Manufacturing process of aircraft static aeroelastic wind tunnel test model composite wing

Abstract

The invention relates to the technical field of wing manufacturing, and provides an aircraft static aeroelastic wind tunnel test model composite wing manufacturing process, which comprises the following steps: firstly analyzing the assembly structure of a wing main body, the partition structure of the skin of the wing main body and the structural form of a wing skeleton, the wing skeleton comprising a root joint, a front beam, a rear beam, a stiffening beam and ribs; the root joint is connected with the front beam, the rear beam and the reinforcing beam in a mode of combining glue joint with screws, ribs on the wing framework are connected with the front beam, the rear beam and the reinforcing beam, and the composite skin is connected with the main beam, the ribs and the root joint through screws. A mature and reliable production process is summarized, and the process starts from design and manufacturing of a forming mold of wing composite skin, skin forming, beam frame forming, design and manufacturing of a beam frame assembling mold and detection of the skin, the beam frame and the wing, and the aircraft static aeroelastic wind tunnel test model wing machining process is formed. And the whole wing has relatively high strength and bearing effect.

Description

Technical Field

[0001] The invention relates to the technical field of wing manufacturing, and in particular to a manufacturing process of a composite wing of an aircraft static air-bomb wind tunnel test model. Background Art

[0002] The aeroelastic wind tunnel test model is the basis for studying the aeroelastic characteristics of aircraft through wind tunnel tests. The aeroelastic model uses the model structure design to simulate the flexibility of the aircraft. It uses high-performance metal or composite material processing technology to complete the model manufacturing, and then uses ground tests to verify the model. Finally, aeroelastic deformation is generated during the wind tunnel test, and the effect of deformation on the aerodynamic characteristics of the aircraft is studied. As the wing stiffness becomes smaller and smaller, the aeroelastic effect becomes more and more obvious. Therefore, modern aircraft design has increasingly stringent requirements for aeroelastic characteristics.

[0003] In the prior art, conventional processes for processing models used in static aeroelastic tests of aircraft wind tunnels are mostly for conventional aircraft with large wing stiffness and small deformation. However, high-altitude and long-flight aircraft mostly have complex aerodynamic shapes, requiring the use of flexible wings with large aspect ratios, and are sensitive to additional mass and additional stiffness, with higher requirements for their accuracy, strength and load-bearing capacity. Therefore, it is difficult to meet the requirements for lightweight aeroelastic models using traditional means such as mechanical processing. Therefore, according to the test requirements, a set of mature and complete static aeroelastic wind tunnel test model wing processing technology is used as support to provide qualified static aeroelastic wind tunnel test models. Summary of the invention

[0004] The object of the present invention is to provide a composite wing manufacturing process for an aircraft static air-bomb wind tunnel test model capable of producing a product with high precision, strength and high quality to meet the test requirements.

[0005] The present invention is implemented by the following technical scheme: A manufacturing process of a composite wing of an aircraft static air-bomb wind tunnel test model comprises the following steps:

[0006] S1: Analyze the component structure of the wing body, wherein the wing body includes an upper skin, a lower skin and a wing frame;

[0007] S2: Analyze the partition structure of the skin of the wing body, the upper skin and the lower skin are arranged above and below the wing body, and obtain the thickness data of each partition skin;

[0008] S3: Analyze the structural form of the wing frame, wherein the wing frame includes a root joint, a front beam, a rear beam, a reinforcement beam and a rib;

[0009] S4: The root joint is connected to the front beam, rear beam and reinforcement beam by means of adhesive bonding and screws, the ribs on the wing frame are connected to the front beam, rear beam and reinforcement beam, and the composite skin is connected to the main beam, each rib and the root joint by screws;

[0010] S5: manufacturing a wing composite skin forming mold, including an upper mold and a lower mold, taking the maximum contour line of the leading edge of the wing body as the parting line of the leading edge of the mold, and the center line of the trailing edge of the wing body as the parting line of the trailing edge of the mold, and designing leading edge moldings at the leading edge positions of the upper mold and the lower mold;

[0011] S6: The main beam mold of the wing body is formed, and the upper and lower molds of the main beam are positioned and buckled by pins, and then connected and pressed by screws. Lines are engraved on the main beam, the depth and width of the engraved lines are measured, and corresponding holes are drilled according to the engraved line positions;

[0012] S7: Select the materials of the wing composite skin forming mold and the main beam mold;

[0013] S8: Assembly mold for processing wing frame;

