Differential rotation aircraft wind tunnel test device and method

Abstract

The invention provides a differential rotation aircraft wind tunnel test device and method. The method comprises the steps that a wind tunnel model rear part and a wind tunnel model front part are movably connected and are kept coaxial; the permanent magnet is arranged in the wind tunnel model front part and the wind tunnel model rear part; the supporting rod is of a hollow structure and extends into the wind tunnel model front part and the wind tunnel model rear part which are connected into a whole. The motor coil is arranged in the supporting rod and is distributed corresponding to the permanent magnet; the motor control part is arranged in the supporting rod, is connected with a motor coil, provides current and drives the wind tunnel model front part and the wind tunnel model rear part to rotate at differential speed; and the six-component force measuring balance is arranged at the tail part of the supporting rod and is used for measuring the stress of the wind tunnel model in the differential rotation process of the wind tunnel model front part and the wind tunnel model rear part. Through relative rotation between the front and rear parts of the wind tunnel model and the supporting rod, rotation angular velocity control is realized, aerodynamic load distribution of the wind tunnel model in a rotation state can be measured, and data support is provided for aerodynamic performance research of a rotary aircraft.

Description

Technical Field

[0001] The present application relates to the technical field of aerodynamics, and in particular to a wind tunnel test device and method for a differential rotation aircraft. Background Art

[0002] Traditional wind tunnel testing of rotating aircraft primarily relies on mechanical transmission mechanisms (such as gear sets or pulleys) to drive the model. This technology presents a particular challenge: the mechanical transmission system takes up space in the supporting structure. This is especially true when the front and rear of the model need to rotate at different speeds, making it difficult to establish a stable and reliable wind tunnel testing system with existing transmission schemes. Current wind tunnel test equipment generally uses mechanical transmission systems to drive model rotation. However, due to inherent limitations of these systems, they struggle to meet the requirements for high-precision dynamic testing under conditions of differential rotation of front and rear components.

[0003] After searching, the invention with patent application number 201811430251.8 provides a wind tunnel test device and method for differential rotation aircraft. This method can only realize the passive measurement of the single rotation speed of the entire wind tunnel test model, and relies on the tail wing guide torque to drive the rotation. It cannot actively control the rotation speed and cannot realize the differential rotation of the front and rear components of the model; functionally, it can only measure the overall force in combination with the angle of attack mechanism, and cannot finely analyze the aerodynamic load distribution of different components under differential rotation; structurally, it adopts double bearings to support the rotating body, and the mechanical transmission design has limitations when facing complex rotation conditions, and does not involve the optimization design of magnetic field interference suppression, which makes it difficult to meet the needs of independent control of the front and rear components of the model and multi-dimensional aerodynamic characteristics research.

[0004] In response to the above technical bottlenecks, the present application proposes a wind tunnel test device and method for a differential rotation aircraft. Summary of the Invention

[0005] In view of the defects in the prior art, the purpose of this application is to provide a differential rotation aircraft wind tunnel test device and method.

[0006] In a first aspect of the present application, a differential rotation aircraft wind tunnel test apparatus is provided, comprising:

[0007] Wind tunnel model front parts;

[0008] The rear part of the wind tunnel model is movably connected to the front part of the wind tunnel model and keeps the same axis;

[0009] Permanent magnets are arranged in the front part and the rear part of the wind tunnel model;

[0010] The support rod is a hollow structure and extends into the front part and the rear part of the wind tunnel model which are connected into one piece;

[0011] The motor coil is arranged in the support rod and distributed corresponding to the permanent magnet;

[0012] a motor control component, disposed inside the support rod and connected to the motor coil, providing current to drive the front component and the rear component of the wind tunnel model to rotate at differential speeds;

[0013] A six-component force balance is arranged at the tail of the support rod to measure the force on the wind tunnel model during the differential rotation of the front part and the rear part of the wind tunnel model.

