Aircraft afterbody dynamic pneumatic and thermal load measuring method

Abstract

The invention belongs to the technical field of aircraft afterbody dynamic pneumatic and thermal load measurement, and particularly relates to an aircraft afterbody dynamic pneumatic and thermal load measurement method, which is characterized in that a pressure sensor is mounted at an aircraft afterbody dynamic pneumatic load measurement position, and a temperature sensor is mounted at an aircraft afterbody dynamic temperature load measurement position, the pressure sensor and the temperature sensor are installed on the aircraft afterbody through the screws, screw rods of the screws are screwed on the aircraft afterbody, grooves are formed in the heads of the screws, and the pressure sensor and the temperature sensor are arranged in the grooves in the heads of the screws. The dynamic aerodynamic load and the dynamic temperature load of the aircraft afterbody are measured through a pressure sensor and a temperature sensor at the same time, the dynamic temperature load of the aircraft afterbody is measured through the temperature sensor, the dynamic temperature load comprises dynamic heat flow and wall surface temperature, and the corresponding relation between the actual temperature of the dynamic heat flow and the wall surface and the temperature measured by the temperature sensor is established. And correcting the measured temperature to obtain the actual temperature of the wall surface.

Description

Technical Field

[0001] The present application belongs to the technical field of aircraft rear body dynamic aerodynamics and thermal load measurement, and in particular relates to an aircraft rear body dynamic aerodynamics and thermal load measurement method. Background Art

[0002] Obtaining the dynamic aerodynamic load and dynamic thermal load of the aircraft rear body is of great significance to the rear body design. At present, the dynamic aerodynamic load and dynamic thermal load of the aircraft rear body are mainly measured by sticking pressure sensors and temperature sensors on the aircraft rear body. During the measurement process, the sensor is directly in a high temperature environment and is severely washed by the engine wake. The reliability of the sensor fixation is difficult to guarantee and vibration failure is prone to occur, resulting in a low sensor survival rate and difficulty in obtaining accurate measurement data.

[0003] Under the premise that the dynamic aerodynamic load and dynamic thermal load of the aircraft rear body cannot be accurately obtained, in order to ensure the safety of the aircraft rear body structure, the design is usually carried out by superimposing the dynamic aerodynamic load and dynamic thermal load in harsh conditions, and a large safety factor is reserved, which often leads to a large structural mass. In practice, the safety of the aircraft rear body structure is affected by the coupling of different dynamic aerodynamic loads and dynamic thermal loads. To ensure the safety of the aircraft rear body structure and reduce the aircraft structure mass, it is necessary to accurately obtain the dynamic aerodynamic load and dynamic thermal load of the aircraft rear body, and conduct refined design and evaluation verification at the same time. For this purpose, this application is proposed. Summary of the invention

[0004] The purpose of the present application is to provide a method for measuring the dynamic aerodynamics and thermal loads of an aircraft rear body, so as to overcome or alleviate at least one of the known technical deficiencies.

[0005] The technical solution of this application is:

[0006] A method for measuring dynamic aerodynamics and thermal loads of an aircraft rear body, comprising:

[0007] Step 1: Install a pressure sensor at a dynamic aerodynamic load measurement position of the aircraft rear body, and install a temperature sensor at a dynamic temperature load measurement position of the aircraft rear body, wherein the pressure sensor and the temperature sensor are installed on the aircraft rear body by screws, the screw rod of the screw is screwed on the aircraft rear body, the head of the screw is slotted, and the pressure sensor and the temperature sensor are arranged in the slot of the head of the screw;

[0008] Step 2: Using a pressure sensor and a temperature sensor to simultaneously measure the dynamic aerodynamic load and the dynamic temperature load of the rear body of the aircraft;

[0009] The dynamic temperature load of the rear body of the aircraft is measured by a temperature sensor, including the dynamic heat flux and the wall temperature. The corresponding relationship between the dynamic heat flux and the actual temperature of the wall and the temperature measured by the temperature sensor is established. The measured temperature is corrected to obtain the actual temperature of the wall.

[0010] According to at least one embodiment of the present application, in the above-mentioned method for measuring the dynamic aerodynamics and thermal loads of the rear body of an aircraft, in step one, a pressure sensor and a temperature sensor are pasted into the slot of the head of the screw.

[0011] According to at least one embodiment of the present application, in the above-mentioned aircraft rear body dynamic aerodynamic and thermal load measurement method, in step 2, the correspondence between the dynamic heat flux and the actual temperature of the wall and the temperature measured by the temperature sensor is established using test data.

