A wing thermal bomb model

Abstract

The present invention provides a wing surface thermal elastic model, comprising a leading edge heat protection component, a top heat sink counterweight, a wing main body component, a sensor mounting frame, an acceleration sensor, a sensor cover, a wing cover, fixing bolts and pins. The wing main body component is integrally processed with an internal excitation plate and an internal frame beam, and the upper and lower parts are connected to the wall surface. Bolts and pins are used to fix the wing main body component to the top heat sink counterweight at the wing tip, and to the leading edge heat protection component at the leading edge of the wing. A sensor mounting frame is installed on the internal frame beam of the wing main body component, on which the acceleration sensor is pasted and fixed with a sensor cover, and the outside is encapsulated with a wing bottom plate, and the vibration response of the aircraft is obtained by measuring the sensors in the sensor mounting frame and on the internal excitation plate. The present invention realizes the design of a thermal elastic test model of the rudder surface structure.

Description

Technical Field

[0001] The invention belongs to the field of aerospace engineering and relates to a wing surface thermoelastic model. Background Art

[0002] Generally, aeroelastic testing requires measuring the stress, strain, or dynamic response of a model under deformation. However, for thermoelastic models, measuring the model's response under high temperature is necessary. Traditional model design methods offer limited measurement options, and existing models suffer from the following deficiencies:

[0003] (1) The sensor is easily damaged in high temperature process.

[0004] (2) The external flow field will damage the sensors exposed to the outside.

[0005] (3) The overall frequency of the model is too high, which reduces the accuracy of the measurement results.

[0006] Therefore, in view of the above-mentioned shortcomings, it is necessary to provide a new type of wing surface thermoelastic model design. This structure can more accurately simulate the model vibration mode, thereby achieving the purpose of increasing the accuracy of wind tunnel test simulation. Summary of the Invention

[0007] The technical problem solved by the present invention is to overcome the deficiencies of the prior art and propose a wing surface thermoelastic model to more accurately simulate the vibration modes of the model, thereby improving the precision of wind tunnel test simulation and increasing the test reliability and accuracy.

[0008] The technical solution of the present invention is: a wing surface thermal aeroelastic model, including a leading edge heat protection component, a top heat sink counterweight, a wing main body component, a sensor mounting frame, an acceleration sensor, a sensor cover plate, a wing cover plate, fixing bolts and pins; the wing main body component is integrally processed and manufactured with a wing, an internal excitation plate, upper and lower connecting walls, and an internal frame beam, wherein the two ends of the wing are the wing root and the wing tip respectively, one side of the upper and lower connecting walls is fixedly connected to the internal excitation plate, and the other side is fixedly connected to the wing root, and the internal excitation plate is coaxial with the wing, and the internal frame beam is located inside the wing;

[0009] The top heat sink counterweight is fixed to the wing tip by fixing bolts and pins, the leading edge heat protection component is fixed to the leading edge of the wing by fixing bolts and pins, the sensor mounting frame is installed on the internal frame beam of the wing main component, the acceleration sensor is pasted on the sensor mounting frame, and the acceleration sensor is fixed with a sensor cover. The outside of the sensor mounting frame and the internal frame beam are encapsulated with a wing cover.

[0010] Furthermore, the internal frame beam is not connected to the upper and lower connecting wall surfaces at the wing root, and the spacing between the two is between 5 mm and 20 mm.

[0011] Furthermore, the thickness of the upper and lower connecting walls is between 3 mm and 5 mm.

[0012] Furthermore, the structural target frequency of the internal excitation plate is designed according to the following formula:

[0013] ω=ω 高温 +(ω 常温 -ω 高温 )×30%

[0014] Where: ω represents the structural target frequency of the internal excitation plate, ω 高温 Indicates the frequency of the structure connecting the upper and lower walls at the highest temperature during flight. The highest temperature is greater than 500°C. 常温 This indicates the frequency of the structure outside the upper and lower connecting walls at room temperature.

[0015] Furthermore, a groove is processed on the sensor installation frame for installing the acceleration sensor, and the gap between the acceleration sensor and the wall of the groove is 0.1mm to 0.4mm.

[0016] Furthermore, when the sensor mounting frame is installed on the internal frame beam, the distance between the sensor mounting frame and the wing cover plate and the wing bottom plate is not less than 1 mm; the distance between the sensor cover plate and the wing cover plate and the wing bottom plate is not less than 1 mm.