[0014] Optionally, the front component of the wind tunnel model includes:

[0015] The first wind tunnel model component is located at the head of the entire wind tunnel model;

[0016] The second wind tunnel model component is connected to the first wind tunnel model component through threads and keeps the same axis.

[0017] Optionally, the wind tunnel model rear component includes:

[0018] a third wind tunnel model component, movably connected to the front part of the wind tunnel model;

[0019] The fourth wind tunnel model component is connected to the third wind tunnel model component through threads and remains coaxial.

[0020] Optionally, the front component of the wind tunnel model and the rear component of the wind tunnel model are connected via pins and bearings.

[0021] Optionally, the support rod is made of metal, and its diameter increases stepwise from the head end to the tail end. A thrust bearing and two rolling bearings are placed in sequence at the three diameter increase points from the top end to the tail end, for contacting the front part and the rear part of the wind tunnel model.

[0022] Optionally, the permanent magnet is a cube structure and is embedded in the first wind tunnel model component and the third wind tunnel model group.

[0023] Optionally, a magnetic conductive partition is further included, which is installed on the opposite side of the two groups of permanent magnets.

[0024] Optionally, the magnetic conductive partition is a multi-layer composite structure.

[0025] Optionally, the second wind tunnel model component and the third wind tunnel model component are made of aluminum metal material.

[0026] A second aspect of the present application provides a differential rotation aircraft wind tunnel test method, comprising:

[0027] The embedded processor dynamically adjusts the current phase and amplitude of the front and rear motor coils through calculations, generating electromagnetic torque that acts on the corresponding permanent magnets, achieving differential rotation of the front and rear components of the wind tunnel model of the rotating aircraft.

[0028] Among them: The calculation formula of electromagnetic torque is as follows:

[0029] (1) in, is the electromagnetic torque; p is the number of motor pole pairs. In this application, there is one N pole and one S pole, so p is 1; is the permanent magnet flux linkage in the direction of the direct axis, i.e. the rotor magnetic flux; represents the magnitude of the sub-current vector; Indicates the phase angle between the sub-current vector and the direct axis, that is, the angle by which the current vector leads / lags the direct axis; is the inductance of the direct axis; represents the quadrature-axis inductance in a direction orthogonal to the rotor magnetic flux. This torque acts on the permanent magnet array embedded in the wind tunnel model, enabling continuous and controllable rotation of the wind tunnel model from rest to different speeds.

[0030] The aerodynamic load distribution characteristics of the wind tunnel model under differential rotation state are measured based on a six-component balance.

[0031] Beneficial effects:

[0032] The present application provides a wind tunnel test device and method for a differential rotating aircraft, which realizes the control of the rotational angular velocity through the relative rotation between the front and rear components of the wind tunnel model and the support rod, and can measure the aerodynamic load distribution of the wind tunnel model in the rotating state, providing data support for the study of the aerodynamic performance of the rotating aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Other features, objects and advantages of the present application will become more apparent upon reading the detailed description of non-limiting embodiments with reference to the following drawings:

[0034] Figure 1 1 is a structural diagram of a differential rotation aircraft wind tunnel test device according to an exemplary embodiment;

[0035] Figure 2 is a cross-sectional view of a motor portion according to an exemplary embodiment;

[0036] Figure 3 is a data diagram of a simulation case according to an exemplary embodiment.

[0037] Among them, 1-first wind tunnel model component, 2-second wind tunnel model component, 3-third wind tunnel model component, 4-fourth wind tunnel model component, 5-six-component force balance, 6-support rod, 7-motor control component, 8-first thrust bearing, 9-motor coil, 10-permanent magnet, 11-magnetic partition, 12-thread, 13-rolling bearing, 14-first pin, 15-second pin, 16-second thrust bearing. DETAILED DESCRIPTION

[0038] The present application is described in detail below with reference to specific embodiments. The following examples will help those skilled in the art to further understand the present application, but are not intended to limit the present application in any form. It should be noted that, without departing from the concept of the present application, a number of variations and improvements may be made by those skilled in the art, and these all fall within the scope of protection of the present application. Parts not described in detail in the following examples may be implemented using existing technologies.