[0012] According to at least one embodiment of the present application, in the above-mentioned aircraft rear body dynamic aerodynamic and thermal load measurement method, in step 2, a corresponding relationship between the dynamic heat flow and the actual temperature of the wall surface and the temperature measured by the temperature sensor is established, specifically:

[0013] T = T0 + △T;

[0014] in:

[0015] T is the dynamic heat flux and the actual temperature of the wall;

[0016] T0 is the temperature measured by the temperature sensor;

[0017] △T is the corrected temperature. Within 20 seconds, △T=K*t, where K is the thermal conductivity of the screw and t is the measurement time. After 20 seconds, △T=0.

[0018] According to at least one embodiment of the present application, the above-mentioned aircraft rear body dynamic aerodynamic and thermal load measurement method further includes:

[0019] Step 3: Use the measured dynamic aerodynamic loads and dynamic temperature loads of the aircraft rear body to verify the simulation model, and construct an environmental model that integrates the dynamic aerodynamic loads and dynamic temperature loads of the aircraft rear body.

[0020] This application has at least the following beneficial technical effects:

[0021] A method for measuring the dynamic aerodynamic and thermal loads of an aircraft rear body is provided. The installation of pressure sensors and temperature sensors is improved, and detailed data of the aerodynamic loads and temperature loads of the aircraft rear body can be further obtained, and the coupling of the dynamic aerodynamic loads and dynamic thermal loads of the aircraft body can be accurately obtained. When designing the aircraft rear body, refined design and evaluation verification can be carried out at the same time, and the aircraft rear body can be refined to reduce the aircraft structure quality while ensuring the safety of the aircraft rear body structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic diagram of a method for measuring the dynamic aerodynamics and thermal load of an aircraft rear body provided in an embodiment of the present application;

[0023] Figure 2 It is a schematic diagram of the pressure sensor and temperature sensor provided in the embodiment of the present application being installed on the rear body of the aircraft by means of screws.

[0024] In order to better illustrate the present embodiment, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product. In addition, the drawings are only used for illustrative purposes and should not be construed as limitations on the present application. DETAILED DESCRIPTION

[0025] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be described in further detail in detail and in detail with reference to the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design.

[0026] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall have the usual meanings understood by those of ordinary skill in the art to which this application belongs. The words used in the description of this application to indicate orientation are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. The word "include" used in the description of this application indicates that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, but does not exclude other elements or objects.

[0027] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installation", "connection" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Technical personnel in the field can understand its specific meaning in this application according to the specific circumstances.

[0028] A method for measuring the dynamic aerodynamic and thermal loads of the aircraft rear body, such as Figure 1 As shown, the following steps are included.

[0029] Step 1: Install a pressure sensor at a dynamic aerodynamic load measurement position of the aircraft rear body, and install a temperature sensor at a dynamic temperature load measurement position of the aircraft rear body, wherein the pressure sensor and the temperature sensor are installed on the aircraft rear body by screws, the screw rod of the screw is screwed on the aircraft rear body, the head of the screw is slotted, and the pressure sensor and the temperature sensor are arranged in the slot of the head of the screw.

[0030] Pressure sensors and temperature sensors can be pasted into the slots on the screw heads, such as Figure 2 As shown, the head of the screw can be designed to be sunken into the rear fuselage of the aircraft and flush with the outer surface of the rear fuselage of the aircraft. The pressure sensor and the temperature sensor are flush with the outer surface of the rear fuselage of the aircraft. Furthermore, the screw rod of the screw can be set through the rear fuselage of the aircraft, and the leads of the pressure sensor and the temperature sensor can be led out from the inside through the lead hole opened axially on the screw rod of the screw and connected to the data acquisition system, so as to avoid the leads being exposed, being eroded by the airflow, and causing disturbance to the airflow.

[0031] The thermal conductivity of the screw is higher than the thermal conductivity of the aircraft rear body material, and specifically may be twice the thermal conductivity of the aircraft rear body material.

[0032] Step 2: Use a pressure sensor and a temperature sensor to simultaneously measure the dynamic aerodynamic load and the dynamic temperature load of the rear body of the aircraft.

[0033] The pressure sensor and temperature sensor can be pasted in the slot on the head of the screw and protected by the head of the screw to avoid being directly eroded by the engine wake and the direct effect of the high temperature environment. When measuring the dynamic aerodynamic load and dynamic temperature load on the rear body of the aircraft, vibration failure is not likely to occur, and accurate measurement data can be obtained.

