A test apparatus and method for a distributed propeller vertical takeoff and landing aircraft

Abstract

This invention discloses a test apparatus and method for distributed propeller-driven vertical takeoff and landing (VTOL) aircraft. The apparatus includes a support base, to which a lifting strut is connected via a pitch drive mechanism and a sideslip drive mechanism. Multiple sets of multi-degree-of-freedom support arm assemblies are connected to the lifting strut via multiple lifting components, and each support arm assembly is equipped with a propeller. The method includes the following steps: installing the test apparatus; adjusting the installation position of the support arm assemblies on the lifting strut and the shape of the support arm assemblies themselves according to the relative positions of the support arms of different aircraft; starting the propellers to achieve the required rotational speed; starting the wind tunnel and adjusting the wind speed to match the aircraft's flight speed; and adjusting the pitch angle and / or sideslip angle and / or three-axis attitude of the propellers as needed. Through modular structural design and dynamic parameter adjustment mechanisms, tests of distributed propeller-driven aircraft with different layouts are achieved on the same wind tunnel platform.

Description

Technical Field

[0001] This invention relates to an experimental apparatus and method for a distributed propeller vertical takeoff and landing aircraft, belonging to the field of aircraft experimental technology. Background Technology

[0002] Distributed propeller-driven vertical takeoff and landing (VTOL) aircraft, due to their simple structure (similar to unmanned aerial vehicles), are widely used in various sectors of the national economy. The propellers primarily provide power for takeoff, landing, and forward flight. Their configuration features multiple propellers supported by outriggers. During vertical takeoff and landing, the propellers rotate at the same speed, primarily providing lift. During forward flight, different propeller speeds are controlled to adjust the lift levels, thereby controlling the movement of the VTOL aircraft.

[0003] The existing technological system lacks experimental solutions for dynamic attitude adjustment of distributed propeller aircraft, and cannot simulate the force and torque balance achieved by the three-axis tilting of propellers during flight. This has resulted in a long-standing technological gap in wind tunnel testing research in this field, severely hindering the aerodynamic optimization and engineering application of aircraft. Furthermore, current wind tunnel testing technologies primarily utilize equipment designed for fixed-wing aircraft or structurally fixed helicopters, employing customized fixed solutions for their support structures and drive mechanisms. This makes them unsuitable for the diverse boom layout requirements of distributed propeller aircraft. Specifically, since propeller layout directly affects the aerodynamic performance and noise of the entire aircraft, research on propeller layouts under different test parameters is relatively important. Currently, distributed propeller vertical takeoff and landing aircraft have varying layouts, with significant differences in the number and length of booms and the spatial distribution of propellers. If traditional component replacement testing methods are used, support arm assemblies, drive assemblies, etc., need to be designed separately for distributed propeller aircraft with different layouts, and the cost of a single test can reach tens of thousands of yuan or even higher. Moreover, the specialized equipment cannot be reused, making it difficult for research institutions to undertake high-frequency, multi-parameter testing requirements. This is also an important reason for the previous lack of wind tunnel testing research in this field. How to conduct wind tunnel tests on aircraft, and how to enable different types of aircraft to conduct wind tunnel tests on the same platform, thereby improving platform utilization, is an important problem that must be addressed. Summary of the Invention

[0004] The purpose of this invention is to address the lack of wind tunnel test platforms adapted to distributed propeller layouts in the existing technology, and the shortcomings of traditional solutions such as high cost, low versatility, and difficulty in simulation. This invention provides a test device and method for distributed propeller vertical take-off and landing aircraft, which can realize the feasibility of testing distributed propeller aircraft with different layouts on the same wind tunnel platform through modular structural design and dynamic parameter adjustment mechanism.

[0005] The technical solution adopted in this invention is as follows:

[0006] An experimental device for a distributed propeller vertical take-off and landing aircraft includes a support base, the support base being connected to a lifting strut via a pitch drive mechanism and a sideslip drive mechanism, the lifting strut being connected to multiple sets of support arm assemblies with multiple degrees of freedom via multiple lifting components, and the support arm assemblies being equipped with propellers.

[0007] Alternatively, multiple lifting components may be circumferentially distributed on the lifting support.

[0008] Alternatively, the lifting assembly includes a slide rail mounted on the lifting support column, and a slider connector is provided on the slide rail, the slider connector being rotatably connected to the support arm assembly.

