A manufacturing process for composite wings of an aircraft static aerodynamic wind tunnel test model

Abstract

The present invention relates to the field of wing manufacturing technology, and provides a manufacturing process for a composite wing of an aircraft static aerodynamic wind tunnel test model. The process first analyzes the component structure of the wing body and the partition structure of the skin of the wing body, and the structural form of the wing skeleton, wherein the wing skeleton includes a root joint, a front beam, a rear beam, a reinforcement beam, and a rib; the root joint is connected to the front beam, the rear beam, and the reinforcement beam by gluing and screwing, the ribs on the wing skeleton are connected to the front beam, the rear beam, and the reinforcement beam, and the composite skin is screwed to the main beam, each rib, and the root joint. The present invention summarizes a set of mature and reliable production processes. The process starts from the design and manufacture of the forming mold of the wing composite skin, the skin forming, the beam frame forming, the design and manufacture of the beam frame assembly mold, and the inspection of the skin, beam frame, and wing, forming a set of aircraft static aerodynamic wind tunnel test model wing processing technology, so that the wing as a whole has high strength and load-bearing effect.

Description

Technical Field

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

[0002] Aeroelastic wind tunnel test models are the foundation for studying the aeroelastic properties of aircraft through wind tunnel testing. These models utilize structural design to simulate the flexibility of an aircraft. They are manufactured using high-performance metal or composite material processing techniques, then validated through ground testing. Finally, during wind tunnel testing, the aeroelastic deformation is generated to study the effect of this deformation on the aircraft's aerodynamic characteristics. As wing stiffness decreases, the aeroelastic effect becomes increasingly pronounced. Consequently, modern aircraft design places increasingly stringent requirements on aeroelastic properties.

[0003] Conventional processes for fabricating models used in aircraft wind tunnel static aeroelasticity testing are currently limited to conventional aircraft with high wing stiffness and low deformation. However, high-altitude, long-endurance aircraft often possess complex aerodynamic shapes, requiring flexible wings with high aspect ratios. These aircraft are sensitive to added mass and stiffness, placing higher demands on their precision, strength, and load-bearing capacity. Therefore, traditional methods such as machining struggle to meet the lightweighting requirements of aeroelastic models. Therefore, a mature and comprehensive set of wing fabrication processes for static aeroelasticity wind tunnel tests is required to support these test requirements and provide qualified static aeroelasticity 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 aerodynamic wind tunnel test model capable of producing a product with high precision, strength and high quality, meeting the test requirements.

[0005] The present invention is achieved through the following technical solutions: A manufacturing process for 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, where 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: Connect the root joint to the front beam, rear beam, and reinforcement beam using adhesive bonding and screws. Connect the ribs on the wing frame to the front beam, rear beam, and reinforcement beam. Connect the composite skin to the main beam, ribs, and root joint using screws.

[0010] S5: Manufacturing a wing composite skin forming mold, including an upper mold and a lower mold, using 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 of the wing body is molded. The upper and lower molds are positioned and fastened together with pins, and then screwed together and tightened. Lines are engraved on the main beam, and the depth and width of the lines are measured. The corresponding holes are then drilled according to the engraved line positions.

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

[0013] S8: Processing the assembly mold of the wing frame;

[0014] S9: Processing of wing composite skin forming molds and main beam molds. Before finishing the molds, aging treatment is performed on the molds after rough processing to eliminate internal stress, and the processed molds are polished;

[0015] S10: Wing skin manufacturing and molding. 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 skeleton, the composite material is first formed into a flat plate, press-formed using a press, and then cured in an oven;

[0019] S14: Assemble the wing frame. Each part is pre-positioned in the assembly mold. The main beam and ribs are aligned with the positioning blocks. After pre-positioning, glue is applied locally at intervals to fix them. The wing frame is inspected along with the assembly mold. After passing the inspection, the main beam and the root connector are glued and fixed, and screwed to reinforce the connection. Finally, the rib parts are glued to the main beam.