[0017] Furthermore, fixing bolts and pins are used to fix the leading edge heat protection component and the top heat sink counterweight, the sensor mounting frame and the internal frame beam, the sensor cover and the sensor mounting frame, and the wing cover and the wing. The heads of the fixing bolts and pins are shaped according to the external shape to ensure that there are no obvious upwind steps on the overall outer surface.

[0018] Furthermore, the top heat sink counterweight is made of alloy, and the density of the alloy material is not less than 15000kg / m 3 .

[0019] Furthermore, the leading edge heat protection component, the sensor mounting frame, and the sensor cover are all manufactured using material GH3044.

[0020] Furthermore, the wing main body components, wing cover plates, fixing bolts and pins are manufactured from 30CrMnSiA material, and the yield strength of the material is higher than 600 MPa.

[0021] The beneficial effects of the present invention compared with the prior art are:

[0022] (1) In the present invention, the acceleration sensor is located at the lowest temperature position of the model, and the temperature of the measuring point is kept low by the thermal protection material to prevent the sensor from being damaged.

[0023] (2) The present invention uses the method of transmitting vibration wall inside the wing to measure the model, ensuring that the measuring equipment will not be disturbed by the external flow field.

[0024] (3) The design method of the present invention can effectively reduce the structural frequency of the model, making the vibration form measurement of the model more accurate. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A perspective isometric view of a thermoelastic model of an airfoil according to an embodiment of the present invention;

[0026] Figure 2 is an isometric view of a thermoelastic model of an airfoil according to an embodiment of the present invention;

[0027] Figure 3 This is an isometric view of the wing surface thermal elastic model according to an embodiment of the present invention without the wing cover;

[0028] Figure 4 The sensor mounting frame and sensor cover according to the embodiment of the present invention;

[0029] Figure 5 This is a front view of the design of the thermoelastic model of the airfoil according to an embodiment of the present invention. DETAILED DESCRIPTION

[0030] The present invention will be further described below with reference to the accompanying drawings.

[0031] like Figure 1 、 Figure 3 As shown, the wing surface thermal elastic model described in the present invention includes a leading edge heat protection component 1, a top heat sink counterweight 2, a wing main component 10, a sensor mounting frame 7, an acceleration sensor, a sensor cover 8, a wing cover 5, fixing bolts and pins; the internal excitation plate 3, the upper and lower connecting walls 4, the internal frame beam 6 and the wing are integrally processed on the wing main component 10, wherein one side of the upper and lower connecting walls 4 is fixedly connected to the internal excitation plate 3, and the other side is fixedly connected to the wing root, and the internal excitation plate 3 is coaxial with the wing.

[0032] The thickness of the upper and lower connecting walls 4 is between 3mm and 5mm. Figure 5 As shown, the internal frame beam 6 is located inside the wing surface, and the root portion of the internal frame beam 6 is not connected to the upper and lower connecting wall surfaces 4, and the distance a between the two is between 5 mm and 20 mm.

[0033] The top heat sink counterweight 2 is fixed to the wing tip of the wing main structure 10 by fixing bolts and pins. The leading edge heat protection component 1 is fixed to the leading edge of the wing by fixing bolts and pins. The sensor mounting frame 7 is installed on the internal frame beam 6 of the wing main structure. The acceleration sensor is attached to the sensor mounting frame 7 and fixed with the sensor cover 8. Figure 2 As shown, the outside of the sensor mounting frame 7 is encapsulated by a wing cover 5 and fixed with bolts.

[0034] like Figure 4 Figure 2 shows the structure of the sensor mounting frame 7 and sensor cover 8 of the present invention. Bolts are used to attach the sensor mounting frame 7 and sensor cover 8 to the internal frame beam 6 of the wing main structure 10. The distance between the sensor mounting frame 7 and sensor cover 8 and the interior of the wing surface is no less than 1 mm. A groove is machined into the sensor mounting frame 7 for mounting the accelerometer. The clearance between the accelerometer and the groove wall is 0.1 mm to 0.4 mm. During the test, the vibration response of the aircraft was measured using the accelerometer within the sensor mounting frame 7 and the sensor on the internal excitation plate 3.

[0035] Furthermore, the structural target frequency of the internal excitation plate 3 is designed according to the following formula:

[0036] ω=ω 高温 +(ω 常温 -ω 高温 )×30%

[0037] Where: ω represents the structural target frequency of the internal excitation plate, ω 高温 Indicates the frequency of the structure connecting the upper and lower walls at the highest temperature during flight, which is greater than 500°C; ω 常温 This indicates the frequency of the structure outside the upper and lower connecting walls at room temperature.

