A lightweight dynamic model of an aircraft based on a maglev flight wind tunnel

Abstract

The present invention relates to the field of wind tunnel testing technology, and more specifically to a lightweight dynamic model of an aircraft based on a maglev flight wind tunnel, comprising a first module, a second module, and a third module connected in sequence. The first module is used to simulate the nose of the aircraft, and the outer surfaces of the first, second, and third modules are covered with a discontinuous skin layer. This application provides a "discontinuous staggered model design" for a "body-moving, wind-static" maglev flight wind tunnel model, achieving lightweight models while ensuring overall rigidity, thereby meeting testing requirements under accelerated impact (the maximum acceleration / deceleration of the maglev platform is approximately 20g).

Description

Technical Field

[0001] The present invention relates to the technical field of wind tunnel testing, and in particular to a lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel. Background Art

[0002] Wind tunnel testing is a key method for understanding aircraft performance and reducing development risks and costs during aerospace vehicle development. Traditional wind tunnels typically use a "static wind-moving" model, where the model remains stationary while the airflow moves. This minimizes acceleration and deceleration shocks. Lightweight designs (such as the fiberglass-aluminum alloy composite structure described in patent CN106840597A) can effectively reduce inertial vibration interference.

[0003] However, the maglev flight wind tunnel utilizes vacuum tube magnetic levitation technology to enable dynamic model testing, with the model moving at high speeds (acceleration / deceleration up to 20g). Specifically, the maglev flight wind tunnel is a novel aerodynamic test and research facility that utilizes vacuum tube magnetic levitation technology combined with dynamic model testing principles. It can simulate the physical processes of aerospace vehicles and high-speed trains, innovatively creating a dynamic and static test environment that closely resembles real-world flight conditions. It features rapidly changing Mach numbers, a wide speed range, a wide Reynolds number range, low noise, and low turbulence.

[0004] Due to the limitations of the test section length and the model's maximum operating speed, dynamic model force measurements in a maglev flight wind tunnel are subject to significant accelerations and decelerations (maximum operating acceleration can reach 20g). This creates significant transient impact loads on the model and its support, which in turn induces vibrations in the model-balance-support system and the maglev platform. This vibration inevitably causes transient interference in the force balance output. To obtain accurate aerodynamic load data on the dynamic model, it is necessary to effectively decouple the aerodynamic loads on the model from the inertial loads. Therefore, the accuracy of inertial load measurements directly impacts the accuracy of wind tunnel test data, particularly drag measurements. By lightweighting the model, the proportion of the dynamic model's inertial load within the balance's design range can be significantly reduced, effectively increasing balance sensitivity and, consequently, the accuracy of force measurements.

[0005] The aforementioned lightweight solution (CN106840597A) is designed for traditional wind tunnels with relatively small acceleration and deceleration shocks and can still meet the strength requirements of the model. However, its load-bearing frame structure has at least the following deficiencies in the "body-moving, wind-static" maglev flight wind tunnel test with accelerations and decelerations as high as 20g: the specific strength / specific stiffness of fiberglass and aluminum alloys makes it difficult to meet dynamic stability requirements under high-speed impacts; and it cannot balance lightweighting with rigidity requirements.

[0006] Therefore, there is an urgent need for a dynamic model that can simultaneously ensure the lightweight and rigidity of the model under high-speed impact. Summary of the Invention

[0007] The present invention aims to provide a lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel, so as to partially solve or alleviate the above-mentioned deficiencies in the prior art, and to ensure the overall rigidity of the model while meeting the requirements for lightweighting the model.