[0009] Alternatively, the support arm assembly includes a guide rail mounting base, which is rotatably connected to the lifting assembly via a rotating assembly; a bracket that can be translated along the guide rail mounting base is connected below the guide rail mounting base via a translation assembly, and the propeller is mounted on the bracket, with the propeller connected to a first drive motor.

[0010] Alternatively, the propeller can be mounted on the outer end of the mounting bracket via a three-axis motor attitude adjustment device.

[0011] Alternatively, the tail end of the guide rail mounting base is rotatably connected to the lifting assembly; the rotating assembly is a telescopic member connected to the support arm assembly, the other end of the telescopic member is rotatably connected to the lifting assembly, and the telescopic member drives the support arm assembly to rotate by telescoping.

[0012] Alternatively, the translation component includes a lead screw mounted on a guide rail mounting base, the lead screw being connected to a second drive motor, and a slider nut being provided on the lead screw, the slider nut being connected to the bracket via a connecting plate.

[0013] A test method for a distributed propeller-driven vertical takeoff and landing aircraft includes the following steps:

[0014] S1. Install the test equipment to form a basic support platform;

[0015] S2. Adjust the installation position of the support arm assembly on the lifting strut and the shape of the support arm assembly itself according to the relative position of the support arms of different aircraft.

[0016] S3. Start the propeller and bring it to the required speed.

[0017] S4. Start the wind tunnel and adjust the wind speed to match the aircraft's flight speed.

[0018] S5. Adjust the pitch angle and / or sideslip angle and / or three-axis attitude of the propeller as needed.

[0019] Alternatively, in step S2,

[0020] Horizontal position adjustment: The second drive motor in the translation component drives the lead screw to rotate. The lead screw drives the slider nut to move linearly along the guide rail of the guide rail mounting seat through the threaded pair. The slider nut is rigidly connected to the bracket through the connecting plate, thereby driving the bracket and propeller to move synchronously, realizing the adjustment of the horizontal distance from the center of the propeller to the lifting support.

[0021] Tilting angle adjustment: The extension or retraction of the telescopic component pushes the guide rail mounting base to swing up and down around its rotation fulcrum with the lifting component, thereby causing the entire support arm assembly to tilt forward or backward, thus achieving tilt angle adjustment.

[0022] Vertical height adjustment: The support arm assembly is connected to the slide rail of the lifting column through a slider connector. The slider connector can move up and down along the slide rail. When it is necessary to adjust the vertical height of the support arm assembly, the slider connector is driven to move on the slide rail, which drives the support arm assembly to rise and fall as a whole, thereby adjusting the vertical position of the propeller.

[0023] Alternatively, in step S5,

[0024] Pitch angle adjustment: The pitch angle of the aircraft is dynamically adjusted by the pitch drive mechanism to accurately reproduce the attitude changes in forward flight and simulate the process of converting lift into thrust.

[0025] Sideslip angle adjustment: The rotor is driven to rotate around the elevator strut by the sideslip drive mechanism to realize the simulation of sideslip or yaw of the aircraft in the horizontal plane, and reproduce the motion state when the crosswind is disturbed or turning.

[0026] Three-axis attitude dynamic adjustment: With the help of the motor attitude three-axis adjustment device, the tilt angle of the propeller in the X, Y and Z axes is adjusted in real time to accurately simulate the force balance state during uniform flight and the dynamic change of the thrust direction when the attitude changes, so as to ensure the coordinated balance of thrust and torque.

[0027] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0028] 1. The present invention provides a test apparatus and method for distributed propeller vertical take-off and landing aircraft, which significantly overcomes the limitations of traditional wind tunnel test apparatuses through a modular and adjustable structural design. The linkage between the support base and the pitch and sideslip drive mechanism, together with the flexibly adjustable propeller support arm on the lifting strut, enables rapid adaptation of the propeller support arm length, tilt angle, and relative position, meeting the test requirements of different layout aircraft without the need to replace parts.

