the flight combination control system; a landing mechanism, comprising a front landing gear unit, a first main landing gear unit and a second main landing gear unit arranged below the airframe structure, and the landing gear controllers of the front landing gear unit, the first main landing gear unit and the second main landing gear unit are all communicatively connected with the flight combination control system; an emergency recovery parachute mechanism, comprising a recovery parachute unit, and the recovery parachute unit The steering gear controller is communicatively connected with the flight combination control system; the servo-rudder system is communicatively connected with the flight combination control system and is used to control the verification aircraft to adjust its flight attitude during flight; the digital navigation system is used to exchange the flight data of the verification aircraft during operation with the flight combination control system and to control the navigation information of the verification aircraft in real time; and the power system includes a power mechanism, a fuel supply mechanism, a jet mechanism and a vector nozzle structure. The power mechanism is communicatively connected with the flight combination control system. The vector nozzle structure adopts an active double-throat jet vector nozzle structure and is used to enhance the thrust of the power mechanism and cooperate with the servo-rudder system to adjust the flight attitude of the verification aircraft.

[0007] A further improvement of the present application is that the front landing gear unit, the first main landing gear unit and the second main landing gear unit adopt a front three-point structure, and the front landing gear unit is arranged close to the nose of the verification aircraft; the front landing gear unit adopts a strut-type spring shock absorber for shock absorption of the verification aircraft; the first main landing gear unit and the second main landing gear unit both adopt a strut-type oil-gas buffer shock absorber for balancing the normal load of the verification aircraft during landing;

[0008] The front landing gear unit adopts a servo steering gear as the front wheel steering drive, and the main wheels of the first main landing gear unit and the second main landing gear unit both adopt electromagnetic brake discs for braking after the verification aircraft lands.

[0009] A further improvement of the present application is that the servo-rudder system includes a flap actuator arranged on the leading edge of the wing of the verification aircraft, a flap actuator arranged on the trailing edge of the wing of the verification aircraft, a rudder actuator arranged on the vertical tail rudder of the verification aircraft, a horizontal tail rudder actuator arranged on the horizontal stabilizer at the tail of the verification aircraft, and a canard actuator arranged on the canard of the nose part of the verification aircraft, and the flap actuator, the flap actuator, the rudder actuator, the horizontal tail rudder actuator and the canard actuator are all connected to the flight combination control system through their corresponding servo controllers, and are used to control the verification aircraft to adjust its flight attitude during flight.

[0010] A further improvement of the present application is that the digital transmission navigation system includes a flight control navigation computer, a GPS unit and a data transmission unit. The flight control navigation computer is communicatively connected to the flight integrated control system for processing sensor data from the verification aircraft and processing navigation information of the GPS unit and the MEMS satellite navigation system. The data transmission unit is used to exchange data between the flight integrated control system and the ground control console.

[0011] A further improvement of the present application is that the power mechanism adopts an engine with a maximum thrust of 90 daN, a rotation speed of 30000 rpm-61000 rpm, and a fuel consumption rate less than or equal to 1.4 Kg / daN.h, and the engine is started by high-pressure air.

[0012] A further improvement of the present application is that the jet mechanism includes an energy storage mechanism, a pressure regulating valve and a flow controller. The energy storage mechanism adopts a carbon fiber high-pressure gas cylinder with a capacity of 0.3L-12L and a maximum supporting pressure of 30Mpa, which stores high-pressure nitrogen inside; the pressure regulating valve is connected between the energy storage mechanism and the flow controller, and is used to adjust the gas pressure output by the energy storage mechanism; the flow controller is communicated with the flight combination control system, and transports the gas after pressure regulation by the pressure regulating valve to the vector nozzle structure, and the airflow ejected by the vector nozzle structure is used to coordinate with the airflow ejected by the engine to adjust the flight attitude of the verification aircraft.

[0013] A further improvement of the present application is that the maximum supporting pressure of the inlet pressure of the pressure regulating valve is 40Mpa, and the outlet pressure is less than or equal to 4Mpa; the maximum flow of the flow controller is 400L / min, and the flow control accuracy is ±1.0%FS.

[0014] A further improvement of the present application is that the vector nozzle structure includes a first throat and a second throat, the first throat is connected to the engine outlet, the interior of the first throat gradually shrinks toward the second throat, and the height of the connecting point between the first throat and the second throat is the same as the height of the outlet of the second throat; the second throat includes an expansion section and a contraction section, and the expansion section is located between the first throat and the contraction section.

[0015] A further improvement of the present application is that an angle θ is formed at the connection point between the expansion section and the contraction section, and 150°<θ<165°.