[0008] In order to solve the above-mentioned technical problems, the present invention specifically adopts the following technical solutions:

[0009] A lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel, comprising:

[0010] A first section module, a second section module, and a third section module connected in sequence, wherein the first section module is used to simulate the nose portion of the aircraft, and the outer sides of the first section module, the second section module, and the third section module are covered with a discontinuous skin layer;

[0011] The second section module includes: at least one longitudinal bracket arranged along the longitudinal direction of the aircraft, and at least one transverse bracket arranged to intersect the longitudinal bracket, wherein the longitudinal bracket and the transverse bracket form a hollow space inside the skin layer; a first connecting portion is provided at a second end of the second section module;

[0012] The third section module includes: a support frame, a mounting space provided at the center of the support frame along its length, at least one hollow hole provided on either side of the mounting space; a second connecting portion provided at a first end of the support frame, and an internal channel provided at a second end of the mounting space for accommodating a tail support rod;

[0013] The second end of the second section module is provided with a first raised edge, and the first end of the third section module is provided with a second raised edge;

[0014] When the second connecting part is inserted into the first connecting part and fixed, and the tail support rod is inserted into the internal channel and fixed, the first raised edge and the second raised edge are fitted together to form a spacer layer, and the non-continuous skin layer is distributed on both sides of the spacer layer to cover the second section module and the third section module, and the first section module, the second section module and the third section module and the tail support rod are connected into a whole.

[0015] As an improvement, it further includes a force sensor and an acceleration sensor arranged at the front end of the installation space.

[0016] As an improvement, a detachable cover plate is provided on the periphery of the installation space, and the skin layer is provided with an operating hole corresponding to the cover plate.

[0017] As an improvement, the surface of the support frame is provided with at least one supporting protrusion, the skin layer is provided with at least one supporting hole cooperating with the supporting protrusion, and the edge of the supporting hole is around and fits around the edge of the supporting protrusion.

[0018] As an improvement, the transverse support comprises at least a first crossbeam and a second crossbeam with different heights, and the first crossbeam and the second crossbeam are staggered.

[0019] As an improvement, a connecting piece is provided between the force sensor and the tail support rod. When connecting pieces with different sizes are installed in the installation space, the installation space can accommodate force sensors with different sizes.

[0020] As an improvement, the hollow hole is triangular in shape.

[0021] As an improvement, the material of the first section module is aluminum alloy.

[0022] As an improvement, a gap is left between the tail support rod and the skin layer of the third section module.

[0023] As an improvement, it also includes: an arc-shaped guide rail, which is provided with multiple first mounting positions along its length direction; a guide rail connector, the first end of which is provided with a mounting hole for snapping into the tail support rod, and the guide rail connector is provided with a second mounting position corresponding to the first mounting position.

[0024] Beneficial technical effects:

[0025] Traditional wind tunnels use a "static-wind-moving" testing mode, where the model remains relatively stationary, while airflow simulates its velocity. However, this "static-wind-moving" testing mode is contrary to the actual flight conditions of an aircraft, ignoring the effects of continuous velocity changes (a = dv / dt). Therefore, it is difficult to accurately reflect the actual forces acting on an aircraft during high maneuvers. Maglev flight wind tunnels operate in a "moving-wind-static" mode, offering a natural advantage in studying and solving dynamic aerodynamic problems at the "low-to-high-speed" speed range. This allows for a more realistic simulation of the dynamic characteristics of aircraft, playing a significant role in further improving my country's aerodynamic test equipment system.

[0026] In stark contrast to traditional wind tunnel testing, which relies on a "one-piece" design (a one-piece load-bearing frame structure and a one-piece model shell) to ensure the strength of the frame structure, this application proposes a "discontinuous staggered-layer model design" for a "body-moving, wind-static" maglev flight wind tunnel model. This design achieves lightweighting while maintaining overall rigidity, thus meeting the testing requirements under acceleration impact (the acceleration / deceleration of the maglev platform is approximately 20g). The lightweight model design significantly reduces the proportion of the dynamic model's inertial load within the design range of the balance, effectively improving balance sensitivity and thus the accuracy of force sensor measurements. Furthermore, the model's internal modules and external skin layers utilize a discontinuous design. Furthermore, staggered layers are used within the modules and between the modules and the skin, making the model easy to disassemble and replace while achieving the strength benefits of the "one-piece" design used in existing technologies.