[0029] 2. The present invention provides a test device and method for a distributed propeller vertical take-off and landing aircraft. The coordination of the motor attitude three-axis adjustment device and the drive mechanism can dynamically simulate the changes in the aircraft's attitude such as forward flight and yaw, as well as the changes in the propeller thrust direction. Combined with the coupled control of wind tunnel flow field and propeller speed, it can accurately reproduce the force and torque balance in real flight, providing high-precision data support for aerodynamic performance, noise optimization and other research, and realizing efficient multi-condition testing of distributed propeller aircraft on the same platform. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of an experimental device for a distributed propeller vertical takeoff and landing aircraft.

[0031] Figure 2 This is a structural diagram of the support arm assembly and the lifting strut.

[0032] Figure 3 This is a structural diagram of the support arm assembly.

[0033] The markings in the diagram are: 1-support base, 2-pitch drive mechanism, 3-side sliding drive mechanism, 4-lifting column, 5-lifting assembly, 51-slide rail, 52-slider connector, 6-support arm assembly, 61-guide rail mounting base, 62-rotation assembly, 63-translation assembly, 631-lead screw, 632-second drive motor, 633-slider nut, 634-connecting plate, 64-hanger, 65-motor attitude three-axis adjustment device, 7-propeller. Detailed Implementation

[0034] The present invention will now be described in detail with reference to the accompanying drawings.

[0035] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0036] An experimental device for a distributed propeller-driven vertical takeoff and landing aircraft, such as Figure 1-3 As shown, it includes a support base 1, which is connected to a lifting column 4 via a pitch drive mechanism 2 and a side slide drive mechanism 3. Multiple sets of support arm assemblies 6 with multiple degrees of freedom are connected to the lifting column 4 via multiple lifting components 5. The support arm assembly 6 is equipped with a propeller 7.

[0037] The support base 1 serves as the basic carrier, and the pitch drive mechanism 2 enables dynamic adjustment of the overall pitch angle of the aircraft, replicating attitude changes during forward flight. The sideslip drive mechanism 3 drives the elevator strut 4 to rotate the propeller 7 around its axis, simulating the aircraft's motion under yaw or crosswind influence. The integration of these two drive mechanisms solves the problem of traditional devices being unable to dynamically simulate the overall attitude of the aircraft. Multiple lifting components 5 on the elevator strut 4 can move the support arm assembly 6 vertically, precisely adjusting the height difference of different propellers 7 to match the non-coplanar rotor layout requirements of actual aircraft, overcoming the bottleneck of traditional devices being unable to handle diverse layouts. The support arm assembly 6 has multi-degree-of-freedom adjustment capabilities, allowing aircraft models with different layouts to be quickly adapted to the same test platform through parameter adjustments, avoiding the high cost of traditional custom parts and significantly improving platform utilization. It can also precisely control the direction of the thrust, solving the technical problem of traditional devices being unable to simulate the dynamic thrust balance of the propeller 7. When the support arm assembly 6 tilts, causing the propeller 7 to deviate from the horizontal plane, adjustments can be made to guide the propeller 7 to the target angle, ensuring that the thrust direction meets the test requirements. In uniform flight simulation, the balance of force and torque is achieved through three-axis adjustment in multiple degrees of freedom, replicating the thrust control logic in real flight and ensuring that the thrust direction of the propeller 7 dynamically matches the motion requirements of the aircraft under different flight conditions. Specifically, the pitch drive mechanism 2 and the sideslip drive mechanism 3 can use existing devices.

[0038] As another specific implementation, multiple lifting components 5 are circumferentially distributed on the lifting support column 4. The circumferentially distributed design can directly match the symmetrical layout requirements of distributed propeller 7 UAVs, such as quadcopters and hexacopter drones. At the same time, it allows for flexible addition or reduction of the number of support arm components 6 according to experimental needs, which can not only meet the standard testing of symmetrical layout aircraft, but also simulate special asymmetrical layouts through non-uniform distribution adjustment, significantly expanding the applicability of the device.

[0039] In another specific embodiment, the lifting assembly 5 includes a slide rail 51 mounted on the lifting strut 4, and a slider connector 52 mounted on the slide rail 51. The slider connector 52 is rotatably connected to the support arm assembly 6. The cooperation between the slide rail 51 and the slider connector 52 enables the support arm assembly 6 to move precisely vertically along the lifting strut 4. The rigid guide rail structure of the slide rail 51 limits the radial offset of the slider, ensuring the straightness error of the support arm assembly 6 during lifting and lowering, and meeting the position repeatability requirements of high-precision aerodynamic tests. At the same time, the slider connector 52 can slide freely along the entire stroke of the slide rail 51, allowing the support arm assembly 6 to be locked at any height position on the lifting strut 4, adapting to the non-coplanar layout of the propeller 7 in the vertical direction in different aircraft, significantly improving the flexibility of layout adjustment compared to traditional fixed struts.