[0039] Explanation of terms:

[0040] Wind tunnel models: Wind tunnel models are devices used in wind tunnel experiments to simulate the shape and structure of actual objects (such as aircraft). These models are constructed to a specific scale to facilitate aerodynamic studies in the wind tunnel. For example, when studying the aerodynamic performance of an aircraft, a scaled-down aircraft model is constructed that reflects the key geometric features of the actual aircraft, such as wing shape and fuselage contour. Wind tunnel model experiments are based on the principles of similarity, including geometric similarity, kinematic similarity, and dynamic similarity. Geometric similarity means that the model and the actual object are similar in shape and proportion. Kinematic similarity means that the velocity distribution and streamline shape in the flow field are similar between the model and the actual object. Dynamic similarity requires that the ratios of various forces (such as lift and drag) to inertial forces acting on the model and the actual object are the same. By meeting these similarity conditions, the results obtained from wind tunnel experiments can be reasonably generalized to the actual object. During the design process of aircraft, rockets, and other aircraft, wind tunnel experiments on models of different design options can be used to evaluate the aircraft's aerodynamic performance, such as lift coefficient, drag coefficient, stability, and maneuverability. Based on the experimental results, the aircraft's appearance design is optimized to improve its flight performance and safety.

[0041] In view of the bottleneck of the existing technology, in some specific embodiments of the present application, a differential rotation aircraft wind tunnel test device, as shown in the attached Figure 1 As shown, it includes a wind tunnel model front component, a wind tunnel model rear component, a permanent magnet 10, a support rod 6, a motor coil 9, a motor control component 7 and a six-component force balance 5.

[0042] The rear part of the wind tunnel model is movably connected to the front part of the wind tunnel model and maintains coaxiality. A permanent magnet 10 is disposed within the front and rear parts of the wind tunnel model. A support rod 6 is a hollow metal structure that extends into the integrally connected front and rear parts of the wind tunnel model. Motor coils 9 are disposed within the support rod 6 and are distributed correspondingly to the permanent magnets 10. A motor control component 7 is disposed within the support rod 6 and connected to the motor coils 9 to provide current to drive the front and rear parts of the wind tunnel model to rotate differentially. A six-component force balance 5 is disposed at the rear of the support rod 6 to measure the aerodynamic force and torque (i.e., the force) exerted on the wind tunnel model during the differential rotation of the front and rear parts of the wind tunnel model.

[0043] In the experiment, the six-component force balance 5 installed at the tail of the support rod 6 can accurately measure the appropriate position of the force and torque acting on the model and ensure its stable connection to prevent measurement errors caused by looseness or improper installation.

[0044] Before any experiment begins, the six-component force balance 5 must be calibrated and calibrated. By applying known standard forces and moments, a precise relationship between the forces / torques and the balance's output signals is established. During calibration, forces in different directions and a range of force / torque magnitudes must be considered to ensure that the balance meets specified accuracy and linearity requirements across its entire measurement range.

[0045] When the wind tunnel is running, the airflow exerts a force on the wind tunnel model, causing the model to be in a state of force equilibrium. According to Newton's third law, the action force and reaction force are equal in magnitude, opposite in direction, and act on the same straight line. The force of the airflow on the model will act on the support rod 6 through the connection point with the support rod 6 with an equal and opposite force. At this time, the six-component force balance 5 is installed on the support rod 6, and what is measured is the force and torque exerted on the support rod 6. This force / torque and the force / torque exerted on the model by the airflow are a pair of balanced forces / torques, equal in magnitude and opposite in direction. Therefore, the aerodynamic force and torque exerted on the model can be indirectly obtained by measuring the force / torque exerted on the support rod 6.

