Synergistic jet test model, test system and test method

Abstract

The application discloses a kind of synergic jet test model, test system and test method.The synergic jet test model includes: main frame module, which is respectively provided with first gas supply channel and first suction channel;Base airfoil component contains base airfoil leading edge and base airfoil trailing edge;Synergic jet airfoil component contains synergic jet airfoil leading edge and synergic jet airfoil trailing edge, second gas supply channel is built-in in synergic jet airfoil leading edge, the air outlet of second gas supply channel is the leading edge air outlet arranged on the upper surface of synergic jet airfoil leading edge, second suction channel is built-in in synergic jet airfoil trailing edge, the air inlet of second suction channel is the trailing edge air inlet arranged on the upper surface of synergic jet airfoil trailing edge.The synergic jet test model provided in the application can meet the test demand of high-speed jet and large mass flow, and reduce the generation of high-pressure area from the root, with the advantages of high flexibility, low energy consumption, high reliability and high efficiency.

Description

Technical Field

[0001] This invention relates to the field of active flow control technology, and in particular to a cooperative jet test model, test system and test method. Background Technology

[0002] Cooperative jet testing is an experiment that improves the aerodynamic performance of an aircraft through active flow control technology. Its main purpose is to verify the flow control effect of cooperative jets under different conditions, and to optimize parameters (such as pressure difference ΔP, momentum coefficient Cμ, jet type, etc.) to increase lift, reduce drag, and suppress dynamic stall and flow separation.

[0003] The active flow control technology used in the cooperative jet test specifically refers to active flow control through a cooperative test model. Air is blown in through an opening at the leading edge of the airfoil and drawn in through an opening at the trailing edge. Pumps and pipes are arranged inside the airfoil to deliver the drawn-in gas to the nozzle, thereby maintaining equal blowing and drawing volumes and achieving airflow circulation. Cooperative jet technology can effectively suppress flow separation, improve stall characteristics, significantly increase lift-to-drag ratio, achieve high energy utilization, and cause minimal power loss to the propulsion system.

[0004] However, the applicant discovered that the existing synergistic jet test model has the following technical defects: (1) The existing collaborative jet test model has a small internal space, making it difficult to simulate high-speed jet and large mass flow conditions.

[0005] (2) In the existing collaborative jet test model, there are still high pressure zones at the structural bends of the supply and intake channels inside the model, which affect the supply and intake efficiency. The channel structure needs to be optimized. Summary of the Invention

[0006] This invention discloses a cooperative jet test model, test system, and test method to solve the technical problem that existing cooperative jet test models have limited internal space, which restricts the installation and use of high-power suction pumps and other suction systems inside the model, making it difficult to simulate high-speed jet and high mass flow conditions.

[0007] To solve the above problems, the present invention adopts the following technical solution: Firstly, this application provides a collaborative jet test model, including: The main frame module is provided with a first air supply channel and a first air intake channel, with the air outlet of the first air supply channel and the air inlet of the first air intake channel located on both sides of the main frame module. A basic airfoil assembly includes a basic airfoil leading edge and a basic airfoil trailing edge adapted to the main frame module, wherein the basic airfoil assembly has no jet holes; The co-jet airfoil assembly includes a co-jet airfoil leading edge and a co-jet airfoil trailing edge adapted to the main frame module. The co-jet airfoil leading edge has a built-in second air supply channel that is used in conjunction with and connected to a first air supply channel. The outlet of the second air supply channel is a leading edge blowing port located on the upper surface of the co-jet airfoil leading edge. The co-jet airfoil trailing edge has a built-in second air intake channel that is used in conjunction with and connected to a first air intake channel. The inlet of the second air intake channel is a trailing edge air intake located on the upper surface of the co-jet airfoil trailing edge. In the first operating condition, the leading edge and trailing edge of the basic airfoil are detachably and sealed to the outlet port side of the first air supply channel and the inlet port side of the first air intake channel on the main frame module, respectively. In the second operating condition, the leading edge and trailing edge of the co-jet airfoil are detachably and sealed to the outlet port side of the first supply airflow channel and the inlet port side of the first intake airflow channel on the main frame module, respectively.

[0008] Secondly, this application provides a coordinated jet test system, including a gas supply system, a suction system, and the aforementioned coordinated jet test model.

[0009] Thirdly, this application provides a test method using the above-mentioned synergistic jet test model, comprising the following steps: S1. First, connect the external air supply system to the air inlet port of the first air supply channel on the main frame module through a metal hose. The air supply system is used to deliver high-pressure gas to the coordinated jet test model. Connect the external suction system to the air outlet port of the first suction channel on the main frame module. The suction system is used to suction the airflow. Check the sealing of each connection part to ensure that there is no air leakage during the test. S2. After assembling the main frame module with the first set of co-jet airfoil components to form a combined body, turn on the external air supply system and the suction system. Under the coordinated drive of the two, complete the relevant tests of the co-jet airfoil components, and measure the pressure and other relevant test data of the airfoil surface and its model cavity. Keep the air supply and suction parameters stable during the test. S3. Turn off the air supply system and the suction system, replace the first set of cooperative jet airfoil components with the second set of cooperative jet airfoil components, assemble them into a combined body, and re-check the connection sealing; turn on the external air supply system and the suction system, and complete the relevant tests of the cooperative jet airfoil components under the cooperative drive of the two, and measure the pressure and other relevant test data of the airfoil surface and its model cavity. S4. Repeat step S3 to test the remaining groups of cooperative jet airfoil components in sequence until all m groups of cooperative jet airfoil components have been tested. S5. Shut down the air supply system and the suction system, replace the m-th group of cooperative jet airfoil components with the basic airfoil components, assemble them into a combined body, check the assembly, disconnect the external air supply system and shut down the suction system, complete the relevant tests of the basic airfoil components, and measure data such as the pressure on the airfoil surface.