[0040] In another specific embodiment, the support arm assembly 6 includes a guide rail mounting base 61, which is rotatably connected to the lifting assembly 5 via a rotating component 62. Below the guide rail mounting base 61, a mounting bracket 64 that can translate along the guide rail mounting base 61 is connected via a translation component 63. The propeller 7 is mounted on the mounting bracket 64, and the propeller 7 is connected to a propeller 7 drive motor. The rotatable connection of the guide rail mounting base 61 to the lifting assembly 5 allows the support arm assembly 6 to rotate up and down around a horizontal axis for pitch adjustment, achieving tilt angle control of the support arm assembly 6 in the vertical plane and precisely matching the pitch layout requirements of the support arm in a real aircraft. The translation component 63 drives the mounting bracket 64 to move horizontally along the guide rail mounting base 61, adjusting the horizontal distance from the center of the propeller 7 to the lifting strut 4, adapting to the propeller 7 distribution radius of different aircraft. The translation component 63 works in conjunction with the rotation component 62 and the lifting component 5 to enable the propeller 7 to be adjusted to any position and attitude in three-dimensional space. When the translation component 63 adjusts the horizontal position of the propeller 7, the rotation component 62 simultaneously adjusts the tilt angle of the support arm to ensure that the thrust direction of the propeller 7 always points to the center of gravity, providing more comprehensive test data for the optimized design of multi-rotor aircraft.

[0041] In another specific implementation, the propeller 7 is mounted on the outer end of the mounting bracket 64 via a three-axis motor attitude adjustment device 65. The three-axis motor attitude adjustment device 65 has independent adjustment capabilities for the X, Y, and Z axes, allowing real-time changes in the tilt angle of the propeller 7 and precise control of the thrust direction. Simultaneously, it achieves force and torque balance adjustment during uniform flight simulation. This structural design supports multi-parameter linkage of boom pitch, horizontal translation, and three-axis attitude, reproducing the entire process of the aircraft transitioning from vertical takeoff and landing to forward flight and then to yaw. By adjusting the boom pitch angle through the rotating component 62, and coordinating with the three-axis device to adjust the propeller 7 attitude, the airflow interaction between the rotors at different tilt angles can be quantitatively analyzed, providing data support for reducing aerodynamic noise and optimizing lift distribution—something traditional single-dimensional adjustment devices cannot achieve. The three-axis motor attitude adjustment device 65 adopts a three-layer nested cradle structure, including a Z-axis frame, a Y-axis frame, and an X-axis frame. Each frame is connected via a rotary joint, and each frame is connected to a drive motor. Each axis drive motor operates independently, enabling real-time compensation for force imbalances in propeller 7 caused by boom tilting and speed changes. This achieves independent, high-precision adjustment of propeller 7's three-axis attitude. Its compactness, reliability, and dynamic response capabilities overcome the technical bottlenecks of traditional structures, providing a crucial attitude control solution for distributed propeller 7 wind tunnel testing.

[0042] In another specific implementation, the tail of the guide rail mounting base 61 is rotatably connected to the lifting assembly 5; the rotating assembly 62 is a telescopic component connected to the support arm assembly 6, and the other end of the telescopic component is rotatably connected to the lifting assembly 5. The telescopic component drives the support arm assembly 6 to rotate through extension and retraction. When the telescopic component extends and retracts, the guide rail mounting base 61 swings up and down around the tail rotation connection point as the axis, realizing the adjustment of the support arm tilt angle, adapting to the layout requirements of the support arm tilting forward or backward in the aircraft. The telescopic component is a telescopic actuator, and both ends of the telescopic actuator are rotatably connected to the support arm assembly 6 and the lifting assembly 5 respectively, forming a linkage drive structure, which converts the linear motion of the actuator into the rotational motion of the support arm assembly 6. The actuator is hydraulically or electrically driven, which can achieve millimeter-level precise control of the piston rod extension and retraction amount, and converts the linear motion into the rotation angle of the support arm assembly 6 through the lever principle. The rotating assembly 62 adopts a lever structure with a tail rotation connection and a retractable actuator, which can achieve large-angle adjustment without complex transmission mechanisms, reducing the number of parts and reducing structural weight and cost. The telescopic component is located at the bottom as a support, which can improve structural stability through a more reasonable load transfer path, reduce wear on the actuator, and extend its service life. Because the support point is close to the center of gravity, the anti-overturning ability is enhanced, the angle adjustment linearity is higher, and the dynamic response speed is improved. The actuator is hidden at the bottom, which can reduce wind tunnel flow field interference, and its lower position makes maintenance and repair easier.

