A jet flow control wind tunnel rudder effect test system and test method

Abstract

The application provides a kind of jet flight control wind tunnel rudder effect test system and test method, belong to wind tunnel test technical field.Test system includes aircraft model and be set in the engine and air induction system of aircraft model interior, fuel tank, jet actuation system, flight control computer and balance;Establish the body axis coordinate system corresponding to aircraft model, the origin of body axis coordinate system is model moment reference point, balance is located in the lower region of aircraft model, the axis of balance is parallel with the x axis of body axis coordinate system, and the heart of balance is located on the z axis of body axis coordinate system, engine is located in the tail region of aircraft model, the thrust line of engine overlaps with the x axis of body axis coordinate system, and air induction system is connected with jet actuation system.In the application, airborne air supply and control are realized, jet is taken as a part of aircraft system energy, and the accuracy of the result obtained by test on the influence of jet on the comprehensive performance of aircraft is improved.

Description

Technical Field

[0001] This invention belongs to the field of wind tunnel testing technology, specifically relating to a jet flight control wind tunnel rudder effect testing system and testing method. Background Technology

[0002] Jet flight control generates virtual control surfaces by driving compressed air jets to achieve controlless flight. It can eliminate the inherent defects of traditional mechanical control surfaces in terms of stealth, structure and control, and significantly improve the stealth performance and aerodynamic performance of aircraft. It is one of the disruptive aerodynamic key technologies for next-generation aircraft.

[0003] One challenge in jet flight control wind tunnel rudder effect testing is providing and precisely regulating compressed gas. Traditional testing methods introduce an external high-pressure gas source, eliminate the rigid constraint of the bleed air pipeline on the balance using an air bridge, and achieve precise control of the compressed gas flow rate through a flow control unit. Air bridge effect correction uses engineering interpolation methods, which inevitably introduces interpolation and calculation errors. Due to the high pressure of the compressed gas, the air bridge and flow control unit are large in size and weight, resulting in a complex internal system layout and long test preparation and testing cycles.

[0004] Traditional jet-based flight control wind tunnel rudder effect testing methods obtain the changes in aerodynamic characteristics of the aircraft caused by the jet and the aerodynamic coupling interference between the jet and the aircraft under two operating conditions: the flow control unit is open or closed. The jet is also a form of energy, and for the aircraft, this energy originates from the aircraft itself. From a system energy perspective, the jet ejected from the aircraft will affect the aircraft's system-level energy. However, in the test, the jet is introduced from the outside, and the impact of this energy on the overall system energy consumption cannot be obtained, which will affect the accuracy of the experimental results regarding the jet's impact on the aircraft's overall performance. Summary of the Invention

[0005] The purpose of this application is to provide a jet flight control wind tunnel rudder effect test system and test method to solve the above-mentioned technical problems existing in the prior art.

[0006] This application is implemented as follows:

[0007] In a first aspect, embodiments of this application provide a jet flight control wind tunnel rudder effect test system, including an aircraft model and an engine and bleed air system, fuel tank, jet actuation system, flight control computer, and balance disposed inside the aircraft model; a body axis coordinate system corresponding to the aircraft model is established, the origin of the body axis coordinate system is the model torque reference point, the balance is located in the lower region of the aircraft model, the axis of the balance is parallel to the x-axis of the body axis coordinate system, and the center of the balance is located on the z-axis of the body axis coordinate system, the engine is located in the tail region of the aircraft model, the thrust line of the engine overlaps with the x-axis of the body axis coordinate system, the fuel tank is set near the model torque reference point, and the bleed air system is connected to the jet actuation system.