[0010] The technical solution adopted in this invention can achieve the following beneficial effects: (1) The cooperative jet test model provided in this application connects an external gas supply system to the inlet port of the first gas supply channel on the main frame module during cooperative jet testing. The gas supply system is used to supply high-pressure gas to the cooperative jet test model. The external suction system is connected to the outlet port of the first suction channel on the main frame module. The suction system is used to suction the airflow. The gas supply system and suction system are arranged outside the cooperative jet test model. Only the first gas supply channel and the first suction channel are retained inside the main frame module as gas transmission channels. The high-power air pump (such as a suction pump) is connected to the flow channel interface of the main frame module through an external pipe. Since there is no need to install an air pump inside the model, the space constraints caused by the size of the equipment are completely eliminated, allowing for larger flow channels and more complex pipe layouts, thus solving the problem of space limitation. In addition, the external air pump can provide higher suction power and gas flow rate to meet the test requirements of high-speed jet and large mass flow rate, enabling the test to more realistically simulate the strong dynamic flow control scenario of actual aircraft. In addition, the external air pump can be quickly replaced or upgraded to adapt to the adjustment requirements of different test parameters (such as pressure difference ΔP) without modifying the internal structure of the model, thus improving the flexibility of the test.

[0011] (2) The synergistic jet test model provided in this application, by arranging the air pump outside the synergistic jet test model, allows the first supply air channel, the second supply air channel, the first intake air channel, and the second intake air channel to all adopt a straight and / or minimal bend design. The optimized channel structure can significantly reduce airflow stagnation and pressure rise at bends, which can not only reduce the generation of high-pressure areas from the source, but also improve the air supply and intake efficiency, ensuring a precise balance between the blowing volume and the intake volume. Furthermore, the flow resistance can be significantly reduced by adopting a straight and / or minimal bend design. The reduced flow resistance means that the air pump only needs to provide less power to maintain the same flow rate, while systematically reducing flow loss, improving airflow circulation efficiency and energy utilization, and reducing test energy consumption.

[0012] (3) The cooperative jet test model provided in this application can quickly switch between the basic airfoil assembly and the cooperative jet airfoil assembly in the same main frame module through a detachable sealed connection: In the first working condition (baseline value detection): the basic airfoil assembly (without jet holes) is installed. At this time, the main flow channel is in a "closed state" (or only as part of the model structure) to obtain aerodynamic data (such as the original lift coefficient and stall angle of attack) without active control; In the second working condition (jet effect detection): the cooperative jet airfoil assembly is replaced, the main flow channel is connected to the internal flow channel of the airfoil, and the external air pump is started to realize the leading edge blowing and trailing edge suction. By comparing the two sets of data, the gain of the cooperative jet (such as the percentage increase in lift and the magnitude of drag reduction) can be quantified. The comparative test based on the same main frame can eliminate the influence of different model manufacturing errors on the data, making the test results more credible and eliminating the interference of model differences; This application can complete multiple working condition tests in a short time by quickly switching airfoil assemblies and adjusting external air pump parameters (such as power and flow rate), accelerating the optimization process of flow control parameters (such as jet angle) and improving test efficiency. The collaborative jet test model provided in this application, through its dual-condition detachable design and combination with an external air pump, significantly improves the reliability and efficiency of collaborative jet technology research and development. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the main frame module in an embodiment of this application; Figure 2 This is a schematic diagram of the main frame structure in an embodiment of this application; Figure 3 This is a structural schematic diagram of the main frame from another angle in an embodiment of this application; Figure 4 yes Figure 3 Enlarged diagram of section A in the middle; Figure 5 This is a schematic diagram of the structure of the cover in an embodiment of this application; Figure 6 yes Figure 5 Enlarged diagram of section B in the middle; Figure 7 This is a schematic diagram of the assembly of the main frame module and the basic airfoil assembly in an embodiment of this application; Figure 8 yes Figure 7 The left view; Figure 9 This is a schematic diagram of the leading edge structure of the basic airfoil in the embodiments of this application; Figure 10 This is a schematic diagram of the structure of the trailing edge of the basic airfoil in the embodiments of this application; Figure 11 This is a schematic diagram of the assembly of the main frame module and the cooperative jet airfoil assembly in an embodiment of this application; Figure 12 This is a schematic diagram of the leading edge structure of the cooperative jet airfoil in the embodiments of this application; Figure 13 yes Figure 12 Enlarged diagram of section C; Figure 14 yes Figure 12 Enlarged schematic diagram of section D in the middle; Figure 15 This is a schematic diagram of the trailing edge structure of the cooperative jet airfoil in an embodiment of this application; Figure 16 yes Figure 15 Enlarged schematic diagram of section E in the middle; Figure 17 This is a top view of the main frame module and the cooperative jet airfoil assembly in the embodiment of this application; Figure 18 yes Figure 17 Sectional view of FF; Figure 19 yes Figure 17 The main view; Figure 20 This is a schematic diagram showing the distribution of the first air supply channel, the second air supply channel, the first air intake channel, and the second air intake channel in the embodiments of this application; Figure 21 This is a schematic diagram showing the distribution of the first air supply channel, the second air supply channel, the first air intake channel, and the second air intake channel from another perspective in an embodiment of this application.