[0020] S15: After the wing frame is assembled and the glue has not yet fully cured, it is subjected to metrological inspection together with the assembly mold. If any parts assembly position errors are found, adjustments can be made until they pass the inspection. The qualified frame and the mold are then left to stand for a certain period of time to allow them to fully cure and take shape.

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

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

[0023] S18: After the wing body is pre-assembled and qualified, the upper skin, the lower skin and the wing frame bracket are glued and glued, and then re-positioned in the mold. After the wing mold is closed, the connecting bolts are locked, and after heating and curing, the mold edge of the wing body is trimmed with a demoulding tool;

[0024] S19: Wing body inspection: After the wing body is trimmed, the root tab of the wing body is fixed with a combination fixture. The wing body profile is inspected based on the root tab to obtain inspection data.

[0025] S20: Conduct ground tests such as modal, flexibility, and static strength tests on 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 vacuumed 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, lower skin, front beam, rear beam and reinforcement beam are repaired and then glued together.

[0027] Furthermore, when the glass fiber skin has a high modulus, a prepreg high-temperature and high-pressure tank is used to heat the material to 120°C at a rate of 10°C / min and apply a pressure of 0.3 to 0.6 MPa, and the material is kept warm for more than 20 minutes for curing, 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, screws with a spacing of 245mm-255mm are used to connect and tighten them, and they are hoisted through the lifting rings on the sides of the upper mold and the lower mold.

[0029] Furthermore, in step S4, the connections between the ribs on the wing frame and the front beam, rear beam, and reinforcement beam are strengthened and bonded at the corners using a 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 PM I 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 models, improves the accuracy and strength of the skin, and makes it have better load-bearing effect. The overall process forms a complete set of processing technology from the design and manufacture of the forming mold of the wing composite skin, skin forming, beam forming, manufacturing of the beam assembly mold, and inspection of the skin, beam, 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 following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

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

[0037] Figure 2 Schematic diagram of the structure of the test model wing of the present invention;

[0038] Figure 3 This is a diagram of the wing skeleton 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 This is a skin diagram of the wing pressure block of the test model of the present invention;

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

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

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

[0044] Figure 9 for Figure 8 Cross-sectional view at CC in ;

[0045] Figure 10 This is a schematic diagram of the structure of the test model wing skeleton in the assembly mold;

[0046] Figure 11 This is the process diagram of the high modulus glass fiber skin;

[0047] Figure 12 This is the process diagram of low modulus glass fiber skin;

[0048] Figure 13 This is the process flow for 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] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only 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 herein 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 as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort shall fall 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, it does not need to be further defined or explained in subsequent drawings.

[0053] The following is further described in conjunction with specific embodiments. The wing body 1 and its mold structure refer to Figure 1-10 As shown, this embodiment is a manufacturing process for 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, and the thickness of each partition is different. 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, where the upper skin 11 and the lower skin 12 are arranged above and below the wing body 1, and obtain the thickness data of the skin of each partition;

[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 gluing 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 gluing + screws, the connection between each rib 17 and the front beam 14, the rear beam 15, and the reinforcing beam 16 is strengthened by gluing at the corners with two layers of 0.2mm glass cloth, and in addition to gluing, the composite skin is connected to the main beam, each rib 17, and the root joint 13 by drilling screw holes at the root 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 before 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 lifting work during subsequent use.

[0059] like Figure 6As shown, the main beam mold of the wing body 1 is formed by positioning and fastening the upper and lower molds of the main beam with pins, and then connected and pressed with screws. 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 positions of the engraved lines. The wing main beam forming mold is divided into an upper mold of the main beam and a lower mold of the main beam for easy demoulding. Pins are designed between the upper and lower molds to ensure accurate mold closing. 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 of the holes on the main beam are engraved at the corresponding places in the mold. The depth and width of the engraved lines are both 0.3mm. The corresponding holes are subsequently punched according to the positions of the engraved lines.