[0027] Specifically, this model adopts a discontinuous three-section design, and designs the internal frame into three independent modules. The materials of the vulnerable parts (such as the tip) and other parts (such as the second section module) of the three modules are differentiated, and independent skin layers are covered on the three sections of the module. If one of the parts (especially the tip) is damaged, the damaged part can be quickly replaced, while the other parts, especially the third section module that carries the core components, can be reused, thereby reducing the model cost. Furthermore, the second and third modules adopt a hollow staggered design, which can reduce the weight of the model while ensuring the connection strength between modules and between modules and the skin. For example, the discontinuous second module and the third module are seamlessly connected through the staggered spacer layer, so that the overall model achieves the strength effect of an "integrated design" while ensuring the signal transmission efficiency in the three modules of metal material; for example, the staggered first and second beams effectively support the skin layer at different positions in the length direction of the model, and the support protrusions staggered with the support frame effectively limit the position of the skin layer, thereby ensuring the lightweight of the model while ensuring the strength of the model and the convenience of disassembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for the embodiments or the description of the prior art. In all drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the various elements or parts are not necessarily drawn according to the actual scale. Obviously, the drawings described below are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings without inventive work.

[0029] Figure 1 This is an overall structural diagram of the dynamic model in an embodiment of the present invention;

[0030] Figure 2 is a partial structural diagram of a dynamic model in an embodiment of the present invention;

[0031] Figure 3 Schematic diagram of the second section module in the dynamic model according to an embodiment of the present invention;

[0032] Figure 4 Schematic diagram of the third section module of the dynamic model in an embodiment of the present invention;

[0033] Figure 5 A partial structural diagram of the dynamic model from another angle of the dynamic model in an embodiment of the present invention;

[0034] Figure 6 is another partial schematic diagram of the dynamic model in an embodiment of the present invention;

[0035] Figure 7 is another schematic diagram of the second segment module in the dynamic model in an embodiment of the present invention;

[0036] Figure 8 Schematic diagram of the guide rail portion of the dynamic model in an embodiment of the present invention;

[0037] Figure 9 Schematic diagram of the structure of the guide rail connector of the dynamic model in an embodiment of the present invention.

[0038] Summary of reference numerals: 10, first section module; 20, second section module; 21, longitudinal bracket; 22, transverse bracket; 221, first crossbeam; 222, second crossbeam; 23, first connecting part; 24, first raised edge; 30, third section module; 31, installation space; 32, internal channel; 33, second raised edge; 34, supporting protrusion; 311, supporting frame; 312, second connecting part; 313, cover plate; 40, tail support rod; 50, arc-shaped guide rail; 51, first mounting position; 60, guide rail connector; 61, second mounting position; 70, force sensor; 80, acceleration sensor; 90, connector; 100, hollow hole; 101, first hole; 102, second hole; 103, third hole; 104, force distribution plane. DETAILED DESCRIPTION

[0039] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in 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. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0040] Herein, suffixes such as "module," "component," or "unit" used to represent elements are only used to facilitate description of the present invention and have no specific meaning. Therefore, "module," "component," or "unit" may be used interchangeably.

[0041] As used herein, terms such as "upper," "lower," "inner," "outer," "front," "back," "one end," and "the other end" indicate positions or locations based on those shown in the accompanying drawings. These terms are intended solely to facilitate and simplify the description of the present invention and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0042] As used herein, unless otherwise expressly specified or limited, the terms "installed," "provided with," and "connected" should be understood broadly. For example, "connected" may refer to a fixed connection, a detachable connection, or an integral connection; it may refer to a mechanical connection, a direct connection, an indirect connection via an intermediate medium, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention on a case-by-case basis.

[0043] Herein, "plurality" means two or more than two, ie, it includes two, three, four, five, etc.

[0044] As used in this specification, the term "about" typically means + / - 5% of the stated value, more typically + / - 4% of the stated value, more typically + / - 3% of the stated value, more typically + / - 2% of the stated value, even more typically + / - 1% of the stated value, and even more typically + / - 0.5% of the stated value.