[0043] In another specific embodiment, the translation component 63 includes a lead screw 631 mounted on the guide rail mounting base 61. The lead screw 631 is connected to a second drive motor 632, and a slider nut 633 is provided on the lead screw 631. The slider nut 633 is connected to the hanger 64 through a connecting plate 634. The lead screw 631 is integrated with the guide rail mounting base 61, which can make full use of the internal space of the support arm. Furthermore, the drive of the lead screw 631 is a continuous helical motion, without the impact phenomenon of chain or gear transmission, which can avoid the interference of the flow field around the propeller 7 due to the vibration of the transmission system and ensure the accuracy of aerodynamic data.

[0044] A test method for a distributed propeller-driven vertical takeoff and landing aircraft includes the following steps:

[0045] S1. Install the test device to form a basic support platform; by installing the support base 1, pitch drive mechanism 2 and sideslip drive mechanism 3, a basic platform with multi-dimensional adjustment capabilities is constructed. Among them, the pitch drive mechanism 2 can realize the dynamic change of the overall pitch angle of the aircraft, and the sideslip drive mechanism 3 can drive the rotor to rotate in the horizontal plane. The integration of the two can simulate flight attitudes such as forward flight and yaw, breaking through the bottleneck of traditional fixed structures being unable to reproduce dynamic attitudes.

[0046] S2. Adjust the installation position of the support arm assembly 6 on the lifting strut 4 and the shape of the support arm assembly 6 itself according to the relative positions of the support arms of different aircraft; quickly adjust the vertical height and circumferential angle of the support arm assembly 6 using the guide rail and slider connector 52 on the lifting strut 4 to adapt to the non-coplanar layout of the rotor; drive the support arm assembly 6 to tilt forward or backward through the rotation component 62 to match the tilt angle requirements of different aircraft support arms; drive the pylon 64 to move horizontally through the translation component 63 to change the distance between the propeller 7 and the lifting strut 4. Through three-dimensional adjustment, diverse layouts can be adapted without replacing parts, solving the high cost problem of traditional devices.

[0047] S3. Start propeller 7 to reach the required speed; start propeller 7 and adjust it to the target speed to simulate constant speed lift during vertical take-off and landing or differentiated speed control during forward flight, thus reproducing the real power output characteristics.

[0048] S4. Start the wind tunnel and adjust the wind speed to match the aircraft's flight speed; adjust the wind speed to match the flight speed to simulate the force state of the aircraft in the atmosphere, solving the problem that traditional tests cannot simultaneously simulate dynamics and flow fields.

[0049] S5. Adjust the pitch angle and / or sideslip angle and / or three-axis attitude of propeller 7 as needed. By using pitch drive mechanism 2 and sideslip drive mechanism 3, change the overall attitude of the aircraft in real time to simulate forward tilt or yaw under crosswind during forward flight; adjust the tilt angle of propeller 7 on the X, Y, and Z axes to precisely control the thrust direction and solve the technical difficulty that traditional devices cannot simulate the dynamic attitude of propeller 7.

[0050] Traditional testing methods, due to the diverse layouts of aircraft, require frequent component replacements, resulting in high costs and low efficiency. This method, however, utilizes a foundational support platform (S1) including pitch and sideslip drive mechanisms. Combined with adjustments to the support arm components in S2 regarding installation position, tilt angle, and self-position, a single device achieves versatility, adapting to various layouts without custom manufacturing. It can be matched to aircraft with different numbers, lengths, and angles of support arms, fundamentally resolving the conflict between layout diversity and testing costs. Furthermore, S3 to S5, through the coupled control of propeller speed and wind tunnel wind speed, and the dynamic adjustment of propeller pitch angle, sideslip angle, and three-axis attitude, reproduce the synergistic relationship between power, flow field, and attitude in real flight. In particular, the three-axis attitude adjustment in S5 allows precise control of thrust direction, simulating forward flight and yaw attitudes in conjunction with the pitch and sideslip drive mechanisms, overcoming the bottleneck of traditional devices' inability to dynamically simulate force and torque balance. This method, through modular installation, parameterized adjustment, and multi-physics coupling, enables the first-ever testing of a distributed propeller aircraft, as well as testing of multiple aircraft on the same platform, providing a key technical path for aerodynamic performance optimization.