[0016] A further improvement of the present application is that the air outlet of the flow controller is connected to a jet pipe, the jet pipe is connected to the expansion section, and the jet vector angle formed is 15°.

[0017] The beneficial effects of the present invention are:

[0018] 1. The landing mechanism of the present invention is reasonably designed. The front three-point structure ensures the stability of the verification aircraft during take-off and landing. At the same time, the pillar-type spring shock absorber and the pillar-type oil-gas buffer shock absorber can effectively absorb the impact force during landing, ensuring the safety of the verification aircraft.

[0019] 2. The integration of the servo-rudder system and the digital navigation system enables the verification aircraft to adjust its flight attitude in real time during flight and exchange data with the ground control console, improving the controllability and operational flexibility of the aircraft.

[0020] 3. The high-pressure air-start engine used in the power mechanism has high thrust and low fuel consumption rate, ensuring the performance and economy of the verification aircraft in flight tests.

[0021] 4. The introduction of the jet mechanism enables the verification aircraft to use high-pressure nitrogen to work in conjunction with the airflow ejected by the engine, further optimizing the flight performance of the aircraft.

[0022] 5. The optimized design of the vector nozzle structure, especially the angle θ formed by the expansion section and the contraction section, and the jet vector angle formed by the connection between the jet duct and the expansion section, enable the verification aircraft to achieve more flexible flight attitude adjustment during flight, thereby improving the maneuverability and control accuracy of the aircraft.

[0023] In summary, the present invention provides a scaled-down verification aircraft of an active dual-throat jet vector nozzle, which not only solves the defects of aircraft performance evaluation in the prior art, but also has significant advantages in terms of cost, safety and flight performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic structural diagram of a scaled-down verification machine of an active double-throat jet vector nozzle of the present invention;

[0025] Figure 2 It is a structural schematic diagram of a jet mechanism and a vector nozzle structure of a scaled-down verification machine of an active double-throat jet vector nozzle of the present invention;

[0026] Figure 3 It is a structural schematic diagram of another perspective of the vector nozzle structure of a scaled-down verification machine of an active double-throat jet vector nozzle of the present invention;

[0027] Figure 4 It is a schematic cross-sectional structure diagram of a vector nozzle structure of a scaled-down verification machine of an active double-throat jet vector nozzle according to the present invention;

[0028] Figure 5 It is a jet opening data curve diagram of a verification experiment of a scaled verification machine of an active double-throat jet vector nozzle of the present invention;

[0029] Figure 6 This is a jet opening data curve chart of another verification experiment of a scaled-down verification machine of an active double-throat jet vector nozzle of the present invention.

[0030] In the figure:

[0031] Airframe structure 100, flight integrated control system 101;

[0032] Landing mechanism 200, front landing gear unit 201, first main landing gear unit 202, second main landing gear unit 203;

[0033] Emergency recovery parachute mechanism 300, recovery parachute unit 301;

[0034] Servo rudder system 400, front flap actuator 401, rear flap actuator 402, rudder actuator 403, horizontal tail rudder actuator 404, front wing actuator 405;

[0035] Digital transmission navigation system 500, flight control navigation computer 501, GPS unit 502, digital transmission unit 503,

[0036] Power system 600 , power mechanism 601 , oil supply mechanism 602 , jet mechanism 603 , vector nozzle structure 604 , energy storage mechanism 605 , pressure regulating valve 606 , flow controller 607 , first throat 608 , second throat 609 , expansion section 610 , contraction section 611 , and jet pipe 612 . DETAILED DESCRIPTION

[0037] The following will describe various embodiments of the present invention in detail with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the protection scope of the present invention.

[0038] In the aerospace field, when engineers evaluate parameters such as the flight characteristics, aerodynamic performance, and structural strength of an aircraft, they usually conduct simulation experiments in a wind tunnel environment. However, the wind tunnel environment cannot obtain real data from actual flight, resulting in deviations in the aircraft's performance.

[0039] The scaled-down verification machine has the advantages of low cost, controllable risk, and rapid iteration, and can better solve the above problems. Example 1

[0040] To solve the above problems, the present application discloses the following technical solutions: an active double-throat jet vector nozzle scale verification machine, referring to Figure 1 ,include:

[0041] An airframe structure 100, wherein a flight integrated control system 101 is disposed inside the airframe structure 100, and a MEMS satellite navigation system is stored in the flight integrated control system 101;

[0042] It should be noted that the body structure 100 in this embodiment generally adopts a metal skeleton to bear the load, and a honeycomb sandwich structure to carry the outer skin; the air inlet adopts a glass fiber wall panel structure, which is integrally formed; the wing stabilizer, the vertical tail stabilizer, and the pneumatic control rudder adopt a honeycomb + glass fiber integral molded structure;

[0043] Reasonable openings are provided for the installation and maintenance of fuselage equipment. The openings are of honeycomb sandwich structure, and some hatches with high heat requirements adopt aluminum alloy shell structure. The protrusions on the fuselage are processed by 3D printing aluminum alloy structure; the external parts (bomb hanging, rack, etc.) are of aluminum alloy structure and connected to the fuselage with screws.