[0045] In this specification, certain embodiments may be disclosed in a format that is within a range. It should be understood that this description of "being within a range" is merely for convenience and brevity and should not be construed as a rigid limitation on the disclosed range. Therefore, the description of a range should be considered to have specifically disclosed all possible subranges and independent numerical values ​​within this range. For example, the description of a range of 1 to 6 should be considered to have specifically disclosed subranges such as from 1 to 3, from 1 to 4, from 1 to 5, from 2 to 4, from 2 to 6, from 3 to 6, etc., as well as independent numbers within this range, such as 1, 2, 3, 4, 5, and 6. Regardless of the breadth of the range, the above rules apply.

[0046] Example 1:

[0047] A lightweight dynamic model of an aircraft based on a maglev flight wind tunnel, see Figures 1-9 ,include:

[0048] The first section module 10, the second section module 20 and the third section module 30 are connected in sequence, wherein the first section module 10 is used to simulate the pointed part of the aircraft, and the outer sides of the first section module 10, the second section module 20 and the third section module 30 are covered with a non-continuous skin layer; wherein non-continuous means that the segmented multi-section structure is combined in a direct or indirect connection manner.

[0049] See also Figure 3 The second-segment module 20 includes: at least one longitudinal bracket 21 arranged along the longitudinal direction of the aircraft, and at least one transverse bracket 22 arranged to intersect the longitudinal bracket 21, wherein the longitudinal bracket 21 and the transverse bracket 22 form a hollow space within the skin layer; a first connecting portion 23 is provided at the second end of the second-segment module 20. The longitudinal direction includes the direction pointed by the line connecting any point on the first end of the second-segment module and any point on the second end, that is, the overall longitudinal direction is toward the length of the aircraft, but is not necessarily parallel to the length; the transverse direction is the overall direction toward the width of the aircraft and forms a certain angle with the longitudinal direction. It should be noted that both the longitudinal bracket 21 and the transverse bracket 22 can be curved brackets with a certain curvature.

[0050] See also Figure 4The third-segment module 30 comprises a support frame 311. An installation space 31 is defined along its length at its center. At least one hollow hole is defined on either side of the installation space 31. Specifically, the support frame 311 is provided with multiple hollow holes, one on each side of the installation space 31, to reduce the overall mass of the model. A second connecting portion 312 is defined at the first end of the support frame 311, and an internal passage 32 for accommodating the tail strut is defined at the second end of the installation space 31. The third-segment module 30 serves as both a mounting base for the model's components and a load-bearing component. The material used for the third-segment module 30 is 7075-T6 aluminum alloy. The design of the third-segment module 30 is based on the alignment of the model's moment reference center with the force decomposition center of the load cell 70 (preferably a six-component load cell). Furthermore, the front and rear fuselage separation surfaces (i.e., the connection surfaces between the second-segment module 20 and the third-segment module 30) are appropriately selected to facilitate assembly and disassembly of the load cell 70 and the acceleration sensor 80.

[0051] When the second connecting portion 312 is inserted into the first connecting portion 23 and fixed, and the tail support rod 40 is inserted into the internal channel 32 and fixed, the first section module 10, the second section module 20, the third section module 30 and the tail support rod 40 are connected into a whole.

[0052] In some embodiments, the second end of the second section module 20 is provided with a first raised edge 24, and the first end of the third section module 30 is provided with a second raised edge 33; when the second connection part 312 is inserted into the first connection part 23 and fixed, the first raised edge 24 and the second raised edge 33 are fitted together to form a spacer layer, and the non-continuous skin layer is distributed on both sides of the spacer layer to cover the second section module 20 and the third section module 30, that is, the skin layers on the second section module 20 and the third section module 30 are not in direct contact. During the disassembly process, the two can be easily separated by removing the first connection part 23 and the second connection part 312, and the spacer layer can compensate for the force conduction path between the segmented second section module and the third section module to avoid the gap between the two affecting force transmission, thereby affecting the test results.

[0053] In some embodiments, the first raised edge 24, the second raised edge 33 and the skin layer have the same thickness, so that a "continuous surface" of the same height is formed between the second section module and the third section module to reduce resistance and achieve the effect of "integrated design".