[0051] As another specific implementation method, in step S2,

[0052] Horizontal position adjustment: The second drive motor 632 in the translation component 63 drives the lead screw 631 to rotate. The lead screw 631 drives the slider nut 633 to move linearly along the guide rail of the guide rail mounting seat 61 through the threaded pair. The slider nut 633 is rigidly connected to the bracket 64 through the connecting plate 634, thereby driving the bracket 64 and the propeller 7 to move synchronously, so as to realize the adjustment of the horizontal distance from the center of the propeller 7 to the lifting support column 4.

[0053] Tilting angle adjustment: When the telescopic component extends or retracts, it pushes the guide rail mounting base 61 to swing up and down around its rotation fulcrum with the lifting component 5, thereby causing the entire support arm assembly 6 to tilt forward or backward, thus achieving the adjustment of the tilt angle.

[0054] Vertical height adjustment: The support arm assembly 6 is connected to the slide rail 51 of the lifting column 4 via the slider connector 52. The slider connector 52 can move up and down along the slide rail 51. When it is necessary to adjust the vertical height of the support arm assembly 6, the slider connector 52 is driven to move on the slide rail 51, thereby driving the support arm assembly 6 to rise and fall as a whole, thus realizing the adjustment of the vertical position of the propeller 7.

[0055] As another specific implementation method, in step S5,

[0056] Pitch angle adjustment: The pitch angle of the aircraft is dynamically adjusted by the pitch drive mechanism 2 to accurately reproduce the attitude change in forward flight state and simulate the process of converting lift into thrust;

[0057] Sideslip angle adjustment: The rotor is driven to rotate around the elevator strut 4 by the sideslip drive mechanism 3 to realize the simulation of sideslip or yaw of the aircraft in the horizontal plane, and reproduce the motion state when the crosswind interference or turning occurs.

[0058] Three-axis attitude dynamic adjustment: With the help of the motor attitude three-axis adjustment device 65, the tilt angle of the propeller 7X, Y and Z axes is adjusted in real time to accurately simulate the force balance state during uniform flight and the dynamic change of the thrust direction when the attitude changes, so as to ensure the coordinated balance of thrust and torque.

[0059] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. The invention extends to any new features or combinations disclosed in this specification, and any modifications, equivalent substitutions, and improvements made within the spirit and principles of the invention should be included within the scope of protection of the invention. It is obvious to those skilled in the art that the invention is not limited to the details of the above exemplary embodiments, and that detailed technical features not disclosed in this embodiment, such as specific structures, are all prior art and can be obtained by those skilled in the art from the prior art. The connection method can be a fixed connection, a detachable connection, or an integral part; it can be a fixed connection, a movable connection, or a hinged connection; it can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific manner of the above terms in the embodiments of the present invention according to the specific circumstances, and this disclosure does not specifically limit this aspect.

Claims

1. An experimental device for a distributed propeller-driven vertical takeoff and landing aircraft, characterized in that: The system includes a support base (1), which is connected to a lifting column (4) via a pitch drive mechanism (2) and a side slide drive mechanism (3). The lifting column (4) is connected to multiple sets of support arm assemblies (6) with multiple degrees of freedom via multiple lifting components (5). The support arm assembly (6) is equipped with a propeller (7). The support arm assembly (6) includes a guide rail mounting seat (61), which is connected to the lifting component (5) via a rotating component (62). Below the guide rail mounting seat (61), a hanger (64) that can be translated along the guide rail mounting seat (61) is connected via a translation component (63). The propeller (7) is mounted on the hanger (64), and the propeller (7) is connected to a first drive motor.

2. The experimental apparatus for a distributed propeller vertical takeoff and landing aircraft as described in claim 1, characterized in that: Multiple lifting components (5) are circumferentially distributed on the lifting support (4).