[0044] The landing mechanism 200 includes a front landing gear unit 201, a first main landing gear unit 202, and a second main landing gear unit 203, which are arranged below the fuselage structure 100, and the landing gear controllers of the front landing gear unit 201, the first main landing gear unit 202, and the second main landing gear unit 203 are all communicatively connected with the flight integrated control system 101;

[0045] Specifically, the front landing gear unit 201, the first main landing gear unit 202 and the second main landing gear unit 203 adopt a front three-point structure, and the front landing gear unit 201 is arranged close to the nose of the verification aircraft; the front landing gear unit 201 adopts a strut-type spring shock absorber for shock absorption of the verification aircraft; the first main landing gear unit 202 and the second main landing gear unit 203 both adopt a strut-type oil-gas buffer shock absorber for balancing the normal load of the verification aircraft during landing;

[0046] The front landing gear unit 201 uses a servo steering gear as a front wheel steering drive, and the main wheels of the first main landing gear unit 202 and the second main landing gear unit 203 both use electromagnetic brake discs for braking after the verification aircraft lands.

[0047] The landing gear controllers of the front landing gear unit 201, the first main landing gear unit 202 and the second main landing gear unit 203 are all connected to the flight integrated control system 101 for communication, and the communication adopts the RS485 communication protocol.

[0048] The emergency parachute recovery mechanism 300 includes a parachute recovery unit 301 . The servo controller of the parachute recovery unit 301 is connected to the flight combined control system 101 for communication, and the PWM (pulse width modulation) technology is used for modulation.

[0049] The servo-rudder system 400 is connected to the flight integrated control system 101 for controlling the verification aircraft to adjust the flight attitude during flight;

[0050] Specifically, the servo rudder system 400 includes a lapel actuator 401 configured on the leading edge of the verification aircraft wing, a flap actuator 402 configured on the trailing edge of the verification aircraft wing, a rudder actuator 403 configured on the vertical tail rudder of the verification aircraft, a horizontal tail rudder actuator 404 configured on the horizontal stabilizer at the tail of the verification aircraft, and a canard actuator 405 configured on the canard of the nose part of the verification aircraft. The lapel actuator 401, the flap actuator 402, the rudder actuator 403, the horizontal tail rudder actuator 404 and the canard actuator 405 are all connected to the flight combination control system 101 through their corresponding servo controllers, and are used to control the verification aircraft to adjust its flight attitude during flight, and their communication adopts the CAN communication protocol.

[0051] The digital navigation system 500 is used to exchange the flight data of the verification machine and the navigation information of the verification machine in real time with the flight integrated control system 101;

[0052] Specifically, the digital navigation system 500 includes a flight control navigation computer 501, a GPS unit 502 and a digital transmission unit 503. The flight control navigation computer 501 is communicated with the flight integrated control system 101 and is used to process sensor data from the verification aircraft, such as air pressure, altitude, speed, etc., and process navigation information from the GPS unit 502 and the MEMS satellite navigation system. The digital transmission unit 503 is used to exchange data between the flight integrated control system 101 and the ground control console.

[0053] The power system 600 includes a power mechanism 601, a fuel supply mechanism 602, a jet mechanism 603 and a vector nozzle structure 604. The power mechanism 601 is communicatively connected to the flight combination control system 101. The vector nozzle structure 604 adopts an active double-throat jet vector nozzle structure and is used to enhance the thrust of the power mechanism 601 and cooperate with the servo rudder system 400 to adjust the flight attitude of the verification aircraft. Example 2

[0054] On the basis of Example 1, the power mechanism 601 adopts an engine with a maximum thrust of 90 daN, a rotation speed of 30000 rpm-61000 rpm, and a fuel consumption rate less than or equal to 1.4 Kg / daN.h, and the engine is started by high-pressure air.