[0054] Herein, the first end refers to the end close to the tip portion, and the second end refers to the end close to the tail support rod 40. Figure 2 The direction a pointed by the middle arrow is the direction from the first end to the second end.

[0055] The model with the above structure adopts a discontinuous staggered three-section design, dividing the internal frame into three independent modules according to functional sections (including the vulnerable part of the tip, the load-bearing section, and the test section for installing components such as sensors, where the vulnerable part, the load-bearing section, and the test section correspond to the first section module 10, the second section module 20, and the third section module 30, respectively). The three modules (the first section module 10, the second section module 20, and the third section module 30) are connected in sequence, and at least a portion of the skin layers on the three modules are installed in intervals. The staggered spacing layer and the skin layer form a "continuous" smooth surface similar to an integrated structure. This facilitates the disassembly and assembly of multiple modules (preventing adhesion between the skins) while ensuring the strength of the overall model. That is, after the model is partially damaged by a high-speed impact, the damaged module can be disassembled and replaced separately, while achieving the same strength as the "integrated design" model in the prior art.

[0056] In some specific embodiments, the model structure is divided into a front fuselage skin, a rear fuselage skin, a nose tip (i.e., the first section module 10), a front fuselage frame (i.e., the second section module 20), a rear fuselage frame (i.e., the third section module 30), a front-rear fuselage connector, a cover plate 313, a six-component force sensor 70, a model-force sensor 70 connector, a force sensor 70-strut connector, a tail strut, a strut-guide rail connector 60, an arc guide rail 50, an acceleration sensor 80 (a total of 5), an angle measuring block, a φ12 threaded pin, a positioning pin, and a screw.

[0057] In some embodiments, the second end of the second section module 20 is recessed inward to form a first connection portion 23, and the first end of the third section module 30 is protruded outward to form a second connection portion 312. Corresponding positioning holes (e.g., pin holes) are respectively provided on the first connection portion 23 and the second connection portion 312.

[0058] In some embodiments, the second connecting portion 312 includes, but is not limited to, a cylindrical shape, a rectangular parallelepiped, or a polygonal shape.

[0059] In some embodiments, the skin layer is composed of carbon fiber composite materials. Specifically, the skin layer can adopt a carbon fiber + PMI (polyacrylimide) foam sandwich structure, that is, the skin layer is divided into three layers, the inner and outer layers are carbon fiber materials, and the middle layer is filled with foam, so as to achieve the effect of light weight and high strength.

[0060] In some embodiments, the skin layer thickness ranges from 2mm to 3mm, the outer and inner carbon fiber layers are both 0.5mm to 1mm thick, and the foam interlayer is approximately 1mm thick. The skin layer utilizes the low-cost, high-efficiency VARI (vacuum resin infusion) molding process, with a paint-free surface treatment and a gel coat layer applied. This fully displays the natural color of the carbon fiber grain, improving the model's surface precision and aesthetics, with a surface accuracy of less than 0.2mm. Regarding the assembly of the carbon fiber skin with the internal load-bearing skeleton, a one-step positioning and integrated molding technology is used to achieve precise assembly of the internal skeleton and the carbon fiber composite skin. The interface between the carbon fiber skin and metal parts is bonded using a bonding solution to effectively prevent damage to the connection interface.

[0061] In some embodiments, a force sensor (preferably a six-component force sensor 70 ) and an acceleration sensor 80 (preferably 5) are further included at the front end of the installation space 31 .

[0062] In some embodiments, a connecting member 90 is provided between the force sensor 70 and the tail support rod 40. When connecting members 90 of different sizes are installed in the installation space 31, the installation space 31 can accommodate force sensors 70 of different sizes, that is, the connecting member 90 is located in the middle position of the installation space 31, and its front end is used to fix the force sensor 70. By changing the size of the connecting member 90, the length of the installation space 31 located at the front end of the connecting member 90 can be changed, thereby adapting to force sensors 70 of different sizes.