[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 clamping, so the positioning holes, screw connection holes and other elements required for clamping can be reduced; the mold working surface is a surface that increases 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. 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] During the processing of the wing composite skin forming mold and the main beam mold, the rough-machined mold is aged before finishing to eliminate internal stress, reduce deformation caused by internal stress, and eliminate stress concentration caused by the mold during the processing. The finished mold should be polished to a working surface roughness of 0.4μm or above.

[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 quality, as shown in the formula:

[0064]

[0065] Where: Ws—resin mass (g);

[0066] Wf—fiber mass (g);

[0067] ws—resin content.

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

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

[0070] The composite main beam in the wing body 1 is formed. Beam parts can be cured by different forming and curing 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 entire processing, the rough polishing process and the three-coordinate inspection process need to be repeated according to the surface inspection results. The typical process is as follows: Figure 13 shown.

[0072] The wing skeleton rib 17 components are processed using fiberglass composite materials. Rib 17 components are first formed into flat sheets, pressurized, molded, and then cured in an oven. The thickness tolerance is controlled within ±0.15mm, and the shape can be formed using CNC machining.

[0073] Assemble the wing frame. Each part is pre-positioned in the assembly mold. The main beam and rib 17 are respectively aligned with the positioning block 51. After the pre-positioning is completed, glue is applied locally at intervals to fix them. The wing frame is tested along with the assembly mold. After passing the test, the main beam and the root connector are glued and fixed, and the connection is reinforced by screwing. Then, each rib 17 is glued to the main beam.

[0074] After the wing frame is assembled, but before the glue is fully cured, it and the assembled mold are inspected using a coordinate measuring machine. Any misalignment of parts is immediately adjusted until it passes the inspection. The qualified frame and mold are then left to rest for at least 24 hours to fully cure and set.

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

[0076] The qualified skin and the assembled frame (including foam) are pre-assembled in the skin forming mold, which then serves as the assembly and closing mold. The upper skin 11, lower skin 12, and wing frame are placed into the mold. After proper positioning, the mold is closed to inspect the wing assembly. This inspection involves checking the clearance between the upper and lower mold surfaces with a feeler gauge and checking the flatness of the upper mold surface with a dial indicator on a platform.

[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 re-positioned in the mold. After the wing mold is closed, the connecting bolts are locked, and after heating and curing, the mold stripping is used to trim the mold edge of the wing body 1;

[0078] Inspection of the wing body 1: After the wing body 1 is trimmed, the root lug of the wing body 1 is fixed with a combination fixture. The root lug is used as a reference to inspect the profile of the wing body 1 to obtain inspection data;

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

[0080] The optimization is to first add a release agent to the mold for forming the skin, and then evacuate the mold after the glass fiber prepreg is added. After heating and curing the mold for a certain period of time, it is removed from the oven and demolded. The finished product is trimmed, and the upper skin 11 and lower skin 12 are repaired and glued to the front beam 14, rear beam 15 and reinforcement beam 16. When the glass fiber skin has a high modulus, the prepreg is heated to 120°C at a rate of 10°C / min and pressurized to 0.3-0.6MPa. It is kept warm for more than 20 minutes to cure, and then cooled to below 50°C at a rate of no more than 20°C / min to demold. When the glass fiber skin has a low modulus, it is cured in an oven or at room temperature. The upper skin 11 and lower skin 12 are one of the main load-bearing components, 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 connections between the ribs 17 on the wing frame and the front beam 14, rear beam 15 and reinforcement beam 16 are made by hand lay-up process combined with glass cloth to strengthen the corner bonding.

[0083] Even better, the wing cavity is filled with PM I 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 material to the skin, adhesive is used to penetrate into the foam holes to increase 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] In order to increase the bonding strength, in step S14, 0.2 mm glass fiber cloth is used to reinforce the transition points between the main beam and the rib 17 by hand lay-up process in an "L" shape.

