A longitudinal large-amplitude adaptive virtual flight test device and method

Abstract

A kind of longitudinal large amplitude adaptive virtual flight test device and method, belong to the field specially for wind tunnel test.This application includes vertical guide rail top through upper end buffer device and spherical hinge support connection, spherical hinge support is equipped on the upper wall surface of wind tunnel through connecting seat, aircraft model is connected with vertical guide rail through pitch yaw sliding simulation device, vertical guide rail bottom is equipped with lower end buffer device, lower end buffer device bottom is equipped with steel wire rope traction seat, steel wire rope traction seat is connected with three groups of front steel wire rope, front steel wire rope is connected with rear steel wire rope through steel wire rope tensioner, rear steel wire rope is connected with the lower wall surface of wind tunnel, so that vertical guide rail lower end is in pre-tightening state.This application releases the degree of freedom of vertical direction completely on the basis of three-axis angle movement, can effectively obtain the real aerodynamic force and damping characteristics of aircraft movement, and reflects the change of height in movement process, more truly simulates actual flight condition, further plays the advantage of virtual flight test.

Description

Technical Field

[0001] This invention relates to an adaptive virtual flight test device and method with large longitudinal amplitude, belonging to the field of wind tunnel testing. Background Technology

[0002] The flight quality of an aircraft is crucial to flight safety and performance, and good flight quality is the foundation of flight safety. In traditional aircraft development, control laws are first designed based on the aerodynamic characteristics obtained from wind tunnel tests, followed by load tests using a ground-based flight simulator, and finally, flight tests verify the flight quality. Due to the high maneuverability and agility requirements of modern military aircraft, flight tests are extremely risky, and dangerous situations that did not occur during the research and testing phase are highly likely to arise during actual flight. Furthermore, flight testing itself is characterized by high cost and high risk, making it less economical, safer, and less efficient than ground simulations. Currently, wind tunnel virtual flight tests are mainly used domestically and internationally for ground performance testing of aircraft, simulating flight quality, and studying complex issues such as aerodynamic / kinematic nonlinear coupling and flight control law design. However, existing wind tunnel virtual flight test devices have certain limitations: First, most publicly reported virtual flight test devices can only simulate the angular degrees of freedom of the aircraft around three body axes, and cannot simulate linear displacement motion. Furthermore, the device's large structural dimensions occupy a significant amount of internal space in the model, making its internal structural design difficult. Secondly, in recent years, some research institutions have developed active follow-compensation control linear displacement motion mechanisms, capable of simulating aircraft linear displacement motion. However, these active follow-compensation control devices are cantilever structures, exhibiting poor stiffness and significant swaying during motion, affecting experimental accuracy. Simultaneously, the active follow-compensation technology involves numerous system components and complex design, requiring extremely fast feedback speeds and very high feedback accuracy to compensate for the short strokes of free units. This places extremely high demands on system synchronization; even slight errors can easily damage the mechanism and the model.

[0003] Therefore, there is an urgent need to propose an adaptive virtual flight test device and method with large longitudinal amplitude to solve the above problems. Summary of the Invention

[0004] This invention proposes a longitudinally large-amplitude adaptive virtual flight test device and method. Based on three-axis angular motion, it completely releases the vertical degree of freedom, effectively obtaining the real aerodynamic and damping characteristics of the aircraft motion and reflecting altitude changes during motion. This more realistically simulates actual flight conditions and further leverages the advantages of virtual flight testing. A brief overview of this invention is provided below to offer a basic understanding of certain aspects of the invention. It should be understood that this overview is not an exhaustive summary of the invention. It is not intended to identify key or essential parts of the invention, nor is it intended to limit the scope of the invention.

[0005] The technical solution of the present invention:

[0006] Option 1: A longitudinally large amplitude adaptive virtual flight test device, comprising a vertical guide rail, an upper buffer device, a lower buffer device, a pitch, yaw, and slide simulation device, a connecting seat, a ball joint support, a wire rope traction seat, a front wire rope, a wire rope tensioner, and a rear wire rope. The top of the vertical guide rail is connected to the ball joint support via the upper buffer device. The ball joint support is fixedly installed on the upper wall of the wind tunnel via the connecting seat. The vertical guide rail passes through the interior of the aircraft model, and the aircraft model is simultaneously connected to the vertical guide rail via the pitch, yaw, and slide simulation device. The vertical guide rail is connected to a straight guide rail. A lower buffer device is installed at the bottom of the vertical guide rail. A wire rope traction seat is installed at the bottom of the lower buffer device. The wire rope traction seat is connected to three sets of front wire ropes. The front wire ropes are connected to the rear wire ropes through wire rope tensioners. The rear wire ropes are connected to the lower wall of the wind tunnel. The length of the wire rope tensioners is adjusted to make the lower end of the vertical guide rail in a pre-tensioned state. The three sets of front wire ropes are evenly arranged, and the included angle of their projection in the XOY plane is 120°. The included angle between each set of front wire ropes and the lower wall of the wind tunnel is 15°.