3. The experimental apparatus for a distributed propeller vertical takeoff and landing aircraft as described in claim 1, characterized in that: The lifting assembly (5) includes a slide rail (51) provided on the lifting support column (4), and a slider connector (52) is provided on the slide rail (51). The slider connector (52) is rotatably connected to the support arm assembly (6).

4. The experimental apparatus for a distributed propeller vertical takeoff and landing aircraft as described in claim 1, characterized in that: The propeller (7) is mounted on the outer end of the bracket (64) via a motor attitude three-axis adjustment device (65).

5. The experimental apparatus for a distributed propeller vertical takeoff and landing aircraft as described in claim 1, characterized in that: The tail of the guide rail mounting base (61) is rotatably connected to the lifting assembly (5); the rotating assembly (62) is a telescopic component connected to the support arm assembly (6), and the other end of the telescopic component is rotatably connected to the lifting assembly (5). The telescopic component drives the support arm assembly (6) to rotate by telescopic extension.

6. The experimental apparatus for a distributed propeller vertical takeoff and landing aircraft as described in claim 1, characterized in that: The translation component (63) includes a lead screw (631) mounted on a guide rail mounting base (61), the lead screw (631) is connected to a second drive motor (632), and a slider nut (633) is provided on the lead screw (631). The slider nut (633) is connected to the hanger (64) through a connecting plate (634).

7. A test method for a distributed propeller-driven vertical takeoff and landing aircraft, characterized in that: Using the apparatus as described in any one of claims 1-6 includes the following steps: S1. Install the test equipment to form a basic support platform; S2. Adjust the installation position of the support arm assembly (6) on the lifting strut (4) and the shape of the support arm assembly (6) according to the relative position of the support arms of different aircraft. S3. Start the propeller (7) to make the propeller (7) reach the required speed; S4. Start the wind tunnel and adjust the wind speed to match the aircraft's flight speed. S5. Adjust the pitch angle and / or sideslip angle and / or three-axis attitude of the propeller (7) as needed.

8. The test method for a distributed propeller vertical takeoff and landing aircraft as described in claim 7, characterized in that: In step S2, Horizontal position adjustment: The second drive motor (632) in the translation component (63) drives the lead screw (631) to rotate. The lead screw (631) drives the slider nut (633) to move linearly along the guide rail of the guide rail mounting seat (61) through the thread pair. The slider nut (633) is rigidly connected to the bracket (64) through the connecting plate (634), thereby driving the bracket (64) and the propeller (7) to move synchronously, so as to realize the adjustment of the horizontal distance from the center of the propeller (7) to the lifting support (4). Tilting angle adjustment: The telescopic component extends or retracts, pushing the guide rail mounting base (61) to swing up and down around its rotation fulcrum with the lifting component (5), thereby driving the entire support arm assembly (6) to tilt forward or backward, thus achieving the adjustment of the tilt angle; Vertical height adjustment: The support arm assembly (6) is connected to the slide rail (51) of the lifting column (4) through the slider connector (52). The slider connector (52) can move up and down along the slide rail (51). When it is necessary to adjust the vertical height of the support arm assembly (6), the slider connector (52) is driven to move on the slide rail (51), which drives the support arm assembly (6) to rise and fall as a whole, thereby adjusting the vertical position of the propeller (7).

9. The test method for a distributed propeller vertical takeoff and landing aircraft as described in claim 7, characterized in that: In step S5, Pitch angle adjustment: The pitch angle of the aircraft is dynamically adjusted by the pitch drive mechanism (2) to accurately reproduce the attitude change in the forward flight state and simulate the process of converting lift into thrust; Sideslip angle adjustment: The rotor is driven to rotate around the lifting strut (4) by the sideslip drive mechanism (3) to realize the sideslip or yaw simulation of the aircraft in the horizontal plane, and reproduce the motion state when the crosswind is disturbed or turning. Three-axis attitude dynamic adjustment: With the help of the motor attitude three-axis adjustment device (65), the tilt angle of the propeller (7) in the X, Y and Z axes is adjusted in real time to accurately simulate the force balance state during uniform flight and the dynamic change of the direction of the thrust when the attitude changes, so as to ensure the coordinated balance of thrust and torque.

Images