[0055] Furthermore, the jet mechanism 603 includes an energy storage mechanism 605, a pressure regulating valve 606 and a flow controller 607. The energy storage mechanism 605 adopts a carbon fiber high-pressure gas cylinder with a capacity of 0.3L-12L and a maximum supporting pressure of 30Mpa, and stores high-pressure nitrogen inside; the pressure regulating valve 606 is connected between the energy storage mechanism 605 and the flow controller 607, and is used to adjust the gas pressure output by the energy storage mechanism 605; the flow controller 607 is communicated with the flight combination control system 101, and transports the gas after pressure regulation by the pressure regulating valve 606 to the vector nozzle structure 604. The airflow ejected by the vector nozzle structure 604 is used to coordinate with the airflow ejected by the engine to adjust the flight attitude of the verification aircraft.

[0056] Furthermore, the maximum supporting pressure of the inlet pressure of the pressure regulating valve 606 is 40 MPa, and the outlet pressure is less than or equal to 4 MPa; the maximum flow rate of the flow controller 607 is 400 L / min, and the flow control accuracy is ±1.0% FS.

[0057] like Figure 2-4As shown, specifically, the vector nozzle structure 604 includes a first throat 608 and a second throat 609, the first throat 608 is connected to the engine outlet, the interior of the first throat 608 gradually shrinks toward the second throat 609, and the height of the connecting point of the first throat 608 and the second throat 609 is the same as the height of the outlet of the second throat 609; the second throat 609 includes an expansion section 610 and a contraction section 611, and the expansion section 610 is located between the first throat 608 and the contraction section 611.

[0058] Specifically, the expansion section 610 and the contraction section 611 form an angle θ at the connection point, and 150°<θ<165°.

[0059] Specifically, the air outlet of the flow controller 607 is connected to a jet pipe 612 , and the jet pipe 612 is connected to the expansion section 610 , and the jet vector angle formed is 15°.

[0060] like Figure 5 As shown, the first jet vector flight test verification was carried out at a cruising level flight stage at a flight altitude of 1600m and a flight speed of 240km / h when the jet vector angle reached about 15°. The secondary flow pressure (0.1Mpa) was increased successively, that is, the outlet pressure of the pressure regulating valve 606 was increased by 0.1Mpa, thereby improving the jet vector control capability and verifying the jet vector control effect from low to high.

[0061] like Figure 6 As shown, in the cruise level flight stage at a flight altitude of 1600m and a flight speed of 240km / h, when the jet vector angle reached about 15°, a second jet vector flight test verification was carried out, and the secondary flow pressure (0.2Mpa) was increased successively, that is, the outlet pressure of the pressure regulating valve 606 was increased by 0.2Mpa, to improve the jet vector control capability, and to verify the jet vector control effect from low to high.

[0062] Through the above two experiments, the test curve results show that when the pressure regulating valve 606 is opened, a nose-down torque is instantly generated in the vector nozzle structure 604, and the aircraft quickly generates a nose-down pitch angle acceleration within 1 second, the pitch angle decreases, and the aircraft nose-downs. Due to the design of the stability augmentation control law, the aircraft's horizontal tail (pitch control control surface) almost simultaneously generates a negative bias command to resist the aircraft's nose-down effect. The jet lasts for about 3-5 seconds. After about 10 seconds of stability augmentation control, the aircraft returns to a level flight state.

[0063] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0064] The program code for implementing the method of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0065] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0066] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the computer. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0067] The systems and techniques described herein may be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), and the Internet.

[0068] A computer system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The relationship of client and server is generated by computer programs running on respective computers and having a client-server relationship with each other. The server may be a cloud server, a server of a distributed system, or a server combined with a blockchain.

[0069] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps recorded in this disclosure can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solutions disclosed in this disclosure can be achieved, and this document does not limit this.