[0015] In the diagram: 10. Main frame module; 101. Main frame; 102. Cover; 20. First air supply channel; 30. First air intake channel; 301. Intake sub-channel; 3011. Gradually narrowing trumpet-shaped intake section; 3012. Bending section; 3013. Necked section; 3014. Straight pipe section; 40. Leading edge of basic airfoil; 50. Trailing edge of basic airfoil; 60. Leading edge of the synergistic jet airfoil; 70. Trailing edge of the synergistic jet airfoil; 80. Second air supply channel; 90. Leading edge air outlet; 100. Second air intake channel; 110. Rear edge air intake; 120. Honeycomb panel; 1201. Honeycomb channel; 130. Flow guide plate; 140. Inlet port; 150. Outlet port; 160. First settling tank; 170. Second settling tank; 180. Installation groove. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0017] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0018] To facilitate understanding of the collaborative jet test model and test method provided in the embodiments of this application, the relevant technologies are first introduced below.

[0019] Active flow control technology for coordinated jet testing specifically refers to active flow control through a coordinated test model. Air is blown in through an opening at the leading edge of the airfoil and drawn in through an opening at the trailing edge. Pumps and pipes are arranged inside the airfoil to deliver the drawn-in gas to the nozzle, thus maintaining equal blowing and drawing volumes and achieving airflow circulation. Existing coordinated jet test models have limited internal space, restricting the installation and use of high-power suction pumps and other extraction systems, making it difficult to simulate high-speed jets and high-mass-flow conditions. Furthermore, high-pressure zones still exist at structural bends in the supply and intake air channels of existing models, affecting supply and intake efficiency; therefore, the flow channel structure urgently needs optimization.

[0020] Therefore, this application provides a synergistic jet test model and test method, which are described below in conjunction with... Figures 1-21 The technical solutions disclosed in the various embodiments of this application are described in detail.

[0021] Example 1:

[0022] This application provides a collaborative jet test model, including: The main frame module 10 is provided with a first air supply channel 20 and a first air intake channel 30. The air outlet 150 of the first air supply channel 20 and the air inlet 140 of the first air intake channel 30 are located on both sides of the main frame module 10. The air inlet 140 of the first air supply channel 20 and the air outlet 150 of the first air intake channel 30 are both located on the end faces of both ends of the main frame module 10. The basic airfoil assembly includes a basic airfoil leading edge 40 and a basic airfoil trailing edge 50 adapted to the main frame module 10, and the basic airfoil assembly has no jet holes; The co-jet airfoil assembly includes a co-jet airfoil leading edge 60 and a co-jet airfoil trailing edge 70 adapted to the main frame module 10. The co-jet airfoil leading edge 60 has a built-in second air supply channel 80 that is used in conjunction with and communicates with the first air supply channel 20. The outlet of the second air supply channel 80 is a leading edge blowing port 90 located on the upper surface of the co-jet airfoil leading edge 60. The co-jet airfoil trailing edge 70 has a built-in second air intake channel 100 that is used in conjunction with and communicates with the first air intake channel 30. The inlet of the second air intake channel 100 is a trailing edge air intake port 110 located on the upper surface of the co-jet airfoil trailing edge 70. In the first operating condition, the leading edge 40 and trailing edge 50 of the basic airfoil are detachably and sealingly connected to the outlet port 150 of the first air supply channel 20 and the inlet port 140 of the first air intake channel 30 on the main frame module 10, respectively. For example, the leading edge 40 and trailing edge 50 of the basic airfoil can be installed on the main frame module 10 with screws, and the sealing method can be achieved by a rubber sealing strip. Of course, the detachable connection method and the sealing method are not limited to the methods disclosed in this application, and other methods can be used. In the second operating condition, the leading edge 60 and trailing edge 70 of the co-jet airfoil are detachably and sealingly connected to the outlet port 150 of the first supply airflow channel 20 and the inlet port 140 of the first intake airflow channel 30 on the main frame module 10, respectively. For example, the leading edge 60 and trailing edge 70 of the co-jet airfoil can be mounted on the main frame module 10 with screws, and their sealing can be achieved using a rubber sealing strip; of course, their detachable connection method and sealing method are not limited to those disclosed in this application, and other methods can be used.

[0023] In some embodiments, the cross-sectional shape of both the second supply airway 80 and the second intake airway 100 is arc-shaped. It is understood that designing the cross-sections of the second supply airway 80 and the second intake airway 100 as arc-shaped reduces airflow resistance and turbulence losses through streamline optimization in fluid mechanics, avoids impact separation between the airflow and the wall, and reduces the turbulence intensity within the flow channel. Especially at flow channel bends, the arc-shaped cross-section can guide the airflow to smoothly turn along the arc, reducing the local drag coefficient and preventing high-pressure zones at flow channel bends. Furthermore, the smooth and continuous inner wall of the arc-shaped flow channel reduces frictional losses between the airflow and the wall, ensuring improved supply and intake efficiency. Simultaneously, the arc-shaped structure allows for a more uniform velocity distribution within the flow channel, providing stable airflow conditions for the leading-edge blowing port 90 and the trailing-edge intake port 110, enhancing the suppressive effect of the synergistic jet on flow separation, and further optimizing the power requirements of the air pump by reducing energy loss.