[0008] Secondly, this application provides a jet flight control wind tunnel rudder effect test method, using the jet flight control wind tunnel rudder effect test system provided in the first aspect embodiment. The specific test method includes: S10: turning off the engine, adjusting the attitude of the aircraft model according to a preset sequence under windless conditions, and collecting the corresponding initial balance readings; S20: adjusting the incoming airflow speed in the wind tunnel, adjusting the engine to a set speed, turning off the jet actuation system, adjusting the attitude of the aircraft model according to a preset sequence, and collecting the corresponding final balance readings; S30: obtaining the initial aerodynamic characteristics of the aircraft model based on the initial balance readings collected in step S10 and the final balance readings collected in step S20; S40: turning off the engine, adjusting the attitude of the aircraft model according to a preset sequence under windless conditions. S50: Adjust the attitude of the aircraft model sequentially and collect the corresponding initial balance readings; S60: Adjust the incoming airflow speed in the wind tunnel to the same level as in step S20, adjust the engine to the set speed, turn on the jet actuation system, adjust the jet control surface pressure ratio to the test conditions, adjust the attitude of the aircraft model according to the preset sequence, and collect the corresponding final balance readings; S70: Based on the initial balance readings collected in step S40 and the final balance readings collected in step S50, obtain the aerodynamic characteristics of the aircraft model under the jet control surface pressure ratio conditions; S80: Subtract the initial aerodynamic characteristics of the aircraft model obtained in step S30 from the aerodynamic characteristics of the aircraft model under the jet control surface pressure ratio conditions obtained in step S60 to obtain the influence of the jet control surface pressure ratio on the aerodynamic characteristics of the aircraft model.

[0009] The technical solution adopted in this invention can achieve the following beneficial effects:

[0010] In this application, an engine and bleed air system are integrated into the aircraft model. The engine and bleed air system work together to supply air to the jet actuation system, achieving onboard air supply and control. This eliminates the need for additional bleed air, complex and cumbersome devices such as air bridges and flow control units, and complex air bridge effect corrections. The overall test process is simpler, the test is conducted more smoothly, and the safety of the test is improved. Furthermore, in this test method, the jet is considered as part of the aircraft system's energy. The test considers both the jet's influence on the aerodynamic characteristics of the aircraft model and the influence of the jet's own energy on the aerodynamic characteristics of the aircraft model. Since the jet is generated by the aircraft's onboard system, the impact of the jet's energy consumption on the flight system's energy is also considered. This improves the accuracy of the test results regarding the jet's influence on the aircraft model's aerodynamic characteristics and the accuracy of the test results regarding the jet's influence on the aircraft's overall performance. Attached Figure Description

[0011] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a schematic diagram of the overall structure of an aircraft model provided in some embodiments of this application. Figure 1 ;

[0013] Figure 2 This is a schematic diagram of the overall structure of an aircraft model provided in some embodiments of this application. Figure 2 ;

[0014] Figure 3 This is a schematic diagram of the internal structure of an aircraft model provided in some embodiments of this application.

[0015] In the picture: 100 - airplane model, 200 - engine, 300 - balance, 400 - support rod. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0017] This application provides a jet flight control wind tunnel rudder effect test system, including an aircraft model 100 and an engine 200, bleed air system, fuel tank, jet actuation system, flight control computer, and balance 300 disposed inside the aircraft model 100.

[0018] Establish a body axis coordinate system corresponding to aircraft model 100. The origin of the body axis coordinate system is the model torque reference point. Figures 1 to 3 As shown. The body-axis coordinate system is a key reference system used to describe the motion and aerodynamic characteristics of an aircraft. The origin is usually located at the aircraft's center of gravity, which is the point of application of the resultant force of the weight of all parts of the aircraft and also the aircraft's equilibrium center, accurately reflecting the aircraft's motion characteristics and force conditions. In aircraft model 100, the position of the origin relative to aircraft model 100 is equivalent to the position of the center of gravity of the corresponding real aircraft relative to the real aircraft.

[0019] The x-axis of the body-axis coordinate system, also known as the longitudinal axis, runs along the centerline of the aircraft model 100's fuselage, pointing towards the nose, and represents the longitudinal movement of the aircraft model 100, such as acceleration and deceleration. The y-axis of the body-axis coordinate system, also known as the transverse axis, is perpendicular to the x-axis and lies in the transverse plane of the aircraft model 100, pointing towards the right side of the wing. It represents the lateral movement of the aircraft model 100, such as lateral translation. The z-axis of the body-axis coordinate system, also known as the vertical axis, is perpendicular to the xy-plane and points upwards towards the aircraft model 100, representing the vertical movement of the aircraft model 100, such as climbing and descending. In some embodiments, the y-axis in the body-axis coordinate system may also point to the left of the aircraft model 100, and the z-axis may point downwards towards the aircraft model 100.