[0046] In the above-mentioned embodiment of the present application, the front component of the wind tunnel model, the rear component of the wind tunnel model and the support rod 6 can rotate relative to each other, so that the motor control component 7 can adjust the current size and phase flowing through the front and rear groups of motor coils 9 to independently adjust the rotational angular velocity of the front and rear components, and the six-component force balance 5 can be used to measure the aerodynamic load distribution of the wind tunnel model under the differential rotation state, providing data support for the study of the aerodynamic performance of the rotating aircraft.

[0047] To establish a more applicable wind tunnel model, in some specific embodiments of the present application, a complete wind tunnel model comprises a first wind tunnel model component 1, a second wind tunnel model component 2, a third wind tunnel model component 3, and a fourth wind tunnel model component 4. The first wind tunnel model component 1 and the second wind tunnel model component 2 are connected by threads 12 to form the front component of the wind tunnel model, while the third wind tunnel model component 3 and the fourth wind tunnel model component 4 are connected by threads to form the rear component of the wind tunnel model.

[0048] The front component of the wind tunnel model (specifically, the second wind tunnel model assembly 2) and the rear component of the wind tunnel model (specifically, the third wind tunnel model assembly 3) are movably connected via a first pin 14, a second thrust bearing 16, and a second pin 15. The first pin 14 is embedded in and fixed within the third wind tunnel model assembly 3; the second pin 15 is embedded in and fixed within the second wind tunnel model assembly 2; and the second thrust bearing 16 is installed between the first and second pins 14, 15 (or equivalently, at a position defined by the first and second pins 14, 15). The first and second pins 14, 15 work together to limit axial (particularly rearward) displacement of the second thrust bearing 16 and prevent it from falling out during model rotation.

[0049] In this application, the wind tunnel model is divided into four components based on the following considerations: Each component (front component, rear component) requiring independent differential rotation must house a permanent magnet 10 (rotor portion), and connectors (second and third components) are required behind the permanent magnet to encapsulate the permanent magnet and connect it to the adjacent front and rear components. Therefore, four components are required to achieve two independent differential rotations.

[0050] To create a stable magnetic field environment, in some specific embodiments of the present application, a set of square permanent magnets 10 are embedded in each of the first and third wind tunnel model assemblies 1 and 3. A magnetically conductive barrier 11 is installed on the opposing surfaces between the two sets of permanent magnets 10. This barrier 11 is used to reduce magnetic field interference between the two sets of permanent magnets 10, thereby creating independent and stable magnetic field environments.

[0051] Furthermore, the magnetic conductive partition 11 adopts a multi-layer composite structure, for example, composed of stacked 2mm copper sheets, 2mm stainless steel sheets, and 2mm copper sheets, which can effectively isolate the electromagnetic interference between the front and rear magnetic poles.

[0052] Furthermore, the second wind tunnel model component 2 and the third wind tunnel model component 3 are made of aluminum metal material, and the low magnetic permeability of aluminum is used to help reduce the magnetic field interference between the permanent magnets 10.

[0053] To accurately measure the forces acting on the wind tunnel model and limit displacement, in some specific embodiments of the present application, the support rod 6 is made of metal, and its diameter increases in a step-like manner from the head end to the tail end. At the three locations where the diameter of the support rod 6 increases in a step-like manner from the head end to the tail end, a first thrust bearing 8 (near the head end) and two rolling bearings 13 are placed in sequence. The first thrust bearing 8 and the two rolling bearings 13 are used to limit the axial (particularly rearward) displacement of the wind tunnel model (particularly the front component) relative to the support rod 6. This reduces the rotational friction between the wind tunnel model and the support rod 6. The step-like increase in the diameter of the support rod 6 effectively limits the axial (rearward) movement of the bearings.

[0054] Two sets of motor coils 9 mounted on support rods 6 are aligned with arrays of permanent magnets 10 embedded within the first and third wind tunnel model components 1 and 3, respectively. When a controlled current supplied by motor control unit 7 flows through the motor coils 9, electromagnetic induction generates torque, driving the front and rear components of the wind tunnel model to rotate, respectively.