[0024] In some embodiments, the first air supply channel 20 is a hollow cavity structure extending along the length of the main frame 101. The side wall of the cavity structure has an opening, and a honeycomb plate 120 for uniformly distributing auxiliary airflow is sealed and connected to the opening. The honeycomb plate 120 has several honeycomb channels 1201, and the honeycomb channels 1201 of the honeycomb plate 120 are respectively connected to the first air supply channel 20 and the second air supply channel 80. Understandably, the hollow cavity of the first air supply channel 20 extends along the length of the main frame 101. When the airflow flows within the cavity, it is prone to fluctuations due to uneven flow velocity or turbulence. The honeycomb plate 120 divides the main airflow into multiple independent small airflows through multiple honeycomb channels 1201. By utilizing the friction and guiding effect of the honeycomb channel 1201 wall, the speed and direction of each airflow are forced to be consistent, which can suppress turbulence and vortices, reduce energy loss, and improve the lift effect under the same blowing volume. Furthermore, it makes the airflow form a uniform and stable laminar flow before entering the synergistic jet airfoil assembly, reduces the air supply velocity deviation, improves the uniformity of the airflow, and makes the airflow ejected from the leading edge blowing port 90 form a stable control layer on the airfoil surface, enhancing the effect of suppressing flow separation. In addition, the stable airflow can reduce the data repeatability error under different operating conditions, making it easier to accurately evaluate the optimization effect of synergistic jet parameters. Especially under high-speed jet conditions, it can avoid shock wave generation, maintain flow control stability, and improve the reliability of the test. Meanwhile, the sealed connection of the honeycomb panel 120 ensures that airflow does not leak out.

[0025] In some embodiments, the first air supply channel 20 has two air inlet ports 140, respectively located on the end faces of both ends of the main frame module 10. It is understood that this dual-port air inlet design can significantly improve the uniformity of airflow supply and flow capacity. Dual-port air inlet allows airflow to be introduced simultaneously from both ends of the main frame module 10, avoiding local pressure fluctuations caused by concentrated airflow during single-port air inlet, resulting in a more balanced distribution of airflow within the first air supply channel 20. Simultaneously, the two air inlet ports 140 can share the gas input, effectively increasing the overall airflow rate and providing a more sufficient gas source for high-speed jet and high-mass-flow conditions. Expanding the air inlet path solves the problem of limited internal space restricting high-power suction systems in the original model, improving the adaptability of the experimental model to complex operating conditions.

[0026] In some embodiments, several honeycomb channels 1201 are evenly distributed on the honeycomb panel 120, and the honeycomb channels 1201 are gradually expanding stepped holes. It is understood that the gradually expanding structure of the stepped holes allows the airflow to reduce velocity and uniform pressure as the cross-sectional area gradually increases when passing through the channels, preventing the formation of turbulence or eddies at the channel outlet. Simultaneously, the evenly distributed channels ensure a stable and uniform flow field at the outlet of the honeycomb panel 120, reducing air supply efficiency losses caused by high-pressure areas at channel bends. Furthermore, the stepped hole design can guide the airflow direction through cross-sectional changes, further assisting in the uniform diffusion of airflow within the first air supply channel 20, providing a stable and uniform jet for the leading edge inlet 90 of the subsequent synergistic jet airfoil leading edge 60, and enhancing the synergistic jet's suppression effect on flow separation.

[0027] In some embodiments, the edge of the honeycomb panel 120 is sealed to the opening via a sealing connector. The sealing connector includes a sealing groove embedded in the edge of the air outlet port 150 and an elastic sealing ring filled within the sealing groove. The honeycomb panel 120 forms an airtight connection with the main frame 101 through the elastic sealing ring. It is understood that the combination of the sealing groove and the elastic sealing ring to seal the opening effectively prevents airflow leakage and improves the stability of the flow channel pressure. The elastic sealing ring, filled within the sealing groove, can deform to tightly fit the contact surface between the honeycomb panel 120 and the main frame 101, eliminating the risk of leakage caused by gaps and ensuring that the air pressure in the first air supply channel 20 does not decrease due to leakage, maintaining air supply efficiency. Simultaneously, the embedded structure of the sealing connector facilitates the disassembly and maintenance of the honeycomb panel 120, meeting the component replacement requirements of the test model under different operating conditions while ensuring airtightness, thus improving the practicality and reliability of the model.