[0063] In some embodiments, a removable cover plate 313 is provided on the periphery of the installation space 31, and the skin layer is provided with an operation hole corresponding to the cover plate 313. In some specific embodiments, an angle measurement platform is provided at the top of the installation space 31, and the cover plate 313 covers the angle measurement platform. After the cover plate 313 is removed, the model attitude angle and the installation angle of the force sensor 70 can be accurately measured using an optical inclinometer, facilitating the installation of the model and the force sensor 70 before testing.

[0064] In some embodiments, a metal edge seal is provided on the periphery of the installation space, and the cover plate is located inside the metal edge seal. The metal edge seal is used to separate the cover plate from the skin, that is, the skin and the cover plate are not in direct contact, thereby preventing the force from being transmitted to the skin and dispersed.

[0065] In some embodiments, the surface of the support frame 311 is provided with at least one supporting protrusion 34, and the skin layer is provided with at least one supporting hole that cooperates with the supporting protrusion, with the edge of the supporting hole surrounding and fitting around the edge of the supporting protrusion 34. By implementing a staggered layer design on the support frame 311 of the third-segment module 30 (i.e., providing supporting protrusions 34 of different thicknesses on the support frame 311), the skin layer can be further connected to the support frame 311 at different levels through the supporting protrusions 34, thereby improving the connection strength between the two.

[0066] In some embodiments, the transverse support 22 includes at least a first crossbeam 221 and a second crossbeam 222 of different heights, and the first crossbeam 221 and the second crossbeam 222 are staggered. Staggered distribution means that the first crossbeam 221 and the second crossbeam 222 are staggered in the longitudinal direction of the aircraft. The two crossbeams are arranged in parallel but at different positions on the aircraft. For example, the spacing between the first crossbeam 221 and the third section module is greater than the spacing between the second crossbeam 222 and the third section module. By providing multiple crossbeams with staggered distribution, the skin layer can be effectively supported at different positions along the longitudinal direction of the model, further improving the bearing capacity of the model.

[0067] In some embodiments, the width and / or cross-sectional area of ​​the aircraft gradually increases from its first end to the second end, so that the aircraft as a whole is triangular in shape, that is, the width and / or cross-sectional area of ​​the first section module, the second section module and the third section module gradually increase, and the width and cross-sectional area of ​​the second end of the first section module are the same as the first end of the second section module, and the width and cross-sectional area of ​​the second end of the second section module are the same as the first end of the third section module, and the three section modules transition smoothly and connect.

[0068] In some embodiments, the first section module 10 and the third section module 30 can be made of aluminum alloy material (e.g., 7075-T6 aluminum alloy), and the second section module 20 can be made of alloy structural steel (e.g., 30CrMnSiA), and the three modules are separately connected to their corresponding skin layers by adhesive bonding to form three independent modules with skin layers. That is, based on the above-mentioned multi-module non-continuous staggered layer design, the present application further differentiates the multiple modules from the material, that is, forms a "weak-strong-weak" sandwich-type load-bearing material setting, so that the model has a better load-bearing capacity distribution, which can not only meet the needs of rapid disassembly between modules, but also ensure the overall synergistic effect.

[0069] In some embodiments, the hollow hole 100 is quasi-triangular in shape, where "quasi-triangular" means that the hollow hole is triangular as a whole, but two of the corners of the triangle are chamfered, and the other corner is cut to form a shorter force distribution plane. The two ends of the force distribution plane are chamfered, and there are no sharp corners in the entire hollow hole. This forms a stable structure, further improves the stability of the hollowed-out second-segment module 20 and the third-segment module 30, and optimizes the force transmission path. Specifically, the "quasi-triangular" hollow hole can disperse stress and is particularly suitable for delta-wing aircraft. During the flight of a delta-wing aircraft, the resistance is gradually transmitted from the first end to the second end. In this process, stress concentration is particularly prone to occur. In an aircraft with the above structure, its force distribution plane can effectively distribute the force from the aircraft tip (first end) and transmitted through the second end module to the entire third section module, preventing stress concentration from damaging it.