[0055] A six-component force balance 5 is fixedly installed at the tail of the support rod 6, and is used to measure the aerodynamic force and torque of the entire wind tunnel model under different differential rotation states during the wind tunnel test.

[0056] The motor control unit 7 is connected to the two sets of motor coils 9 via wires embedded within the support rods 6. The motor control unit 7 contains a power supply and a microprocessor (embedded processor) that independently controls the magnitude and phase of the current flowing through the front and rear sets of motor coils 9, thereby independently adjusting the angular velocity and direction of rotation of the front and rear components of the wind tunnel model, achieving differential rotation.

[0057] The front section of the wind tunnel model is connected to the support rod 6 via a first thrust bearing 8 and a first rolling bearing 13. The first thrust bearing 8 primarily limits the axial (rearward) displacement of the front section relative to the support rod 6 while allowing it to rotate freely. The first thrust bearing 8 and the first rolling bearing 13 work together to limit radial (perpendicular to the axis) displacement of the front section.

[0058] The rear wind tunnel model component contacts the front wind tunnel model component (specifically, the second wind tunnel model assembly 2) via a first pin 14, a second thrust bearing 16, and a second pin 15. The second thrust bearing 16 primarily limits the axial (rearward) displacement of the rear wind tunnel model component relative to the front wind tunnel model component (or support rod system), while allowing it to rotate freely relative to the front component.

[0059] The front and rear sections of the wind tunnel model rotate using two independent motors: each motor consists of an array of permanent magnets 10 embedded within the model assembly (1 or 3) (serving as a rotor) and corresponding motor coils 9 (serving as a stator) fixed to support rods 6. The angular velocity of the front and rear sections is controlled by the motor control unit 7 by independently regulating the current in the two motor coils 9.

[0060] The above-mentioned embodiment of the present application cleverly combines two permanent magnet rotor arrays (embedded in the front and rear components of the model) and two stator coil groups (fixed to the support rods) with the wind tunnel model and the support rods. Based on thrust bearings (8, 16) and pins (14, 15), the front and rear components of the wind tunnel model are effectively limited in their axial (rearward) displacement while not restricting their rotational freedom. Through electromagnetic induction drive, independent and flexible differential rotation control of the front and rear components of the wind tunnel model is achieved. The device features flexible control, low mechanical wear, and a compact structure, providing a new experimental method for studying the aerodynamic characteristics of rotating aircraft and possessing high engineering practical value.

[0061] Based on the same technical concept, another embodiment of the present application provides a differential rotation aircraft wind tunnel test method, comprising:

[0062] Differential Rotation Control: The embedded processor within the motor control unit 7 dynamically and independently adjusts the phase and amplitude of the current flowing through the front and rear motor coils 9. This current generates a changing magnetic field in the motor coils 9, which in turn generates an electromagnetic torque acting on the corresponding array of permanent magnets 10. The electromagnetic torque is calculated as follows:

[0063] (1) in, is the electromagnetic torque; p is the number of motor pole pairs. In this application, there is one N pole and one S pole, so p is 1; is the permanent magnet flux linkage in the direction of the direct axis, i.e. the rotor magnetic flux; represents the magnitude of the sub-current vector; Indicates the phase angle between the sub-current vector and the direct axis, that is, the angle by which the current vector leads / lags the direct axis; is the inductance of the direct axis; represents the quadrature-axis inductance in a direction orthogonal to the rotor magnetic flux. This torque acts on the permanent magnet array embedded in the wind tunnel model, enabling continuous, controllable rotation of the wind tunnel model from rest to various speeds.

[0064] The electromagnetic torque directly acts on the array of permanent magnets 10 embedded in the body of the wind tunnel model, driving the front or rear part of the wind tunnel model to rotate, realizing the continuous and controllable rotation of the wind tunnel model part from static to different rotating speeds. By independently controlling the current parameters of the front and rear two systems, the differential rotation of the front and rear parts can be realized.