[0028] In some embodiments, the first intake flow channel 30 includes n sets of mutually independent intake sub-flow channels 301, satisfying n≥1, where n is a natural number; each set of intake sub-flow channels 301 corresponds to an independent outlet port 150 for outputting airflow. It can be understood that the first intake flow channel 30 is designed to include n sets (n≥1) of mutually independent intake sub-flow channels 301, each set corresponding to an independent outlet port 150. This structure improves the flexibility and adaptability of the intake system through modular flow channel design. The independent intake sub-channels 301 can be opened or closed according to the test requirements to achieve graded adjustment of the intake flow rate. For example, when n=2, the small flow rate and large flow rate conditions can be switched by working with one or two groups. At the same time, multiple independent channels can be adapted to intake pumps of different specifications (such as pumps of different power in parallel). By combining the working states of different intake sub-channels 301, the momentum coefficient and pressure difference required for the coordinated jet can be accurately matched, which enhances the compatibility of the test model with complex parameter combinations and provides a more flexible adjustment space for optimizing the jet control effect.

[0029] In some embodiments, the intake sub-channel 301 includes a tapered horn-shaped intake section 3011, a bend section 3012, a necking section 3013, and a straight section 3014 connected sequentially along the direction of gas flow; guide vanes 130 are provided on the inner walls of the tapered horn-shaped intake section 3011 and the bend section 3012, and there is at least one guide vane 130, which extends from the inlet of the airflow in the tapered horn-shaped intake section 3011 along the direction of airflow flow to the outlet of the bend section 3012. Understandably, the intake sub-channel 301 adopts a combined structure of a tapered, tapered horn-shaped intake section 3011, a bent section 3012, a necked section 3013, and a straight section 3014. Guide vanes 130 extending to the bend outlet are provided on the inner walls of the tapered, horn-shaped intake section 3011 and the bent section 3012. This design improves intake efficiency and airflow stability through optimized channel morphology and a guiding mechanism. The tapered, horn-shaped intake section 3011 accelerates airflow through cross-sectional contraction, guiding external gas smoothly into the channel and avoiding airflow separation caused by inlet expansion. The guide vanes 130 of the bent section 3012 extend along the airflow direction, forcing the airflow to turn along the curved surface of the guide vanes 130, reducing the flow separation area at the bend and significantly reducing the possibility of forming local high-pressure zones. The constricted section 3013 and the straight section 3014 further increase the flow velocity and stabilize the flow field through cross-sectional contraction. Combined with the turbulence suppression effect of the guide vane 130, the turbulence intensity can be significantly reduced, the flow fluctuation amplitude of the intake sub-channel 301 can be reduced, and the intake resistance coefficient can be reduced. This improves the intake efficiency while ensuring a precise balance between the blowing volume and the intake volume, maintaining the stability and energy utilization of the coordinated jet circulation.

[0030] In some embodiments, when there are two or more guide vanes 130, the guide vanes 130 are evenly spaced along the width direction of the intake sub-channel 301. It is understood that this arrangement can further optimize the symmetry and uniformity of the airflow. The evenly distributed guide vanes 130 divide the cross-section of the intake sub-channel 301 into multiple equal-width channels, making the turning angle and velocity of the airflow in each region more consistent, avoiding airflow deviation or local eddies caused by uneven distribution of the guide vanes 130; for example, setting two guide vanes 130 can divide the channel cross-section into three independent channels, reducing the velocity deviation within each channel, and improving airflow uniformity compared to a single guide vane 130 structure. This design can effectively eliminate flow separation within the bend section 3012, reduce the possibility of forming local high-pressure areas, and provide stable inflow conditions for the subsequent necking section 3013 and straight pipe section 3014, reducing the fluctuation range of the flow rate and pressure of the output airflow from the intake sub-channel 301.

[0031] In some embodiments, the guide vanes 130 are detachably connected to the inner walls of the tapered horn-shaped intake section 3011 and the bent section 3012. It is understood that this modular design facilitates channel maintenance and parameter adjustment. The detachable structure (such as bolted connections or slotted fixation) allows for changing the number, angle, or shape of the guide vanes 130 according to different test conditions (e.g., changing the guiding angle of the bent section 3012). For example, when simulating high-speed jets, increasing the number of guide vanes 130 can enhance the airflow guidance effect. During maintenance, the guide vanes 130 can be quickly disassembled to clean accumulated dust on the inner walls or repair wear, preventing the accumulation of impurities in the channel from affecting airflow characteristics. This design solves the problem that traditional fixed guide vanes 130 are difficult to adapt to multi-condition test requirements, allowing the structure of the intake sub-channel 301 to be flexibly adjusted according to test parameters, improving the model's reusability and maintenance efficiency.

[0032] In some embodiments, the guide vane 130 is made of carbon fiber or stainless steel and has a thickness of 0.5-2 mm.

[0033] In some embodiments, in each set of intake sub-channels 301, the cross-sectional area at the inlet of the constricted section 3013 is 1 / 4 to 1 / 2 of the cross-sectional area at the inlet of the tapered horn-shaped intake section 3011. It is understood that this cross-sectional contraction ratio optimizes the airflow acceleration effect and pressure distribution. Through gradient cross-sectional contraction, such as forming an area ratio of 4:1 to 2:1 from the inlet of the tapered horn-shaped intake section 3011 to the inlet of the constricted section 3013, the airflow velocity can be increased by 2-4 times when flowing through the constricted section 3013, forming a high-speed intake airflow, enhancing the suction capacity of the trailing edge intake port 110, and adapting to the simulation requirements of large mass flow rate conditions. Simultaneously, a reasonable contraction ratio can avoid shock waves or turbulence caused by abrupt changes in cross-section, improve the uniformity of the outlet velocity of the constricted section 3013, provide a stable flow field for the subsequent straight pipe section 3014, ensure precise matching of the intake volume and the leading edge blowing volume, and maintain the energy balance of the coordinated jet circulation.