[0070] In some embodiments, see Figure 4 The hollow hole 100 includes a first hole 101, a second hole 102 and a third hole 103 which are arranged in sequence from the first end to the second end of the third section module 30. The force distribution plane 104 of the first hole 101 is located at the first end of the third section module 30, the force distribution plane 104 of the second hole 102 is located at the side of the third section module, and the force distribution plane 104 of the third hole 103 is located at the second end of the third section module 30. The three holes can respectively disperse the resistance from the first end, side and second end of the third section module 30, and distribute the force to the third section module 30 as evenly as possible, thereby further ensuring the strength of the third section module which has both load-bearing and component-bearing functions.

[0071] In other words, completely different from the traditional undifferentiated "integrated" design, the present application actually provides a high-strength, lightweight aircraft dynamic model that optimizes the force transmission path and divides it into functional segments, which is particularly suitable for delta-wing aircraft. Specifically, the front end of the aircraft has extremely high requirements for force transmission. That is, the resistance generated at the tip during flight needs to be transmitted to the sensor as much as possible for collection. After the force is transmitted to the rear end sensor and collected, it needs to be dispersed as much as possible to various areas to avoid continuous force impact and damage to the aircraft. The present application uses a partitioned design of the first and second modules as the main force transmission areas, and distinguishes them from each other in terms of materials. This can ensure the strength of the force transmission areas while allowing for partial replacement of damaged parts. The third module acts as a force decomposition area, and its force distribution plane can effectively distribute the force from the aircraft tip (first end) and transmitted through the second end module to the entire third module, preventing stress concentration and damage.

[0072] In some embodiments, a gap is left between the tail support rod 40 and the skin layer of the third section module 30, the height of the gap ranges from 3mm to 5mm, and the tail support rod 40 is also not in direct contact with the inner surface of the third section module 30 (that is, the internal shape surface of the third section module 30) to ensure that the force measurement data is more reliable.

[0073] In some embodiments, the second end of the third section module is W-shaped, that is, the second end of the third section module is bent four times from one end to the other, forming a V-shaped structure at both ends of the support rod, and there is a filling gap (preferably 3mm-5mm) between the second end of the third section module and this part of the skin, and the filling gap is filled with filler (such as foam), that is, this solution performs a lightweight load-bearing design on the second end of the third section module, while ensuring its strength, reducing the overall weight of the aircraft.

[0074] In some embodiments, see Figure 8 and Figure 9 The system also includes a curved guide rail 50 with multiple first mounting locations 51 (e.g., pinholes) along its length; a guide rail connector 60 with a mounting hole at its first end for receiving the tail strut; and a second mounting location 61 (e.g., a pinhole) corresponding to the first mounting location 51. The tail strut + curved guide rail 50 manually variable angle of attack configuration allows for adjustment of the angle of attack from 0° to 12° in 2° increments. The overall structural design and component material selection are rational, the processing technology is mature, the components are easy to disassemble and assemble, and the positioning is reliable. The strength verification results meet the requirements of test use.

[0075] In some specific embodiments, the curved guide rail 50 is made of 30CrMnSiA alloy steel and weighs approximately 8.5 kg. It can rotate from 0° to 16° about the model's pitch axis, around the model's moment reference center. Nine φ12 locating pin holes are designed to enable model rotation from -2° to 16°. Ten M6 threaded holes are also provided, spaced 2° apart. Each angle is positioned using a φ12 cylindrical pin and secured with 4 x M6 screws. The next angle uses the same two threaded holes as the previous angle, allowing manual adjustments of the model's angle of attack from 0° to 12° in 2° increments. The curved guide rail 50 is aligned with the inertial mechanical decoupling device mounting base using 2 x φ10 locating pin holes and then secured with 6 x M8 screws before being mounted to the magnetic levitation platform. The curved guide rail 50 provides space for routing the cables for the force sensor 70 and accelerometer 80.

[0076] In some embodiments, a wiring hole is provided inside the tail support rod. For example, the tail support rod 40 adopts a hollow design, and the wires of the sensor are led out through its internal channel 32.