[0065] In the state of wind tunnel operation and differential rotation of the model, the six-component force balance 5 at the tail of the support rod 6 measures the aerodynamic load distribution characteristics of the entire wind tunnel model in real time. The measured load includes six components: three force components (lift, drag, and lateral force) and three moment components (pitch moment, yaw moment, and roll moment).

[0066] For a specific simulation case, the permanent magnet flux linkage = 0.5 (Wb) is set in numerical calculation; the direct-axis inductance = 0.015 (H); the quadrature-axis inductance = 0.025 (H); the phase angle = 90°; and the number of pole pairs P = 1. According to formula (1), the electromagnetic torque can be calculated from the current , and the rotating speed of the wind tunnel aircraft model is obtained.

[0067] Figure 3 The horizontal axis of (a), (b), and (c) is time (s); Figure 3 The vertical axis of (a) and (b) is the driving current (A) of the front part and the rear part, respectively; Figure 3 The vertical axis of (c) is the rotating speed (rad / s), where the solid line represents the rotating speed of the front part, and the dashed line represents the rotating speed of the rear part. The simulation results show that from the initial time, the rotating speed of the front part of the wind tunnel model rapidly rises with the current and tends to be stable. By dynamically changing the numerical value of the driving current of the rear part, the rotating speed of the rear part of the model changes accordingly, while the rotating speed of the front part remains relatively stable. This simulation result verifies the feasibility of the device and method described in the application for controlling the front and rear parts of the wind tunnel aircraft model to realize differential rotation.

[0068] In some other embodiments of the application, in the differential rotation aircraft wind tunnel test method, independent target rotating angular velocities are set for the front part and the rear part of the wind tunnel model, respectively, and the controller adjusts the current phase and amplitude of the front and rear two groups of motor coils in real time according to the preset speed regulation curve (such as linear, segmented, or nonlinear form), to realize a time-controllable and response-accurate differential speed regulation process, and any differential speed state (such as fast front rotation / slow rear rotation, front static / rear rotation) can be accurately set.

[0069] In some other embodiments of the present application, building on the aforementioned differential rotation aircraft wind tunnel test method, various differential rotation strategies (such as constant differential, linearly increasing differential, and periodic oscillating differential) are introduced. Using pre-set program logic, an embedded controller controls the front and rear motor coil groups to output currents of varying frequencies and amplitudes, enabling independent speed control of the front and rear components under customizable differential speed patterns. This is used to simulate differential operating conditions during attitude adjustment or instability recovery in real aircraft.

[0070] In some other embodiments of the present application, based on the differential rotation aircraft wind tunnel test method, it further includes: during the differential rotation wind tunnel test, by applying preset disturbances (such as small pitch or yaw oscillations) to the front and rear parts, and conducting tests at different differential speeds, collecting six-component aerodynamic force and torque response data, realizing the identification of unsteady aerodynamic characteristics under differential rotation-multi-axis coupling disturbance, and simulating the body coupling vibration caused by differential rotation in actual flight.

[0071] In some other embodiments of the present application, based on the differential rotation aircraft wind tunnel test method described above, it further includes: based on the differential rotation wind tunnel test method, applying a small disturbance input signal (such as a small lateral thrust or angular velocity disturbance) to the front or rear part of the wind tunnel model, recording the aerodynamic force change trend before and after the disturbance through a six-component force balance, and matching it with the damping behavior of the model response to realize the evaluation of aerodynamic stability and dynamic damping characteristics under the differential rotation state.

[0072] The above describes some specific embodiments of the present application. It should be understood that the present application is not limited to the specific embodiments described above, and those skilled in the art may make various variations or modifications within the scope of the claims, which do not affect the substantive content of the present application. The above preferred features may be used in any combination as long as they do not conflict with each other.

[0073] Dynamic changes can be demonstrated, which proves the feasibility of controlling the differential rotation of the front and rear components of the wind tunnel aircraft model based on the present application.