[0014] S9: Processing the wing composite skin forming mold and the main beam mold, and performing aging treatment on the mold after rough processing before mold finishing to eliminate internal stress, and polishing the processed mold;

[0015] S10: Wing skin manufacturing and forming, the composite wing material is made of glass fiber cloth, and the process is adjusted according to different modulus requirements;

[0016] S11: Forming of composite main beams in the wing body;

[0017] S12: Milling the root joint using CNC machine tools;

[0018] S13: processing the wing frame, the composite material is first formed into a flat plate, pressurized by a press machine, and cured in an oven;

[0019] S14: Assemble the wing frame, and pre-position each part in the assembly mold. The main beam and the ribs are respectively aligned with the positioning blocks. After the pre-positioning is completed, glue is applied locally at intervals for positioning and fixing. The wing frame is measured and inspected along with the assembly mold. After the inspection is qualified, the main beam and the root connector are glued and fixed, and the connection is reinforced by screwing, and then the rib parts are glued to the main beam;

[0020] S15: After the wing frame is assembled and the glue has not yet completely cured, it is measured and tested together with the assembly mold. If the assembly position of the parts is found to be poor, it can be adjusted to pass the test, and the qualified frame and the mold are left to stand for a certain period of time to fully cure and finalize;

[0021] S16: Fill the cavity of the solidified wing frame and shape it to fit the wing skin;

[0022] S17: The upper skin and the lower skin that have passed the inspection and the assembled frame are pre-assembled in a skin forming mold;

[0023] S18: performing mold-joining and gluing assembly. After the wing body is pre-assembled and qualified, the upper skin, the lower skin and the bracket of the wing frame are glued and glued, and then repositioned in the mold. After the wing mold is molded, the connecting bolts are locked, and after heating and curing, the mold edge of the wing body is trimmed by demoulding;

[0024] S19: Wing body inspection: After the wing body is trimmed, the root ear piece of the wing body is fixed with a combined fixture, and the wing body profile is inspected based on the root ear piece to obtain inspection data;

[0025] S20: Conduct ground tests such as modal, flexibility, and static strength tests on the wings that pass the inspection to verify various parameters of the wings.

[0026] Furthermore, in step S10, a release agent is first added to the mold for forming the skin, and the mold is evacuated after the glass fiber prepreg is made. The mold is heated and cured for a certain period of time and then removed from the oven and demoulded. The finished product is trimmed, and the upper skin, the lower skin, the front beam, the rear beam and the reinforcing beam are repaired and then glued together.

[0027] Furthermore, when the glass fiber skin has a high modulus, the prepreg is heated to 120°C at a rate of 10°C / min in a high-temperature and high-pressure tank, pressurized to 0.3-0.6MPa, and cured for more than 20 minutes, and then cooled to below 50°C at a rate of no more than 20°C / min for demoulding; when the glass fiber skin has a low modulus, an oven or room temperature curing is used.

[0028] Furthermore, in step S5, when the upper mold and the lower mold are closed, they are connected and tightened by screws at a spacing of 245mm-255mm, and are hoisted by the lifting rings on the sides of the upper mold and the lower mold.

[0029] Furthermore, in step S4, the connection between each rib on the wing frame and the front beam, rear beam and reinforcement beam is strengthened and glued at the corner by hand lay-up process combined with glass cloth.

[0030] Furthermore, in step S4, two layers of glass cloth are used, and the thickness thereof is 0.2 mm.

[0031] Furthermore, in step S16, the wing cavity position is filled with PMI foam material.

[0032] Furthermore, in step S4, the root joint is machined from 30CrMnS iA, the rib is machined from glass fiber board, and the metal embedded parts are machined.

[0033] Furthermore, in step S14, at each transition point between the main beam and the rib, 0.2 mm glass fiber cloth is used to make an "L"-shaped paste reinforcement through a hand lay-up process.

[0034] The technical solution of the present invention has at least the following advantages and beneficial effects: the present invention designs a complete wing processing technology suitable for aircraft static aerodynamic wind tunnel test model, improves the accuracy and strength of the skin, and makes it have better load-bearing effect. As a whole, a complete set of processing technology is formed from the design and manufacture of the forming mold of the wing composite skin, skin forming, beam frame forming, manufacturing of the beam frame assembly mold and inspection of the skin, beam frame and wing. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0036] Figure 1 A schematic diagram of the exploded structure of a test model wing provided by an embodiment of the present invention;

[0037] Figure 2 It is a structural schematic diagram of the test model wing in the present invention;

[0038] Figure 3 The wing skeleton diagram of the test model in the present invention;