[0038] When the sensor mounting frame 7 is installed on the internal frame beam 6, the distance between the sensor mounting frame 7 and the wing cover plate 5 and the wing bottom plate 9 is not less than 1 mm; the distance between the sensor cover plate 8 and the wing cover plate 5 and the wing bottom plate 9 is not less than 1 mm.

[0039] In this embodiment, fixing bolts and pins are used to fix the leading edge heat protection component 1 and the top heat sink counterweight 2, the sensor mounting frame 7 and the internal frame beam 6, the sensor cover 8 and the sensor mounting frame 7, and the wing cover 5 and the wing. The heads of the fixing bolts and pins are shaped according to the external shape to ensure that there are no obvious upwind steps on the overall outer surface.

[0040] The top heat sink counterweight 2 is made of high-density alloy, and the density of the alloy material is not less than 15000kg / m3 .

[0041] The leading edge heat protection component 1, the sensor mounting frame 7, and the sensor cover plate 8 are all made of material GH3044.

[0042] The wing main body component 10, wing cover plate 5, fixing bolts and pins are made of materials such as 30CrMnSiA, and the yield strength of the material should be higher than 600 MPa.

[0043] Although the present invention has been disclosed above in terms of preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art may make possible changes and modifications to the technical solutions of the present invention by using the methods and technical contents disclosed above without departing from the spirit and scope of the present invention. Therefore, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solutions of the present invention shall fall within the scope of protection of the technical solutions of the present invention.

Claims

1. A wing surface thermal elastic model, characterized in that It includes a leading edge heat shield, a top heat sink counterweight, a wing main body component, a sensor mounting frame, an acceleration sensor, a sensor cover, a wing cover, fixing bolts and pins; the wing main body component is integrally processed and manufactured with a wing, an internal excitation plate, upper and lower connecting walls, and an internal frame beam, wherein the two ends of the wing are the wing root and the wing tip respectively, one side of the upper and lower connecting walls is fixedly connected to the internal excitation plate, and the other side is fixedly connected to the wing root, and the internal excitation plate is coaxial with the wing, and the internal frame beam is located inside the wing; The top heat sink counterweight is fixed to the wing tip with fixing bolts and pins. The leading edge heat shield is fixed to the leading edge with fixing bolts and pins. The sensor mounting frame is installed on the internal frame beam of the wing main structure. The acceleration sensor is attached to the sensor mounting frame and fixed with a sensor cover. The sensor mounting frame and the external part of the internal frame beam are encapsulated with a wing cover. The internal frame beam is not connected to the upper and lower connecting walls at the wing root, and the spacing between the two is between 5mm and 20mm; The thickness of the upper and lower connecting walls is between 3 mm and 5 mm; The structural target frequency of the internal excitation plate is designed according to the following formula: oh = oh 高温 +(ω 常温 -oh 高温 )×30% Where: ω represents the structural target frequency of the internal excitation plate, ω 高温 Indicates the frequency of the structure connecting the upper and lower walls at the highest temperature during flight. The highest temperature is greater than 500°C. 常温 It represents the frequency of the structure outside the upper and lower connecting walls at room temperature; The sensor mounting frame is processed with a groove for mounting the acceleration sensor, and the gap between the acceleration sensor and the groove wall is 0.1mm to 0.4mm; When the sensor mounting frame is installed on the internal frame beam, the distance between the sensor mounting frame and the wing cover plate and the wing bottom plate is not less than 1mm; the distance between the sensor cover plate and the wing cover plate and the wing bottom plate is not less than 1mm; The leading edge heat protection component and the top heat sink counterweight, the sensor mounting frame and the internal frame beam, the sensor cover and the sensor mounting frame, and the wing cover and the wing are all fixed with fixing bolts and pins. The heads of the fixing bolts and pins are shaped according to the external shape to ensure that there are no obvious upwind steps on the overall outer surface.

2. The airfoil thermoelastic model according to claim 1, characterized in that: The top heat sink counterweight is made of alloy with a density of not less than 15000kg / m 3 .

3. The airfoil thermoelastic model according to claim 1, characterized in that: The leading edge heat protection component, the sensor installation frame, and the sensor cover are all made of material GH3044.

4. The airfoil thermoelastic model according to claim 1, characterized in that: The wing main body component, wing cover plate, fixing bolts and pins are made of 30CrMnSiA material, and the yield strength of the material is higher than 600MPa.

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