[0074] The above describes some specific embodiments of the present application. It should be understood that the present application is not limited to the specific embodiments described above, and those skilled in the art may make various variations or modifications within the scope of the claims, which do not affect the substantive content of the present application. The above preferred features may be used in any combination as long as they do not conflict with each other.

Claims

1. A wind tunnel test device for a differential rotation aircraft, characterized in that: include: Wind tunnel model front parts; The rear part of the wind tunnel model is movably connected to the front part of the wind tunnel model and keeps the same axis; Permanent magnets are arranged in the front part and the rear part of the wind tunnel model; The support rod is a hollow structure and extends into the front part and the rear part of the wind tunnel model which are connected into one piece; The motor coil is arranged in the support rod and distributed corresponding to the permanent magnet; a motor control component, disposed inside the support rod and connected to the motor coil, providing current to drive the front component and the rear component of the wind tunnel model to rotate at differential speeds; A six-component force balance is arranged at the tail of the support rod to measure the force on the wind tunnel model during the differential rotation of the front part and the rear part of the wind tunnel model.

2. The differential rotation aircraft wind tunnel test device according to claim 1, characterized in that: The wind tunnel model front component includes: The first wind tunnel model component is located at the head of the entire wind tunnel model; The second wind tunnel model component is connected to the first wind tunnel model component through threads and keeps the same axis.

3. The differential rotation aircraft wind tunnel test device according to claim 2, characterized in that: The wind tunnel model rear component includes: a third wind tunnel model component, movably connected to the front part of the wind tunnel model; The fourth wind tunnel model component is connected to the third wind tunnel model component through threads and remains coaxial with each other.

4. The differential rotation aircraft wind tunnel test device according to claim 1, characterized in that: The wind tunnel model front component and the wind tunnel model rear component are connected via pins and bearings.

5. The differential rotation aircraft wind tunnel test device according to claim 1, characterized in that: The support rod is made of metal, and its diameter increases stepwise from the head end to the tail end. A thrust bearing and two rolling bearings are placed in sequence at the three diameter increase points from the top end to the tail end, which are used to contact the front part and the rear part of the wind tunnel model.

6. The differential rotation aircraft wind tunnel test device according to claim 2, characterized in that: The permanent magnet is a cube structure and is embedded in the first wind tunnel model component and the third wind tunnel model group.

7. The differential rotation aircraft wind tunnel test device according to claim 1, characterized in that: It also includes a magnetic conductive partition plate, which is installed on the opposite side of the two groups of permanent magnets.

8. The differential rotation aircraft wind tunnel test device according to claim 7, characterized in that: The magnetic conductive partition is a multi-layer composite structure.

9. The differential rotation aircraft wind tunnel test device according to claim 3, characterized in that: The second wind tunnel model component and the third wind tunnel model component are made of aluminum metal material.

10. A wind tunnel test method for a differential rotation aircraft, characterized in that: include: The embedded processor dynamically adjusts the current phase and amplitude of the front and rear motor coils through calculations, generating electromagnetic torque that acts on the corresponding permanent magnets, achieving differential rotation of the front and rear components of the wind tunnel model of the rotating aircraft. Among them: The calculation formula of electromagnetic torque is as follows: (1) in, is the electromagnetic torque; p is the number of motor pole pairs. In this application, there is one N pole and one S pole, so p is 1; is the permanent magnet flux linkage in the direction of the direct axis, i.e. the rotor magnetic flux; represents the magnitude of the sub-current vector; Indicates the phase angle between the sub-current vector and the direct axis, that is, the angle by which the current vector leads / lags the direct axis; is the inductance of the direct axis; It represents the quadrature-axis inductance in a direction orthogonal to the rotor magnetic flux; This electromagnetic torque acts on the permanent magnet array embedded in the wind tunnel model body, achieving continuous and controllable rotational motion of the wind tunnel model from static to different speeds. The aerodynamic load distribution characteristics of the wind tunnel model under differential rotation state are measured based on a six-component balance.

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