[0039] Figure 4 This is an exploded view of the test model wing mold of the present invention;

[0040] Figure 5 The skin diagram of the wing pressing block of the test model of the present invention;

[0041] Figure 6 This is the main beam and mold diagram of the test model wing;

[0042] Figure 7 It is a cross-sectional view at BB in the figure;

[0043] Figure 8 Diagram of assembling the mold for the test model wing frame;

[0044] Fig. 9 for Figure 8 The cross-sectional view at CC in ;

[0045] Fig.10 It is a schematic diagram of the structure of the test model wing frame in the assembly mold;

[0046] Fig.11 This is the process diagram of high modulus fiberglass skin;

[0047] Fig.12 This is the process diagram of low modulus fiberglass skin;

[0048] Fig.13 This is the process flow of processing the fuselage steel frame in the present invention.

[0049] Icons: 1-wing body, 11-upper skin, 12-lower skin, 13-root joint, 14-front beam, 15-rear beam, 16-reinforcement beam, 17-rib, 2-wing upper mold, 21-wing upper mold molding, 22-wing mold locking screw, 23-wing upper mold lifting ring, 3-wing lower mold, 31-wing lower mold molding, 32-wing lower mold locating pin, 33-wing lower mold lifting ring, 41-front beam upper mold, 42-front beam lower mold, 43-front beam mold locating pin, 44-front beam mold locking screw, 5-beam assembly mold, 51-locating block. DETAILED DESCRIPTION

[0050] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0051] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0052] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0053] The following is further described in conjunction with a specific embodiment. The wing body 1 and its mold structure refer to Figure 1-10 As shown, this embodiment is a manufacturing process of a composite wing of an aircraft static air-bomb wind tunnel test model, comprising the following steps:

[0054] like Figure 1 As shown, the component structure of the wing body 1 is analyzed, wherein the wing body 1 includes an upper skin 11, a lower skin 12 and a wing frame, and the upper skin 11 and the lower skin 12 are divided into 6 partitions, each partition has a different thickness, and the roots of the upper skin 11 and the lower skin 12 are provided with screw countersunk holes connected to the wing root joint 13, and the middle of the lower skin 12 is also provided with a mounting groove and a screw hole for connecting the bracket.

[0055] Analyze the partition structure of the skin of the wing body 1, the upper skin 11 and the lower skin 12 are arranged above and below the wing body 1, and obtain the thickness data of each partition skin;

[0056] like Figure 3 As shown, the structural form of the wing skeleton is analyzed, wherein the wing skeleton includes a root joint 13, a front beam 14, a rear beam 15, a reinforcement beam 16 and a rib 17;

[0057] The root joint 13 is connected to the front beam 14, the rear beam 15, and the reinforcing beam 16 by means of adhesive bonding and screws, the ribs 17 on the wing frame are connected to the front beam 14, the rear beam 15, and the reinforcing beam 16, and the composite skin is connected to the main beam, each rib 17 and the root joint 13 by screws; the static aerodynamic wind tunnel test model composite wing connection method, the root joint 13 is connected to the front beam 14, the rear beam 15, and the reinforcing beam 16 by adhesive bonding + screws, the connection of each rib 17 to the front beam 14, the rear beam 15, and the reinforcing beam 16 is strengthened by hand paste technology and two layers of 0.2mm glass cloth at the corners, in addition to adhesive bonding, the composite skin is connected to the main beam, each rib 17 and the root joint 13 by drilling screw holes at the root for screw connection to enhance the connection strength.

[0058] like Figure 5 As shown, a wing composite skin forming mold is manufactured, including an upper mold and a lower mold. The maximum contour line of the leading edge of the wing body 1 is used as the parting line of the leading edge of the mold, and the center line of the trailing edge of the wing body 1 is used as the parting line of the trailing edge of the mold. Leading edge strips are designed at the leading edge positions of the upper mold and the lower mold. When used as a mold in the forming stage, its leading edge strips need to be assembled for use. When used in the assembly and matching mold stage, all leading edge strips need to be removed before use. 2-4 pins are designed on the lower mold as a positioning reference when closing the mold with the upper mold to ensure accurate closing and positioning of the upper and lower molds. When closing the upper and lower molds, screws set at a distance of about 250mm are used to connect and tighten, so that the parting surface is in close and reliable contact. Lifting rings are designed on the sides of the upper and lower molds to facilitate the lifting work during subsequent use.