[0034] In some implementations, n≥2 and n is an even number, with even-numbered arrays of intake sub-channels 301 symmetrically arranged at both ends of the main frame 101. It is understood that this design optimizes airflow balance and system stability through a symmetrical channel layout. Even-numbered arrays of sub-channels (e.g., 2, 4, 6 groups, etc.) are symmetrically distributed with the central axis of the main frame module 10 as the reference, ensuring a mirror balance of airflow and pressure at both intake ports, avoiding pressure imbalance within the channels due to unilateral intake. The symmetrical layout also eliminates lateral impact forces from the airflow on the main frame 101, preventing vibrations in the model due to uneven stress and ensuring the reliability of experimental data. Furthermore, even-numbered arrays of channels can achieve gradient adjustment of the intake volume through group control (e.g., simultaneously activating symmetrical channels at both ends), precisely matching the momentum coefficient required for the coordinated jet. Especially under high flow conditions, the symmetrical multi-channel design can effectively reduce the flow fluctuation amplitude of the intake system, while improving system fault tolerance through redundant channels (the symmetrical channels can still maintain a balanced intake state even if a single channel fails).

[0035] In some embodiments, the first intake channel 30 has two sets of intake sub-channels 301, and two outlet ports 150 are symmetrically arranged at both ends of the main frame 101. It is understood that this symmetrical dual-channel design can improve the flow capacity and pressure stability of the intake system. The two independent sub-channels can be connected to intake pumps separately or operate in parallel, increasing the total intake flow rate by 100% compared to a single channel, meeting the requirements of high mass flow rate tests. The symmetrically arranged outlet ports 150 can balance the airflow pressure at both ends of the main frame 101, avoiding pressure imbalance within the frame caused by unilateral intake. Especially under high-speed jet conditions, synchronous intake at both ends can reduce pressure fluctuations within the channels. Furthermore, the dual-channel structure supports flexible adjustment of the intake mode (such as single-channel operation or simultaneous operation of both channels), adapting to test requirements with different momentum coefficients, and providing more flexible operating space for optimizing coordinated jet parameters.

[0036] In some embodiments, the first intake channel 30 has four sets of intake sub-channels 301, and four outlet ports 150 are symmetrically arranged in pairs at both ends of the main frame 101. It is understood that this multi-channel modular design further expands the flow rate adjustment range and operational adaptability of the intake system. The four sets of sub-channels can achieve multi-level flow rate adjustment by combining different operating states (such as one, two, three, or four sets operating simultaneously), precisely matching the full range of test requirements from low to high momentum coefficients; the symmetrical port layout eliminates airflow deviation within the main frame 101, maintaining the uniformity of the pressure field within the channels even under high flow rate conditions. For example, when all four sets of channels operate simultaneously, the total intake volume is increased by four times compared to a single channel, simulating the high mass flow rate requirements of high-speed jet scenarios. Simultaneously, the multi-channel redundancy design improves system reliability (the remaining channels can still maintain basic test requirements even if one set of channels fails).

[0037] In some embodiments, the main frame module 10 includes an elongated main frame 101 and a cover 102 detachably and sealingly connected to the main frame 101. The upper surface of the main frame 101 is provided with at least one first recess 160 according to the shape of the intake sub-channel 301. The cover 102 is provided with a second recess 170 at a position corresponding to the first recess 160, which is adapted to the outer contour of the first recess 160. When the cover 102 is detachably and sealingly connected to the main frame 101, each first recess 160 and its corresponding second recess 170 constitute a set of independent intake sub-channels 301. For example, the cover 102 can be installed on the main frame 101 with screws, and its sealing method can be achieved with a rubber sealing strip. Of course, its detachable connection method and sealing method are not limited to those disclosed in this application, and other methods can be used. Understandably, the main frame module 10 adopts a long strip-shaped main frame 101 and a detachable cover 102 structure. An independent suction sub-channel 301 is formed by the cooperation of the first recess 160 on the main frame 101 and the second recess 170 on the cover 102. This modular design balances the convenience of channel processing and maintenance efficiency. The first recess 160 is pre-set on the upper surface of the main frame 101, and the second recess 170 is pre-set on the lower surface of the cover 102. After the first recess 160 and the second recess 170 are fitted and sealed, n independent suction sub-channels 301 can be formed, avoiding the problems of high processing difficulty and cost associated with traditional integral channel processing, while improving processing efficiency. The detachable structure facilitates the removal of the cover 102 to clean the inside of the channel, such as removing accumulated dust or impurities. Maintenance does not require complete disassembly of the model, which can shorten maintenance time. Furthermore, the recessed layout allows the tapered horn-shaped intake section 3011, the bent section 3012, and the necked section 3013 of the intake sub-channel 301 to be concentrated on the surface of the main frame 101. This facilitates monitoring of the pressure distribution and flow state within the channel through visualization methods (such as pressure sensors or flow field displays), providing data support for optimizing the channel structure. At the same time, it ensures the independence of each intake sub-channel 301 and meets the requirements for precise flow control when multiple channels are operating in parallel.