[0007] Preferably, the upper buffer device includes a hydraulic buffer, a buffer spring, and a buffer top seat. The buffer top seat is slidably sleeved on the upper end of the vertical guide rail. The two ends of the hydraulic buffer are respectively connected to the ball joint support and the buffer top seat. The buffer spring is sleeved on the outside of the telescopic shaft of the hydraulic buffer.

[0008] Preferably, the lower buffer device includes a hydraulic buffer, a buffer spring, and a buffer top seat. The buffer top seat is slidably sleeved on the lower end of the vertical guide rail. The two ends of the hydraulic buffer are respectively connected to the wire rope traction seat and the buffer top seat. The buffer spring is sleeved on the outside of the telescopic shaft of the hydraulic buffer.

[0009] Preferably, the vertical guide rail has a rectangular cross-section and is chamfered.

[0010] Preferably, the pitch and yaw sliding simulation device includes a yaw plug, a pitch limit block, a pitch limit seat, a roll limit block, a roll limit seat, a roll shaft seat, a pitch encoder, a pitch encoder bracket, a yaw shaft seat, a pitch shaft seat, a roll encoder, a roll bearing, a roll cover, a yaw bearing, a yaw shaft, a roller, a roller shaft, a roller seat, a slider shaft seat, a pitch plug, a pitch bearing, a pitch angle shaft, a roll encoder shaft locking seat, a magnetic scale, and a reading head;

[0011] The magnetic scale is pasted into the groove of one of the chamfered corners of the vertical guide rail, and the reading head is fixed in the inner cavity of the slider shaft seat. When the device moves up and down along the vertical guide rail, the position information of the model along the Z-axis is obtained in real time through the signal fed back by the reading head.

[0012] The rollers are mounted on the roller seat via roller shafts. Inside the slider shaft seat, there are upper and lower layers of rollers arranged in the front, rear, left, and right directions, for a total of 8 sets of rollers. These rollers roll on the vertical guide rail to achieve free movement of the device along the Z-axis. Two sets of yaw shafts are mounted at the upper and lower ends of the roller seat. Yaw bearings are fitted onto the shaft diameter of the yaw shafts. The outer rings of the yaw bearings are fixed to the yaw shaft seat via yaw plugs. The pitch shaft seat is fitted onto the outside of the yaw shaft seat via pitch bearings and pitch plugs. The pitch limit seat is mounted on the yaw shaft seat, and pitch limit blocks are installed on both sides of the pitch limit seat.

[0013] The pitch encoder is fixed to the pitch cover by the pitch encoder bracket. The pitch encoder is a hollow shaft encoder. The pitch angle shaft installed in the inner cavity of the yaw shaft seat passes through the inner hole of the pitch encoder. A set of roll bearings are installed on the front and rear sides of the pitch bearings, and the roll cover is axially tightened on the inside.

[0014] The roll encoder is installed in the inner hole of the roll shaft seat, and the roll encoder shaft is inserted into the roll encoder shaft locking seat; the roll limit seat is designed with a U-shaped structure and is locked in the protruding part of the roll shaft seat, and the roll limit block is installed on the inner side of the roll limit seat.

[0015] Preferably, the pitch encoder, roll encoder, and reading head are all connected to the control system.

[0016] Option 1, an adaptive virtual flight test method with large longitudinal amplitude, is based on the adaptive virtual flight test device with large longitudinal amplitude described in Option 2, characterized by including the following steps:

[0017] Step a: Install the aforementioned longitudinal large amplitude adaptive virtual flight test device and aircraft model in the wind tunnel in sequence, and connect the control system to the wind tunnel control and data acquisition system.

[0018] Step b: Start the wind tunnel. Once the wind tunnel wind speed reaches the target value, control the various control surfaces of the aircraft model to make the aircraft model fly to the test area.

[0019] Step c: Based on the signals from the pitch encoder, roll encoder, and reading head obtained by the acquisition system, control the ailerons, elevator, and rudder of the aircraft model to deflect accordingly, so that the aircraft model reaches a reasonable flight state.