[0034] The dynamic temperature load of the rear body of the aircraft is measured by a temperature sensor, including the dynamic heat flux and the wall temperature. Since the temperature sensor is set in the slot of the screw head and is not in direct contact with the dynamic heat flux and the wall surface, the temperature directly measured is not the actual dynamic heat flux and the wall surface. The measured temperature needs to be corrected to obtain the actual temperature of the dynamic heat flux and the wall surface. The corresponding relationship between the actual temperature of the dynamic heat flux and the wall surface and the temperature measured by the temperature sensor can be established according to the experiment. In this way, the temperature measured by the temperature sensor is corrected to obtain the actual temperature of the dynamic heat flux and the wall surface.

[0035] In a specific example, the corresponding relationship between the dynamic heat flow and the actual temperature of the wall and the temperature measured by the temperature sensor is established as follows:

[0036] T = T0 + △T;

[0037] in:

[0038] T is the dynamic heat flux and the actual temperature of the wall;

[0039] T0 is the temperature measured by the temperature sensor;

[0040] △T is the corrected temperature. In the typical case where the thermal conductivity of the screw is twice that of the aircraft rear body material and the thickness is 1mm, after analysis, △T = K*t is taken within 20s, where K is the thermal conductivity of the screw and t is the measurement time. After 20s, the temperature reaches thermal equilibrium. At this time, △T = 0 is taken. In other cases, this data can also be used as a reference to determine the value.

[0041] In order to comprehensively and accurately obtain the dynamic aerodynamic load and dynamic temperature load of the rear body of the aircraft, a variety of pressure sensor and temperature sensor layout schemes can be formulated, which can be determined by experiments or experience.

[0042] Step 3: Use the measured dynamic aerodynamic loads, dynamic temperature loads, and dynamic temperature loads of the aircraft rear body to verify the simulation model, and construct an environmental model that integrates the dynamic aerodynamic loads and dynamic temperature loads of the aircraft rear body.

[0043] By utilizing the integrated environmental model of the aircraft rear body dynamic aerodynamic load and dynamic temperature load, detailed data of the aircraft rear body aerodynamic load and temperature load can be further obtained, and the coupling of the aircraft body dynamic aerodynamic load and dynamic thermal load can be accurately obtained. When designing the aircraft rear body, refined design and evaluation verification can be carried out at the same time, and the aircraft rear body can be refined to reduce the aircraft structure quality while ensuring the safety of the aircraft rear body structure.

[0044] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the scope of protection of the present application.

Claims

1. A method for measuring the dynamic aerodynamic and thermal loads of an aircraft rear body, characterized in that: include: Step 1: Install a pressure sensor at a dynamic aerodynamic load measurement position of the aircraft rear body, and install a temperature sensor at a dynamic temperature load measurement position of the aircraft rear body, wherein the pressure sensor and the temperature sensor are installed on the aircraft rear body by screws, the screw rod of the screw is screwed on the aircraft rear body, the head of the screw is slotted, and the pressure sensor and the temperature sensor are arranged in the slot of the head of the screw; Step 2: Using a pressure sensor and a temperature sensor to simultaneously measure the dynamic aerodynamic load and the dynamic temperature load of the rear body of the aircraft; The dynamic temperature load of the rear body of the aircraft is measured by a temperature sensor, including the dynamic heat flux and the wall temperature. The corresponding relationship between the dynamic heat flux and the actual temperature of the wall and the temperature measured by the temperature sensor is established. The measured temperature is corrected to obtain the actual temperature of the wall.

2. The method for measuring the dynamic aerodynamic and thermal load of the aircraft rear body according to claim 1, characterized in that: In step 1, the pressure sensor and the temperature sensor are pasted into the slots on the screw heads.

3. The method for measuring the dynamic aerodynamic and thermal load of the aircraft rear body according to claim 1, characterized in that: In step 2, the dynamic heat flux and the corresponding relationship between the actual temperature of the wall and the temperature measured by the temperature sensor are established based on the test data.

4. The method for measuring the dynamic aerodynamic and thermal load of the aircraft rear body according to claim 1, characterized in that: In step 2, the corresponding relationship between the dynamic heat flow and the actual temperature of the wall and the temperature measured by the temperature sensor is established, specifically: T = T0 + △T; in: T is the dynamic heat flux and the actual temperature of the wall; T0 is the temperature measured by the temperature sensor; △T is the corrected temperature. Within 20 seconds, △T=K*t, where K is the thermal conductivity of the screw and t is the measurement time. After 20 seconds, △T=0.

5. The method for measuring the dynamic aerodynamic and thermal load of the aircraft rear body according to claim 1, characterized in that: Also includes: Step 3: Use the measured dynamic aerodynamic loads and dynamic temperature loads of the aircraft rear body to verify the simulation model, and construct an environmental model that integrates the dynamic aerodynamic loads and dynamic temperature loads of the aircraft rear body.

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