[0077] In summary, this application is completely different from the prior art design approach of ensuring the strength of the model frame structure through an "integrated" design (integrated frame load-bearing structure and integrated model shell). This application provides a "discontinuous staggered-layer model design" for a "body-moving, wind-static" maglev flight wind tunnel model. This ensures the model's overall rigidity while maintaining its lightweight, thus meeting the test requirements under accelerated impact (the acceleration / deceleration of the maglev platform is approximately 20g). The internal modules and external skin layers of this model both adopt a discontinuous design. Furthermore, staggered-layer designs are used within the modules and between the modules and the skin. This makes the model easy to disassemble and replace while achieving the strength effect of the "integrated setup" of the prior art.

[0078] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0079] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the present invention and the claims, all of which are protected by the present invention.

Claims

1. A lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel, characterized in that: include: A first section module (10), a second section module (20), and a third section module (30) are sequentially connected, wherein the first section module (10) is used to simulate the tip of an aircraft, and the outer sides of the first section module (10), the second section module (20), and the third section module (30) are covered with a non-continuous skin layer; The second section module (20) comprises: at least one longitudinal bracket (21) arranged along the longitudinal direction of the aircraft, and at least one transverse bracket (22) arranged to intersect the longitudinal bracket (21), wherein the longitudinal bracket (21) and the transverse bracket (22) form a hollow space inside the skin layer; a first connecting portion (23) is provided at a second end of the second section module (20); The third section module (30) comprises: a support frame (311); a mounting space (31) is provided at the center of the support frame (311) along its length direction; at least one hollow hole (100) is provided on both sides of the mounting space (31); a second connecting portion (312) is provided at a first end of the support frame (311); and an internal channel (32) for accommodating a tail support rod is provided at a second end of the mounting space (31); The second end of the second section module (20) is provided with a first raised edge (24), and the first end of the third section module (30) is provided with a second raised edge (33); When the second connecting portion (312) is inserted into the first connecting portion (23) and fixed, and the tail support rod (40) is inserted into the internal channel (32) and fixed, the first raised edge (24) and the second raised edge (33) are fitted together to form a spacer layer, and the non-continuous skin layer is distributed on both sides of the spacer layer to cover the second section module (20) and the third section module (30), and the first section module (10), the second section module (20) and the third section module (30) and the tail support rod (40) are connected to form a whole.

2. The lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel according to claim 1, characterized in that: It also includes a force sensor (70) and an acceleration sensor (80) arranged at the front end of the installation space (31).

3. The lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel according to claim 1, characterized in that: A detachable cover plate (313) is provided on the periphery of the installation space (31), and an operating hole corresponding to the cover plate (313) is provided on the skin layer.

4. The lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel according to claim 1, characterized in that: The surface of the support frame (311) is provided with at least one support protrusion (34), and the skin layer is provided with at least one support hole that cooperates with the support protrusion (34), and the edge of the support hole surrounds and fits around the edge of the support protrusion (34).

5. The lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel according to claim 1, characterized in that: The transverse support (22) comprises at least a first crossbeam (221) and a second crossbeam (222) having different heights, and the first crossbeam (221) and the second crossbeam (222) are staggered.

6. The lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel according to claim 2, characterized in that: A connecting piece (90) is provided between the force sensor (70) and the tail support rod (40). When connecting pieces (90) of different sizes are installed in the installation space (31), the installation space (31) can accommodate force sensors (70) of different sizes.

7. The lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel according to claim 1, characterized in that: The hollow hole (100) is in a triangular shape.

8. The lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel according to claim 1, characterized in that: The first section module and the third section module are made of aluminum alloy, and the second section module is made of alloy steel.

9. The lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel according to claim 1, characterized in that: A gap is left between the tail support rod (40) and the skin layer of the third section module (30).

10. The lightweight dynamic model of an aircraft based on a magnetic levitation flight wind tunnel according to claim 1, characterized in that: Also includes: An arc-shaped guide rail (50), wherein the arc-shaped guide rail (50) is provided with a plurality of first mounting positions (51) along its length direction; A guide rail connector (60) is provided at a first end thereof with a mounting hole for snapping into the tail support rod, and a second mounting position (61) corresponding to the first mounting position (51) is provided on the guide rail connector (60).

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