[0020] Step d: Issue the i-th group of flight control law commands and simultaneously acquire the flight data packets under the i-th group of flight control law commands, where i is the test plan sequence, i=1, 2, ..., n;

[0021] Step e: Determine if the acquired flight data packet line is reasonable. If the flight data packet line is reasonable, repeat step d. If the flight data packet line is unreasonable, adjust the control surface parameters of the aircraft model until a reasonable flight data packet line is obtained.

[0022] Step f: After completing all flight test subjects, stop the wind tunnel and reduce the wind speed to zero. The test is now complete.

[0023] The present invention has the following beneficial effects:

[0024] This invention enables virtual flight tests of aircraft in wind tunnels to obtain flight control parameters of aircraft models. The device employs an embedded, stacked design to simulate three-axis angular motion as well as large-amplitude motion in the Z-axis direction. Its compact size minimizes the impact on the model's internal space and the overall shape, maximizing the integrity of the model's aerodynamic profile. The upper ball joint and lower wire rope design prevents bending deformation of the vertical guide rail when the aircraft model is subjected to large axial or lateral impact loads, ensuring smooth vertical movement. A double-safety arrangement of hydraulic buffers and buffer springs effectively reduces the impact on the aircraft model during speed changes, while also complementing each other. Compared to traditional virtual flight test devices, this invention fully unlocks the vertical degree of freedom in addition to three-axis angular motion, effectively obtaining the true aerodynamic and damping characteristics of the aircraft's motion and reflecting altitude changes during movement, more realistically simulating actual flight conditions and further leveraging the advantages of virtual flight testing. Furthermore, it eliminates issues related to follow-up compensation and synchronization control, making operation simpler and its applicability wider. Attached Figure Description

[0025] Figure 1 This is a perspective view of an adaptive virtual flight test device with large longitudinal amplitude according to the present invention;

[0026] Figure 2 This is a diagram showing the usage status of an adaptive virtual flight test device with large longitudinal amplitude according to the present invention;

[0027] Figure 3This is a diagram showing the installation of a longitudinally large amplitude adaptive virtual flight test device with a wind tunnel according to the present invention.

[0028] Figure 4 This is a perspective view of the upper buffer device of the present invention;

[0029] Figure 5 This is a perspective view of the lower buffer device of the present invention;

[0030] Figure 6 This is a perspective view of the pitch, yaw, and slide simulation device of the present invention;

[0031] Figure 7 This is a schematic diagram showing the installation of the pitch limiting block and the pitch limiting seat of the present invention.

[0032] Figure 8 This is a schematic diagram showing the assembly of the rolling limit block, rolling limit seat, and rolling shaft seat of the present invention.

[0033] Figure 9 This is a front view of the pitch, yaw, and slide simulation device of the present invention;

[0034] Figure 10 This is a side view of the pitch, yaw, and slide simulation device of the present invention;

[0035] Figure 11 This is a schematic diagram showing the installation of the pitch, yaw, and sliding simulation device of the present invention with the vertical guide rail.

[0036] Figure 12 for Figure 10 AA cross-section view;

[0037] Figure 13 for Figure 9 BB cross-section;

[0038] Figure 14 for Figure 9 CC cross-section;

[0039] Figure 15 This is a schematic diagram showing the installation of the magnetic scale and the reading head according to the present invention.

[0040] In the diagram: 1-Wind tunnel, 2-Aircraft model, 3-Connecting seat, 4-Spherical hinge support, 5-Hydraulic buffer, 6-Buffer spring, 7-Buffer top seat, 8-Wire rope traction seat, 9-Front section wire rope, 10-Wire rope tensioner, 11-Rear section wire rope, 12-Yaw plug, 13-Vertical guide rail, 14-Pitch limit block, 15-Pitch limit seat, 16-Roll limit block, 17-Roll limit seat, 18-Roll shaft seat, 19-Pitch encoder, 20-Pitch encoder bracket, 2 1-Yaw shaft seat, 22-Pitch shaft seat, 23-Roll encoder, 24-Roll bearing, 25-Roll cover, 26-Yaw bearing, 27-Yaw shaft, 28-Roll, 29-Roll shaft, 30-Roll seat, 31-Slider shaft seat, 32-Pitch cover, 33-Pitch bearing, 34-Pitch angle shaft, 35-Roll encoder shaft locking seat, 36-Magnetic scale, 37-Reading head, 38-Upper buffer device, 39-Lower buffer device, 40-Pitch yaw sliding simulation device. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this invention clearer, the invention is described below with reference to specific embodiments shown in the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and not intended to limit the scope of the invention. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concept of the invention.