[0059] like Figure 6As shown, the main beam mold of the wing body 1 is formed by positioning and buckling the upper mold and the lower mold of the main beam with pins, and then connected and pressed with screws, and lines are engraved on the main beam, the depth and width of the engraved lines are measured, and corresponding holes are punched according to the position of the engraved lines; the wing main beam forming mold is divided into an upper mold and a lower mold for the convenience of demolding. Pins are designed between the upper and lower molds to ensure accurate mold closing, and the two molds are connected and pressed together with screws. Lines are engraved on the mold to distinguish different partitions to provide a reference for the subsequent laying of composite materials of different thicknesses in different partitions. The positions where there are holes on the main beam are engraved at the corresponding places of the mold. The depth and width of the engraved lines are both 0.3mm, and the corresponding holes are subsequently punched according to the engraved line positions.

[0060] Select the materials for the wing composite skin forming mold and the main beam mold. The materials for the wing composite skin forming mold and the main beam mold should be 3CrMo or Invar alloy. The raw materials should be tested in detail before entering the factory to ensure the quality.

[0061] like Figure 7 and Figure 8 As shown, the assembly mold for processing the wing skeleton, the design concept of the skeleton assembly mold is consistent with the design concept of the mold under the skin. The difference is that the material of the wing skeleton assembly mold can be selected from non-metallic materials to improve the processing performance and reduce the mold production cost; the wing skeleton assembly mold does not need to be used for mold closing, so the positioning holes, screw connection holes and other element features required for mold closing can be reduced; the mold working surface is a surface for increasing the thickness of the skin, so that the position of the skeleton in the mold can be truly positioned; positioning grooves and corresponding positioning blocks 51 need to be added to the wing skeleton assembly mold, and the principle of adding is that two positioning grooves need to be added to each main beam and each independent rib 17 respectively, and every two positioning blocks 51 in the positioning groove correspond to each other to position the corresponding components, which is convenient for subsequent positioning and assembly.

[0062] The processing of the wing composite skin forming mold and the main beam mold, before the mold finishing, the rough-processed mold is aged to eliminate internal stress, reduce deformation caused by internal stress, and eliminate the stress concentration phenomenon caused by the mold during the processing. The processed mold should be polished to make the mold working surface roughness above 0.4μm.

[0063] The wing skin is manufactured and formed. The composite wing material is made of glass fiber cloth, and the process is adjusted according to different modulus requirements. The amount of hand-laid glass fiber resin can be estimated based on the fiber mass, as shown in the formula:

[0064]

[0065] Where: W s—resin mass (g);

[0066] Wf—fiber mass (g);

[0067] ws—resin content.

[0068] Among them, the resin rubber in the glass fiber should be full. If glass fiber is used as a reinforcing material, the rubber content is generally not less than 50%; if glass fiber chopped strand mat is used as a reinforcing material, the rubber content should not be less than 70%; the rubber content of glass fiber surface mat should not be less than 90%;

[0069] For example: The amount of resin required per square meter of a layer of 300g / m2 glass fiber felt = 300×0.7 / (1-0.7) = 700g / m2.

[0070] The composite main beam in the wing body 1 is formed. The beam parts can be formed and cured by different processes such as room temperature, oven or autoclave according to the required modulus.

[0071] The root joint 13 is milled by CNC machine tools. The wing root joint 13 is made of 30CrMnSiA material and heat treated to HRC36±2 (σb=1080~1180MPa). It is milled by CNC machine tools. During the whole processing, the rough polishing process and the three-coordinate detection process need to be repeated according to the surface detection results. The typical process is as follows Fig.13 shown.

[0072] Processing of wing skeleton rib 17 parts. The material of rib 17 composite parts is glass fiber, which is first formed into a flat plate, pressurized by a press, molded, and cured in an oven. The thickness tolerance is controlled at ±0.15mm, and the shape can be formed by CNC machining.

[0073] Assemble the wing frame, and pre-position each part in the assembly mold. The main beam and the rib 17 correspond to the positioning block 51 respectively. After the pre-positioning is completed, glue is applied locally at intervals for positioning and fixing. The wing frame is measured and tested along with the assembly mold. After the test is qualified, the main beam and the root connector are glued and fixed, and the connection is reinforced by screwing, and then the rib 17 parts are glued to the main beam;

[0074] After the wing frame is assembled, but the glue has not yet completely solidified, it is once again tested with a three-dimensional coordinate measuring machine together with the assembly mold. If any parts assembly position difference is found at this time, it will be adjusted immediately until it passes the test. The qualified frame and the mold are left to stand for more than 24 hours to allow it to completely solidify and take shape.