[0038] In some embodiments, the guide vane 130 is disposed on the first recess 160, and the second recess 170 has a mounting groove 180 adapted to the guide vane 130 at a position corresponding to the guide vane 130; the guide vane 130 is sealed and connected within the mounting groove 180. For example, sealing can be achieved using a rubber sealing strip or sealant.

[0039] In some implementations, the cooperative jet airfoil assembly consists of m groups, satisfying m≥1, where m is a natural number; In each set of co-current airfoil components: the width of the leading edge inlet 90 provided on the leading edge 60 of the co-current airfoil is a, satisfying a > 0; the width of the trailing edge inlet 110 provided on the trailing edge 70 of the co-current airfoil is b, satisfying b > 0; and the width a of the leading edge inlet 90 and the width b of the trailing edge inlet 110 correspond to each other. In the m groups of cooperative jet airfoil assemblies, the width a of the leading edge inlet 90 of the m groups is the same, and the width b of the trailing edge inlet 110 of the m groups is the same; or, in the m groups of cooperative jet airfoil assemblies, the width a of the leading edge inlet 90 and the width b of the trailing edge inlet 110 both increase or decrease in a gradient.

[0040] Example 2:

[0041] This application provides a coordinated jet test system, including a gas supply system, a suction system, and the coordinated jet test model in Example 1; The gas supply system is connected to the air inlet port 140 of the first gas supply channel 20 on the main frame module 10. The gas supply system is used to deliver high-pressure gas to the collaborative jet test model. The suction end of the suction system is connected to the air outlet 150 of the first suction air passage 30 on the main frame module 10, and the suction system is used to suction the airflow.

[0042] Example 3:

[0043] This application provides a test method for the synergistic jet test system in Embodiment 2, comprising the following steps: S1. First, connect the external air supply system (e.g., via an air pump) to the air inlet port 140 of the first air supply channel 20 on the main frame module 10 through a metal hose. The air supply system is used to deliver high-pressure gas to the coordinated jet test model. In this application, the high-pressure gas, for example, can be a gas with a pressure of 1-3 standard atmospheres. Connect the external suction system to the air outlet port 150 of the first suction channel 30 on the main frame module 10. The suction system is used to suction the airflow. Check the sealing of each connection part to ensure that there is no air leakage during the test. S2. After assembling the main frame module 10 with the first set of co-jet airfoil components (co-jet airfoil leading edge 60 and co-jet airfoil trailing edge 70) to form a combination, turn on the external air supply system and suction system, and complete the relevant tests of the co-jet airfoil components under the coordinated drive of the two, and measure the pressure and other relevant test data of the airfoil surface and its model cavity; keep the air supply and suction parameters stable during the test; S3. Turn off the air supply system and the suction system, replace the first set of co-jet airfoil components (co-jet airfoil leading edge 60 and co-jet airfoil trailing edge 70) with the second set of co-jet airfoil components (co-jet airfoil leading edge 60 and co-jet airfoil trailing edge 70), assemble them into a combined body, and recheck the connection sealing; turn on the external air supply system and the suction system, and complete the relevant tests of the co-jet airfoil components under the coordinated drive of the two, and measure the pressure and other relevant test data of the airfoil surface and its model cavity; S4. Repeat step S3 to test the remaining groups of cooperative jet airfoil components in sequence until all m groups of cooperative jet airfoil components have been tested. S5. Shut down the air supply system and the suction system, replace the m-th group of cooperative jet airfoil components with the basic airfoil components (basic airfoil leading edge 40 and basic airfoil trailing edge 50), assemble them into a combined body, check the assembly, disconnect the external air supply system and shut down the suction system, complete the relevant tests of the basic airfoil components, and measure the pressure and other data on the airfoil surface.

[0044] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0045] Furthermore, it should be noted that the scope of the methods and apparatus in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. In addition, features described with reference to certain examples may be combined in other examples.

[0046] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A cooperative jet test model, characterized in that, include: The main frame module includes a first air supply channel and a first air intake channel. The outlet port of the first air supply channel and the inlet port of the first air intake channel are located on opposite sides of the main frame module. Both the inlet port and outlet port are located on the end faces of the main frame module. The inlet port of the first air supply channel is configured to connect to an external air supply system, and the outlet port of the first air intake channel is configured to connect to an external suction system. The first air supply channel is a hollow cavity structure extending along the length of the main frame. An opening is formed in the side wall of the cavity structure, and a honeycomb plate with uniformly distributed auxiliary airflow is sealed at the opening. The first air intake channel includes n independent intake sub-channels, satisfying n≥1, where n is a natural number. Each intake sub-channel has an independent outlet port for outputting airflow. A basic airfoil assembly includes a basic airfoil leading edge and a basic airfoil trailing edge adapted to the main frame module, wherein the basic airfoil assembly has no jet holes; A co-jet airfoil assembly includes a co-jet airfoil leading edge and a co-jet airfoil trailing edge adapted to the main frame module. The co-jet airfoil leading edge has a built-in second air supply channel that communicates with and cooperates with a first air supply channel. The outlet of the second air supply channel is a leading edge blowing port located on the upper surface of the co-jet airfoil leading edge. The co-jet airfoil trailing edge has a built-in second air intake channel that communicates with and cooperates with a first air intake channel. The inlet of the second air intake channel is a trailing edge air intake located on the upper surface of the co-jet airfoil trailing edge. The co-jet airfoil assembly consists of m sets, satisfying m≥1, where m is a natural number. In the first operating condition, the leading edge and trailing edge of the basic airfoil are detachably and sealed to the outlet port side of the first air supply channel and the inlet port side of the first air intake channel on the main frame module, respectively. In the second operating condition, the leading edge and trailing edge of the co-jet airfoil are detachably and sealed to the outlet port side of the first supply airflow channel and the inlet port side of the first intake airflow channel on the main frame module, respectively.