[0020] The balance 300 is located in the lower area of ​​the airplane model 100, for reference. Figure 3 As shown, balance 300 is located inside aircraft model 100. The axis of balance 300 is parallel to the x-axis of the body axis coordinate system, and the center of balance 300 is located on the z-axis of the body axis coordinate system. The center of balance 300 and the model moment reference point differ only in position on the z-axis of the body axis coordinate system. The coordinates of the center of balance 300 relative to the model moment reference point are (0, 0, z0), where z0 is the distance between the center of balance 300 and the model moment reference point. The center of balance 300 is often referred to as the design center of balance 300, which is a specific reference point on balance 300. From a mechanical perspective, it is the center around which balance 300 measures forces and moments.

[0021] Engine 200 is located in the tail region of aircraft model 100. The thrust line of engine 200 needs to overlap with the x-axis of the body axis coordinate system. The thrust line of engine 200 can be referenced. Figure 3 The position is indicated by the dotted line in the diagram. The thrust line of engine 200 refers to the direction line in which engine 200 generates thrust. It is a key parameter for analyzing the impact of engine 200 thrust on the forces and moments of the aircraft.

[0022] When installing the balance 300, it is preferable that the center of the balance 300 overlaps with the model torque reference point. However, since the engine 200 needs to be installed at the tail of the aircraft model 100, it will occupy the internal space of the aircraft model 100. Therefore, the installation position of the balance 300 generally cannot make its center overlap with the model torque reference point. It needs to be shifted downward along the z-axis by a certain distance. In some preferred embodiments, the balance 300 is set near the model torque reference point so that the value of z0 is as small as possible.

[0023] The fuel tank is positioned as close as possible to the model torque reference point to ensure that fuel consumption does not significantly alter the torque generated relative to the model torque reference point. The bleed air system is part of the engine 200 and is connected to the jet actuation system.

[0024] The jet actuation system is used to control the jet to generate virtual control surfaces, achieving controlless flight. The air source for the jet actuation system comes from the bleed air system, which draws compressed air from within the engine.

[0025] The test system provided in this application integrates an engine 200 and a bleed air system within the aircraft model 100. The engine 200 and bleed air system work together to supply air to the jet actuation system, achieving airborne air supply and control without the need for additional bleed air, complex and cumbersome devices such as air bridges and flow control units, or complex air bridge effect corrections. Furthermore, the equipment in the test system is uniformly integrated within the model, resulting in higher overall system integration, reduced test cycle and costs, and a simpler overall test process, facilitating better testing for operators at various positions and improving test safety.

[0026] In this experimental system, the air source of the jet actuation system ultimately comes from the engine 200, which is also from the aircraft model 100 itself. By treating the jet as part of the energy of the aircraft system, and considering the energy loss of the system due to the jet drawing air from the engine 200, as well as the changes in aerodynamic characteristics caused by the jet momentum and its interference with the aircraft, the efficiency of jet actuation control can be more comprehensively reversed.

[0027] Furthermore, as the jet is part of the energy of the aircraft system, the experiment considers both the impact of the jet on the aerodynamic characteristics of the aircraft model 100 and the impact of the jet's own energy on the aerodynamic characteristics of the aircraft model 100. At the same time, since the jet is generated by the aircraft's onboard system, the impact of the jet's energy consumption on the energy of the flight system is also considered. This improves the accuracy of the results obtained from the experiment on the impact of the jet on the aerodynamic characteristics of the aircraft model 100, and also improves the accuracy of the results obtained from the experiment on the impact of the jet on the overall performance of the aircraft.

[0028] In some embodiments of this application, the jet actuation system includes an air bleed line, a jet control valve, a jet controller, and a jet control surface. The air bleed line is connected to the air bleed system and supplies air to the jet channel of the jet control surface. The air bleed line connects the air bleed system and the jet channel to supply air to the jet channel. The jet control valve is located in the air bleed line. The jet controller receives control commands from the flight control computer and converts these commands into control signals for the jet control valve to control the valve's opening. This controls the flow rate of gas supplied from the air bleed line to the jet channel and adjusts the jet control surface pressure ratio, which is the ratio of the pressure in the jet channel of the jet control surface to atmospheric pressure.