[0086] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A process for manufacturing composite wings for aircraft static aerodynamic wind tunnel test models, 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, where 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: Connect the root joint to the front beam, rear beam, and reinforcement beam using adhesive bonding and screws. Connect the ribs on the wing frame to the front beam, rear beam, and reinforcement beam. Connect the composite skin to the main beam, ribs, and root joint using screws. S5: Manufacturing a wing composite skin forming mold, including an upper mold and a lower mold, using 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 of the wing body is molded. The upper and lower molds are positioned and fastened together with pins, and then screwed together and tightened. Lines are engraved on the main beam, and the depth and width of the lines are measured. The corresponding holes are then drilled according to the engraved line positions. S7: Select the materials for the wing composite skin forming mold and the main beam mold; S8: Processing the assembly mold of the wing frame; S9: Processing of wing composite skin forming molds and main beam molds. Before finishing the molds, aging treatment is performed on the molds after rough processing to eliminate internal stress, and the processed molds are polished; S10: Wing skin manufacturing and molding. 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 skeleton, the composite material is first formed into a flat plate, press-formed using a press, and then cured in an oven; S14: Assemble the wing frame. Each part is pre-positioned in the assembly mold. The main beam and ribs are aligned with the positioning blocks. After pre-positioning, glue is applied locally at intervals to fix them. The wing frame is inspected along with the assembly mold. After passing the inspection, the main beam and the root connector are glued and fixed, and screwed to reinforce the connection. Finally, the rib parts are glued to the main beam. S15: After the wing frame is assembled and the glue has not yet fully cured, it is subjected to metrological inspection together with the assembly mold. If any parts assembly position errors are found, adjustments can be made until they pass the inspection. The qualified frame and the mold are then left to stand for a certain period of time to allow them to fully cure and take shape. S16: Fill the cavity of the solidified wing frame and shape it to fit the wing skin; S17: The upper and lower skins that have passed the inspection and the assembled frame are pre-assembled in the skin forming mold; S18: After the wing body is pre-assembled and qualified, the upper skin, the lower skin and the wing frame bracket are glued and glued, and then re-positioned in the mold. After the wing mold is closed, the connecting bolts are locked, and after heating and curing, the mold edge of the wing body is trimmed with a demoulding tool; S19: Wing body inspection: After the wing body is trimmed, the root tab of the wing body is fixed with a combination fixture. The wing body profile is inspected based on the root tab to obtain inspection data. S20: Conduct modal, flexibility and static strength ground tests on the wings that have passed the inspection to verify the various parameters of the wings.

2. The process for manufacturing composite wings for aircraft static aerodynamic wind tunnel test models 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 vacuumed 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, lower skin, front beam, rear beam and reinforcement beam are repaired and glued together.

3. The process for manufacturing a composite wing for a static aerodynamic wind tunnel test model of an aircraft according to claim 2, characterized in that When the glass fiber skin is high modulus, use a prepreg high temperature and high pressure tank to heat up to 120℃ at 10℃ / min and pressurize 0.3~0.6MPa, keep warm for more than 20 minutes to cure, and then cool down to below 50℃ at no more than 20℃ / min for demoulding; When the fiberglass skin is low modulus, oven or room temperature curing is used.

4. The process for manufacturing composite wings for aircraft static aerodynamic wind tunnel test models 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 using screws at intervals of 245mm-255mm, and are hoisted using the lifting rings on the sides of the upper mold and the lower mold.

5. The process for manufacturing composite wings for aircraft static aerodynamic wind tunnel test models according to claim 1, characterized in that: In step S4, the connections between the ribs on the wing frame and the front beam, rear beam, and reinforcement beam are strengthened and bonded at the corners using a hand lay-up process combined with glass cloth.

6. The process for manufacturing composite wings for aircraft static aerodynamic wind tunnel test models 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 process for manufacturing composite wings for aircraft static aerodynamic wind tunnel test models according to claim 1, characterized in that: In step S16 , the wing cavity is filled with PMI foam material.

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

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

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