2. The synergistic jet test model according to claim 1, characterized in that, The cross-sectional shape of both the second air supply channel and the second air intake channel is arc-shaped.

3. The synergistic jet test model according to claim 2, characterized in that, The honeycomb panel has several honeycomb channels, and the honeycomb channels are respectively connected to the first air supply channel and the second air supply channel.

4. The synergistic jet test model according to claim 3, characterized in that, The first air supply channel has two air inlet ports, which are respectively located on the end faces of both ends of the main frame module; And / or, several honeycomb channels are evenly distributed on the honeycomb panel, wherein the honeycomb channels are progressively expanding stepped holes; And / or, the edge of the honeycomb panel is sealed to the opening by a sealing connector, the sealing connector including a sealing groove embedded in the edge of the air outlet and an elastic sealing ring filled in the sealing groove, the honeycomb panel forming an airtight connection with the main frame through the elastic sealing ring.

5. The synergistic jet test model according to claim 4, characterized in that, The intake sub-channel includes a tapered horn-shaped intake section, a bend section, a necking section, and a straight pipe section connected sequentially along the direction of gas flow; the inner walls of the tapered horn-shaped intake section and the bend section are provided with guide vanes, and there is at least one guide vane, which extends from the inlet of the airflow in the tapered horn-shaped intake section along the direction of airflow to the outlet of the bend section.

6. The synergistic jet test model according to claim 5, characterized in that, When there are two or more guide vanes, the guide vanes are evenly spaced apart in the width direction of the intake sub-channel; The guide vane is detachably connected to the inner wall of the tapered horn-shaped intake section and the bending section. The guide vane is made of carbon fiber or stainless steel and has a thickness of 0.5-2mm; In each group of intake sub-channels, the cross-sectional area at the inlet of the constricted section is 1 / 4 to 1 / 2 of the cross-sectional area at the inlet of the gradually constricted horn-shaped intake section. n independent intake sub-channels satisfy: n≥2, and n is an even number, with the even-numbered intake sub-channels symmetrically arranged at both ends of the main frame; The main frame module includes a long strip-shaped main frame and a cover that is detachably and sealingly connected to the main frame. The upper surface of the main frame is provided with at least one first groove according to the shape of the air intake sub-channel. The cover is provided with a second groove at the position corresponding to the first groove, which is adapted to the shape of the first groove. When the cover is detachably and sealingly connected to the groove of the main frame, each first groove and its corresponding second groove constitute a set of independent air intake sub-channels.

7. The synergistic jet test model according to claim 6, characterized in that, In each set of co-current airfoil components: the width of the leading edge inlet provided on the leading edge of the co-current airfoil is a, satisfying a > 0; the width of the trailing edge inlet provided on the trailing edge of the co-current airfoil is b, satisfying b > 0; and the width a of the leading edge inlet and the width b of the trailing edge inlet correspond to each other. In the m groups of cooperative jet airfoil assemblies, the width 'a' of the leading edge inlets of the m groups is the same, and the width 'b' of the trailing edge inlets of the m groups is the same; or, in the m groups of cooperative jet airfoil assemblies, the width 'a' of the leading edge inlets and the width 'b' of the trailing edge inlets both increase or decrease in a gradient.

8. A collaborative jet testing system, characterized in that, It includes a gas supply system, a suction system, and the synergistic jet test model as described in any one of claims 1-7.

9. A test method using the synergistic jet test model according to any one of claims 1-7, characterized in that, Includes the following steps: S1. First, connect the external air supply system to the air inlet port of the first air supply channel on the main frame module through a metal hose. The air supply system is used to deliver high-pressure gas to the coordinated jet test model. Connect the external suction system to the air outlet port of the first suction channel on the main frame module. The suction system is used to suction the airflow. Check the sealing of each connection part to ensure that there is no air leakage during the test. S2. After assembling the main frame module with the first group of co-current airfoil components to form a combined body, turn on the external air supply system and the suction system, and complete the relevant tests of the co-current airfoil components under the coordinated drive of the two; keep the air supply and suction parameters stable during the test. S3. Turn off the air supply system and the suction system, replace the first set of cooperative jet airfoil components with the second set of cooperative jet airfoil components, assemble them into a combined body, and recheck the connection sealing; turn on the external air supply system and the suction system, and complete the relevant tests of the cooperative jet airfoil components under the cooperative drive of the two. S4. Repeat step S3 to test the remaining groups of cooperative jet airfoil components in sequence until all m groups of cooperative jet airfoil components have been tested. S5. Shut down the air supply system and the suction system, replace the m-th group of cooperative jet airfoil components with the basic airfoil components, assemble them into a combined body, check the assembly, disconnect the external air supply system and shut down the suction system, and complete the relevant tests of the basic airfoil components.

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