[0029] After receiving the control command from the flight control computer, the jet controller converts it into a control signal for the jet control valve, thereby regulating the gas flow rate.

[0030] In some embodiments, the test system further includes a ground control system connected to the flight control computer for sending control commands. The ground control system is located outside the aircraft model 100.

[0031] The jet action system also includes pressure and temperature sensors. The pressure sensor detects the pressure in the jet channel of the jet control surface, and the temperature sensor detects the temperature in the jet channel. The jet controller collects signals from the pressure and temperature sensors and provides real-time feedback on the pressure and temperature information of the jet channel of the jet control surface.

[0032] The jet actuation system regulates the pressure of the jet control surface through the jet control valve, and pressure and temperature sensors are installed on the jet control surface to provide real-time feedback of pressure and temperature information. This helps to improve control accuracy, shorten control adjustment time, and improve test quality and efficiency.

[0033] The test system also includes attitude angle sensors installed on the aircraft model 100. The attitude angle sensors are used to measure the attitude angles of the aircraft model 100 and provide real-time feedback on the attitude of the aircraft model 100. The attitude angles mainly include pitch angle, yaw angle, and sideslip angle.

[0034] The test system also includes a power supply system for supplying power to various devices in the system, and a communication system for providing communication connections to various devices.

[0035] This application embodiment also provides a jet flight control wind tunnel rudder effect test method. Using the jet flight control wind tunnel rudder effect test system provided in any of the above embodiments, before the test begins, the aircraft model 100 is installed in the wind tunnel, and the aircraft model 100 is connected to the support rod 400, as shown in the reference. Figure 1 and Figure 2As shown, the support rod 400 is installed inside the wind tunnel to provide support for the aircraft model 100. The specific test methods of the test system include:

[0036] S10: Turn off engine 200, and under windless conditions, adjust the attitude of aircraft model 100 in a preset sequence and collect the corresponding initial readings of balance 300.

[0037] S20: Adjust the incoming airflow speed in the wind tunnel, adjust the engine speed to the set speed, turn off the jet actuation system, adjust the attitude of the aircraft model 100 in the preset sequence, and collect the corresponding balance reading at the end of the balance 300.

[0038] S30: Based on the initial reading of balance 300 collected in step S10 and the final reading of balance 300 collected in step S20, the initial aerodynamic characteristics of aircraft model 100 are obtained.

[0039] First, it is necessary to obtain the initial aerodynamic characteristics of the aircraft model 100 when the jet actuation system is off. This initial aerodynamic characteristic measurement requires collecting the initial and final readings of the balance 300. When collecting the initial balance 300 reading, the wind tunnel must be kept in a windless state, and the engine 200 must be off. When collecting the final balance 300 reading, an incoming flow is introduced into the wind tunnel, the incoming flow speed is adjusted, and the engine 200 is adjusted to a set speed. The set speed of the engine 200 is set according to the experimental requirements. Furthermore, during the experiment, the attitude of the aircraft model 100 needs to be adjusted, and the corresponding balance 300 readings need to be collected under each attitude.

[0040] The initial aerodynamic characteristics of the aircraft model 100 can be calculated based on the initial and final readings of the balance 300. This can be done directly using existing calculation methods, and the publication content of Chinese patent documents with publication numbers CN114996343B and CN110470451A can be referenced.

[0041] S40: Turn off engine 200, and under windless conditions, adjust the attitude of aircraft model 100 in a preset sequence and collect the corresponding initial readings of balance 300.

[0042] S50: Adjust the incoming airflow speed in the wind tunnel in the same way as in step S20, adjust the engine speed to the set speed, turn on the jet actuation system, adjust the jet control surface pressure ratio to the test conditions, adjust the attitude of the aircraft model 100 in the preset sequence, and collect the corresponding balance readings at the end of the balance. The pressure ratio of the jet control surface is the ratio of the pressure in the jet channel of the jet control surface to the atmospheric pressure.

[0043] S60: Based on the initial reading of balance 300 collected in step S40 and the final reading of balance 300 collected in step S50, the aerodynamic characteristics of aircraft model 100 under jet control surface pressure ratio conditions are obtained.