[0075] Fill the cavity of the solidified wing frame and shape it to fit the wing skin;

[0076] The qualified skin and assembled frame (including foam) are pre-assembled in the skin forming mold, and the skin forming mold is used as an assembly and mold closing mold. The upper skin 11, the lower skin 12, and the wing frame are placed in the mold, and after correct positioning, the mold is closed to check the wing assembly. The inspection method is: use a feeler gauge to check the gap between the upper and lower molds of the wing, and use a dial indicator on the platform to check the flatness of the upper mold surface.

[0077] After the wing body 1 is pre-assembled and qualified, the upper skin 11, the lower skin 12 and the bracket of the wing frame are glued and glued, and then re-positioned in the mold. After the wing mold is molded, the connecting bolts are locked, and after heating and curing, the mold edge of the wing body 1 is trimmed by demoulding;

[0078] Inspection of the wing body 1: After the wing body 1 is trimmed, the root ear piece of the wing body 1 is fixed with a combined fixture, and the surface of the wing body 1 is inspected based on the root ear piece to obtain inspection data;

[0079] The qualified wings are subjected to ground tests such as modal, flexibility, and static strength to verify the various parameters of the wing and obtain a qualified static aeroelastic wind tunnel test model composite wing product.

[0080] The optimization is to first add a release agent to the mold for skin molding, and then evacuate the mold after the glass fiber prepreg, heat and cure the mold for a certain period of time, then demould it, trim the finished product, and glue the upper skin 11 and the lower skin 12 to the front beam 14, the rear beam 15 and the reinforcing beam 16 after repair. When the glass fiber skin is high modulus, the prepreg high temperature and high pressure tank is used to heat up to 120°C at 10°C / min, and pressurize 0.3-0.6MPa, keep warm for more than 20min to cure, and then cool down to below 50°C at no more than 20°C / min to demould; when the glass fiber skin is low modulus, an oven or room temperature curing is used, and the upper skin 11 and the lower skin 12 are one of the main load-bearing parts, and their individual production has high precision and good strength.

[0081] When the upper and lower molds are closed, they are connected and tightened with screws at a spacing of 245mm-255mm, and hoisted through the lifting rings on the sides of the upper and lower molds.

[0082] The connection between the ribs 17 on the wing frame and the front beam 14, the rear beam 15 and the reinforcing beam 16 is strengthened and glued at the corners by hand lay-up technology combined with glass cloth.

[0083] Better yet, the wing cavity is filled with PMI foam material and shaped to fit perfectly with the wing skin. It is then CNC machined and filled without using putty to seal the outer holes. When gluing the wing to the skin, adhesive is infiltrated into the foam holes to increase the bonding strength.

[0084] In step S4, the root joint 13 is machined from 30CrMnSiA, the rib 17 is machined from glass fiber board, and the metal embedded parts are machined.

[0085] To increase the bonding strength, in step S14, at each transition point between the main beam and the rib 17, 0.2 mm glass fiber cloth is used to make an "L"-shaped paste reinforcement through a hand-layup process.