[0070] The above specific implementations do not constitute a limitation on the protection scope of the present disclosure. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. An active double-throat jet vector nozzle scale verification machine, characterized in that: include: An airframe structure (100), wherein a flight integrated control system (101) is arranged inside the airframe structure (100), and a MEMS satellite navigation system is stored in the flight integrated control system (101); A landing mechanism (200), comprising a front landing gear unit (201), a first main landing gear unit (202) and a second main landing gear unit (203) arranged below the fuselage structure (100), wherein landing gear controllers of the front landing gear unit (201), the first main landing gear unit (202) and the second main landing gear unit (203) are all communicatively connected to the flight integrated control system (101); The emergency parachute recovery mechanism (300) comprises a parachute recovery unit (301), wherein a steering gear controller of the parachute recovery unit (301) is communicatively connected to a flight combined control system (101); A servo-rudder system (400) is connected in communication with the flight combined control system (101) and is used to control the verification aircraft to adjust its flight attitude during flight; A digital transmission navigation system (500) is used to exchange flight data of the verification machine during operation and navigation information of the verification machine for real-time control with the flight integrated control system (101); and a power system (600), comprising a power mechanism (601), an oil supply mechanism (602), a fluidic mechanism (603) and a vector nozzle structure (604), wherein the power mechanism (601) is communicatively connected to a flight combination control system (101), and the vector nozzle structure (604) adopts an active double-throat fluidic vector nozzle structure and is used to increase the thrust of the power mechanism (601) and cooperate with a servo-rudder system (400) to adjust the flight attitude of the verification aircraft; The power mechanism (601) uses an engine with a maximum thrust of 90 daN, a rotation speed of 30,000 rpm-61,000 rpm, and a fuel consumption rate of less than or equal to 1.4 Kg / daN.h, and the engine is started by high-pressure air; the jet mechanism (603) includes an energy storage mechanism (605), a pressure regulating valve (606) and a flow controller (607); the energy storage mechanism (605) uses a carbon fiber high-pressure gas cylinder with a capacity of 0.3L-12L and a maximum supporting pressure of 30Mpa. High-pressure nitrogen is stored therein; the pressure regulating valve (606) is connected between the energy storage mechanism (605) and the flow controller (607), and is used to adjust the gas pressure output by the energy storage mechanism (605); the flow controller (607) is connected to the flight combination control system (101) for communication, and transmits the gas after pressure regulation by the pressure regulating valve (606) to the vector nozzle structure (604); the airflow ejected by the vector nozzle structure (604) is used to coordinate with the airflow ejected by the engine to adjust the flight attitude of the verification aircraft; The vector nozzle structure (604) comprises a first throat (608) and a second throat (609), wherein the first throat (608) is connected to an engine air outlet, the interior of the first throat (608) gradually contracts toward the second throat (609), and the height of the connection point between the first throat (608) and the second throat (609) is the same as the height of the air outlet of the second throat (609); the second throat (609) comprises an expansion section (610) and a contraction section (611), wherein the expansion section (610) is located between the first throat (608) and the contraction section (611); an angle θ is formed at the connection point between the expansion section (610) and the contraction section (611), and 150°<θ<165°; the air outlet of the flow controller (607) is connected to a jet pipe (612), wherein the jet pipe (612) is connected to the expansion section (610), and a jet vector angle of 15° is formed.

2. The active double-throat jet vector nozzle scale verification machine according to claim 1, characterized in that: The front landing gear unit (201), the first main landing gear unit (202) and the second main landing gear unit (203) adopt a front three-point structure, and the front landing gear unit (201) is arranged close to the nose of the verification aircraft; the front landing gear unit (201) adopts a strut-type spring shock absorber for shock absorption of the verification aircraft; the first main landing gear unit (202) and the second main landing gear unit (203) both adopt a strut-type oil-gas buffer shock absorber for balancing the normal load of the verification aircraft during landing; The front landing gear unit (201) uses a servo steering gear as a front wheel steering drive, and the main wheels of the first main landing gear unit (202) and the second main landing gear unit (203) both use electromagnetic brake discs for braking after the verification aircraft lands.

3. The active double-throat jet vector nozzle scale verification machine according to claim 1, characterized in that: The servo-rudder system (400) comprises a front flap actuator (401) arranged at the leading edge of the wing of the verification aircraft, a rear flap actuator (402) arranged at the trailing edge of the wing of the verification aircraft, a rudder actuator (403) arranged on the vertical tail rudder of the verification aircraft, a horizontal tail rudder actuator (404) arranged on the horizontal stabilizer at the tail of the verification aircraft, and a front wing actuator (405) arranged on the front wing of the nose part of the verification aircraft. The front flap actuator (401), the rear flap actuator (402), the rudder actuator (403), the horizontal tail rudder actuator (404) and the front wing actuator (405) are all connected to the flight combination control system (101) through corresponding servo controllers, and are used to control the verification aircraft to adjust its flight attitude during flight.

4. The active double-throat jet vector nozzle scale verification machine according to claim 1, characterized in that: The data transmission navigation system (500) comprises a flight control navigation computer (501), a GPS unit (502) and a data transmission unit (503); the flight control navigation computer (501) is in communication connection with a flight integrated control system (101) and is used to process sensor data from a verification aircraft and to process navigation information from the GPS unit (502) and a MEMS satellite navigation system; the data transmission unit (503) is used to exchange data between the flight integrated control system (101) and a ground control console.

5. The active double-throat jet vector nozzle scale verification machine according to claim 1, characterized in that: The maximum supporting pressure of the inlet pressure of the pressure regulating valve (606) is 40 MPa, and the outlet pressure is less than or equal to 4 MPa; the maximum flow rate of the flow controller (607) is 400 L / min, and the flow control accuracy is ±1.0% FS.

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