[0044] Activate the jet actuation system to obtain the aerodynamic characteristics of the aircraft model 100 under the action of the jet. Similar to step S30, the aerodynamic characteristics of the aircraft model 100 in step S60 also need to be calculated based on the initial and final readings of the balance 300. The initial reading of the balance 300 is obtained in the same way as in step S10, and the final reading is obtained in a similar way to step S20, except that the jet actuation system needs to be activated to adjust the jet control surface pressure ratio to the preset conditions. Other conditions need to be similar to those in step S20.

[0045] S70: Subtract the initial aerodynamic characteristics of the aircraft model 100 obtained in step S30 from the aerodynamic characteristics of the aircraft model 100 under the jet control surface pressure ratio condition obtained in step S60 to obtain the influence of the jet control surface pressure ratio on the aerodynamic characteristics of the aircraft model 100.

[0046] By subtracting the aerodynamic characteristic curves of the aircraft model 100 obtained before and after the jet actuation system is activated, the influence of the jet control surface pressure ratio on the aerodynamic characteristics of the aircraft model 100 can be obtained, which is more conducive to the relevant research of aircraft designers.

[0047] The experimental system used in this method directly utilizes the engine 200 and the bleed air system to supply air to the jet actuation system, realizing airborne air supply and control. The jet is treated as part of the energy of the aircraft system. The subsequent acquisition of the jet control surface pressure ratio and its impact on the aerodynamic characteristics of the aircraft model 100 can more comprehensively reflect the efficiency of jet control, thereby improving the accuracy of the results of the jet's impact on the aerodynamic characteristics of the aircraft model 100 and the accuracy of the results of the jet's impact on the overall performance of the aircraft.

[0048] The pressure ratio of the jet control surface is set according to the test requirements. The pressure ratio of the jet control surface can be adjusted to different values ​​according to the test requirements, and the test can be repeated. In some preferred embodiments, the test method further includes: adjusting the jet control surface pressure ratio to obtain the influence of different jet control surface pressure ratios on the aerodynamic characteristics of the aircraft model 100. The test is repeated, adjusting the value of the jet control surface pressure ratio in each test, thereby obtaining a more comprehensive understanding of the influence of the jet on the aerodynamic characteristics of the aircraft model 100. In some embodiments, steps S10 to S70 can be repeated; in other embodiments, only steps S50 to S70 can be repeated. The specific operation is determined according to the test cycle, test conditions, test requirements, etc.

[0049] When performing steps S10 and S20, the order of attitude adjustment of the corresponding aircraft model 100 in the two steps must be consistent, and the attitudes of the aircraft model 100 must also correspond one-to-one to obtain the corresponding initial and final readings of the balance 300. The same applies when performing steps S40 and S50.

[0050] In some specific implementations, to simplify the operation steps, step S40 can be omitted, and the initial reading of the balance 300 obtained in step S10 can be used directly to replace step S40. At the same time, the attitude adjustment sequence of the aircraft model 100 in step S50 is consistent with the attitude adjustment sequence in step S10, and the attitudes of the aircraft model 100 also correspond one-to-one.

[0051] In steps S10, S20, S40, and S50, adjusting the attitude of the aircraft model 100 according to a preset sequence includes: adjusting the attitude of the aircraft model 100 in a sequence of increasing or decreasing angles of attack or sideslip angles. The attitude of the aircraft model 100 is determined by measuring the angles of attack or sideslip angles, thereby facilitating the operator to adjust the attitude of the aircraft model 100.

[0052] In some preferred embodiments, the fuel tank must be adjusted to a full state before steps S10 and S40. Throughout the experiment, only the jet actuation system is a variable before and after the jet actuation system is activated, maintaining the stability of other variables, thereby improving the accuracy of the results obtained subsequently on the influence of the jet control surface pressure ratio on the aerodynamic characteristics of the aircraft model 100.

[0053] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0054] Furthermore, it should be noted that the scope of the methods and apparatus in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. In addition, features described with reference to certain examples may be combined in other examples.