[0086] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A composite wing manufacturing process for an aircraft static air-bomb wind tunnel test model, characterized in that: The following steps are included: S1: Analyze the component structure of the wing body, wherein the wing body includes an upper skin, a lower skin and a wing frame; S2: Analyze the partition structure of the skin of the wing body, the upper skin and the lower skin are arranged above and below the wing body, and obtain the thickness data of each partition skin; S3: Analyze the structural form of the wing frame, wherein the wing frame includes a root joint, a front beam, a rear beam, a reinforcement beam and a rib; S4: The root joint is connected to the front beam, rear beam and reinforcement beam by means of adhesive bonding and screws, the ribs on the wing frame are connected to the front beam, rear beam and reinforcement beam, and the composite skin is connected to the main beam, each rib and the root joint by screws; S5: manufacturing a wing composite skin forming mold, including an upper mold and a lower mold, taking the maximum contour line of the leading edge of the wing body as the parting line of the leading edge of the mold, and the center line of the trailing edge of the wing body as the parting line of the trailing edge of the mold, and designing leading edge moldings at the leading edge positions of the upper mold and the lower mold; S6: The main beam mold of the wing body is formed, and the upper and lower molds of the main beam are positioned and buckled by pins, and then connected and pressed by screws. Lines are engraved on the main beam, the depth and width of the engraved lines are measured, and corresponding holes are drilled according to the engraved line positions; S7: Select the materials of the wing composite skin forming mold and the main beam mold; S8: Assembly mold for processing wing frame; S9: Processing the wing composite skin forming mold and the main beam mold, and performing aging treatment on the mold after rough processing before mold finishing to eliminate internal stress, and polishing the processed mold; S10: Wing skin manufacturing and forming, the composite wing material is made of glass fiber cloth, and the process is adjusted according to different modulus requirements; S11: Forming of composite main beams in the wing body; S12: Milling the root joint using CNC machine tools; S13: processing the wing frame, the composite material is first formed into a flat plate, pressurized by a press machine, and cured in an oven; S14: Assemble the wing frame, and pre-position each part in the assembly mold. The main beam and the ribs are respectively aligned with the positioning blocks. After the pre-positioning is completed, glue is applied locally at intervals for positioning and fixing. The wing frame is measured and inspected along with the assembly mold. After the inspection is qualified, the main beam and the root connector are glued and fixed, and the connection is reinforced by screwing, and then the rib parts are glued to the main beam; S15: After the wing frame is assembled and the glue has not yet completely cured, it is measured and tested together with the assembly mold. If the assembly position of the parts is found to be poor, it can be adjusted to pass the test, and the qualified frame and the mold are left to stand for a certain period of time to fully cure and finalize; S16: Fill the cavity of the solidified wing frame and shape it to fit the wing skin; S17: The upper skin and the lower skin that have passed the inspection and the assembled frame are pre-assembled in a skin forming mold; S18: performing mold-joining and gluing assembly. After the wing body is pre-assembled and qualified, the upper skin, the lower skin and the bracket of the wing frame are glued and glued, and then repositioned in the mold. After the wing mold is molded, the connecting bolts are locked, and after heating and curing, the mold edge of the wing body is trimmed by demoulding; S19: Wing body inspection: After the wing body is trimmed, the root ear piece of the wing body is fixed with a combined fixture, and the wing body profile is inspected based on the root ear piece to obtain inspection data; S20: Conduct ground tests such as modal, flexibility, and static strength tests on the wings that pass the inspection to verify various parameters of the wings.

2. The manufacturing process of composite wing for aircraft static air-bomb wind tunnel test model according to claim 1, characterized in that: In step S10, a release agent is first added to the mold for forming the skin, and the mold is evacuated after the glass fiber prepreg is added. The mold is heated and cured for a certain period of time and then removed from the oven and demoulded. The finished product is trimmed, and the upper skin, the lower skin, the front beam, the rear beam and the reinforcing beam are repaired and then glued together.

3. The manufacturing process of composite wing for aircraft static air-bomb wind tunnel test model according to claim 2 is characterized in that When the glass fiber skin is of high modulus, the prepreg is heated to 120°C at 10°C / min in a high-temperature and high-pressure tank, and pressurized to 0.3-0.6MPa, and cured for more than 20 minutes, and then cooled to below 50°C at no more than 20°C / min for demoulding; When the fiberglass skin is low modulus, oven or room temperature curing is used.

4. The manufacturing process of composite wing for aircraft static air-bomb wind tunnel test model according to claim 1, characterized in that: In step S5, when the upper mold and the lower mold are closed, they are connected and tightened by screws at a spacing of 245mm-255mm, and hoisted by the lifting rings on the sides of the upper mold and the lower mold.

5. The manufacturing process of composite wing for aircraft static air-bomb wind tunnel test model according to claim 1, characterized in that: In step S4, the connection between the ribs on the wing frame and the front beam, rear beam and reinforcement beam is strengthened and glued at the corners by hand lay-up process combined with glass cloth.

6. The manufacturing process of composite wing for aircraft static air-bomb wind tunnel test model according to claim 5, characterized in that: In step S4, two layers of glass cloth are used, and the thickness thereof is 0.2 mm.

7. The manufacturing process of composite wing for aircraft static air-bomb wind tunnel test model according to claim 1, characterized in that: In step S16, the wing cavity is filled with PMI foam material.

8. The manufacturing process of composite wing for aircraft static air-bomb wind tunnel test model according to claim 1 is characterized in that ,In step S4, the root joint is machined from 30CrMnSiA, the rib is machined from glass fiber board, and the metal embedded parts are machined.

9. The manufacturing process of composite wing for aircraft static air-bomb wind tunnel test model according to claim 1, characterized in that In step S14, at each transition point between the main beam and the rib, 0.2 mm glass fiber cloth is used to make "L"-shaped paste reinforcement through hand paste process.

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