[0055] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A jet flight control wind tunnel rudder effect test system, characterized in that, Includes an aircraft model and an engine and bleed air system, fuel tank, jet actuation system, flight control computer and balance installed inside the aircraft model; A body-axis coordinate system corresponding to the aircraft model is established, with the origin of the body-axis coordinate system serving as the model torque reference point. The balance is located in the lower region of the aircraft model, with its axis parallel to the x-axis of the body-axis coordinate system and its center of gravity located on the z-axis of the body-axis coordinate system. The engine is located in the tail region of the aircraft model, with its thrust line overlapping the x-axis of the body-axis coordinate system. The fuel tank is positioned adjacent to the model torque reference point, and the bleed air system is connected to the jet actuation system.

2. The jet flight control wind tunnel rudder effect test system according to claim 1, characterized in that, The jet actuation system includes an air bleed pipeline, a jet control valve, a jet controller, and a jet control surface. The jet control valve is located in the air bleed pipeline, which is connected to the air bleed system and is used to supply air to the jet channel of the jet control surface. The jet controller is used to receive control commands from the flight control computer and convert the control commands into control signals for the jet control valve to control the opening degree of the jet control valve.

3. The jet flight control wind tunnel rudder effect test system according to claim 2, characterized in that, The jet actuation system also includes a pressure sensor and a temperature sensor. The pressure sensor is used to detect the pressure in the jet channel of the jet rudder, and the temperature sensor is used to detect the temperature in the jet channel of the jet rudder.

4. The jet flight control wind tunnel rudder effect test system according to claim 1, characterized in that, The test system also includes an attitude angle sensor installed on the aircraft model, which is used to measure the attitude angle of the aircraft model.

5. The jet flight control wind tunnel rudder effect test system according to claim 1, characterized in that, The balance is positioned near the model torque reference point.

6. A method for testing the rudder effect of jet flight control in a wind tunnel, characterized in that, Using the jet flight control wind tunnel rudder effect test system according to any one of claims 1-5, the specific test method includes: S10: Turn off the engine, and under windless conditions, adjust the attitude of the aircraft model in a preset sequence and collect the corresponding initial balance readings. S20: Adjust the incoming airflow speed in the wind tunnel, adjust the engine to the set speed, shut down the jet actuation system, adjust the attitude of the aircraft model according to the preset sequence, and collect the corresponding balance readings. S30: Based on the initial balance readings collected in step S10 and the final balance readings collected in step S20, the initial aerodynamic characteristics of the aircraft model are obtained. S40: Turn off the engine, adjust the attitude of the aircraft model in a preset sequence under windless conditions, and collect the corresponding initial readings of the balance. S50: Adjust the incoming airflow speed in the wind tunnel in the same way as in step S20, adjust the engine to the set speed, turn on the jet actuation system, adjust the jet control surface pressure ratio to the test conditions, adjust the attitude of the aircraft model according to the preset sequence, and collect the corresponding balance readings. S60: Based on the initial balance readings collected in step S40 and the final balance readings collected in step S50, obtain the aerodynamic characteristics of the aircraft model under the jet control surface pressure ratio condition. S70: Subtract the initial aerodynamic characteristics of the aircraft model obtained in step S30 from the aerodynamic characteristics of the aircraft model under the jet control surface pressure ratio condition obtained in step S60 to obtain the influence of the jet control surface pressure ratio on the aerodynamic characteristics of the aircraft model.

7. The jet flight control wind tunnel rudder effect test method according to claim 6, characterized in that, The experimental method also includes: adjusting the jet control surface pressure ratio to obtain the influence of different jet control surface pressure ratios on the aerodynamic characteristics of the aircraft model.

8. The jet flight control wind tunnel rudder effect test method according to claim 6, characterized in that, The pressure ratio of the jet control surface is the ratio of the pressure in the jet channel of the jet control surface to the atmospheric pressure.

9. The jet flight control wind tunnel rudder effect test method according to claim 6, characterized in that, In steps S10, S20, S40 and S50, adjusting the attitude of the aircraft model in a preset order includes: adjusting the attitude of the aircraft model in a sequence of increasing or decreasing the angle of attack or sideslip angle of the aircraft model.

10. A method for testing the rudder effect of jet flight control in a wind tunnel according to claim 6, characterized in that, Before steps S10 and S40, the oil tank is adjusted to be full.

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