[0042] The connections mentioned in this invention are divided into fixed connections and detachable connections. Fixed connections, also known as non-detachable connections, include but are not limited to conventional fixed connection methods such as folded connections, riveted connections, adhesive connections, and welded connections. Detachable connections include but are not limited to conventional disassembly methods such as threaded connections, snap-fit ​​connections, pin connections, and hinged connections. When a specific connection method is not explicitly defined, it is assumed that at least one existing connection method can always be found to achieve the function, and those skilled in the art can choose according to their needs. For example, a welded connection can be chosen for fixed connections, and a hinged connection can be chosen for detachable connections.

[0043] Specific implementation method one: Combining Figures 1-15This embodiment describes a longitudinally large amplitude adaptive virtual flight test device, comprising a vertical guide rail 13, an upper buffer device 38, a lower buffer device 39, a pitch, yaw, and sliding simulation device 40, a connecting seat 3, a ball joint support 4, a wire rope traction seat 8, a front wire rope 9, a wire rope tensioner 10, and a rear wire rope 11. The top of the vertical guide rail 13 is connected to the ball joint support 4 via the upper buffer device 38. The ball joint support 4 is fixedly installed on the upper wall of the wind tunnel 1 via the connecting seat 3. The vertical guide rail 13 passes through the interior of the aircraft model 2, while the aircraft model 2 is connected to the pitch, yaw, and sliding simulation device 40. The simulated device 40 is connected to the vertical guide rail 13. A lower buffer device 39 is installed at the bottom of the vertical guide rail 13. A wire rope traction seat 8 is installed at the bottom of the lower buffer device 39. The wire rope traction seat 8 is connected to three sets of front wire ropes 9. The front wire ropes 9 are connected to the rear wire ropes 11 through the wire rope tensioner 10. The rear wire ropes 11 are connected to the lower wall of the wind tunnel 1. The length of the wire rope tensioner 10 is adjusted so that the lower end of the vertical guide rail 13 is in a pre-tightened state. The three sets of front wire ropes 9 are evenly arranged, and the included angle of their projection in the XOY plane is 120°. The included angle between each set of front wire ropes 9 and the lower wall of the wind tunnel 1 is 15°.

[0044] The upper buffer device 38 includes a hydraulic buffer 5, a buffer spring 6, and a buffer top seat 7. The buffer top seat 7 is slidably sleeved on the upper end of the vertical guide rail 13. The two ends of the hydraulic buffer 5 are connected to the ball joint support 4 and the buffer top seat 7, respectively. The buffer spring 6 is sleeved on the outside of the telescopic shaft of the hydraulic buffer 5. When the device reaches its limit position, the buffer spring 6 contacts the protruding part of the buffer top seat 7, thereby compressing the buffer spring 6 and the hydraulic buffer 5, causing the movement of the device to stop slowly. This arrangement can effectively reduce the impact on the aircraft model during the process of the device's speed changing from fast to zero in a very short time. At the same time, they complement each other, ensuring that even if one of the buffers fails, the device still has buffering capacity.

[0045] In a more preferred embodiment, the lower buffer device 39 includes a hydraulic buffer 5, a buffer spring 6, and a buffer top seat 7. The buffer top seat 7 is slidably sleeved on the lower end of the vertical guide rail 13. The two ends of the hydraulic buffer 5 are respectively connected to the wire rope traction seat 8 and the buffer top seat 7. The buffer spring 6 is sleeved on the outside of the telescopic shaft of the hydraulic buffer 5. That is, the lower end of the vertical guide rail 13 also passes through the inner hole of the buffer top seat 7 and is connected to the wire rope traction seat 8. The wire rope traction seat 8 is approximately triangular in shape, with its three vertices connected to three sets of front wire ropes 9. The front wire ropes 9 are connected to the rear wire ropes 11 through the wire rope tensioner 10. The rear wire ropes 11 are connected to the lower wall of the wind tunnel. Adjusting the length of the wire rope tensioner 10 puts the lower end of the vertical guide rail 13 in a pre-tensioned state. Three sets of steel wire ropes are evenly arranged, with a projection angle of 120° in the XOY plane. Each set of steel wire ropes has a 15° angle with the lower wall of the wind tunnel. This arrangement generates both vertically downward and lateral preload. Simultaneously, the elasticity of the steel wire ropes allows the lower end of the vertical guide rail to move adaptively, compensating for the displacement deviation caused by the rotation of the upper end of the vertical guide rail. This design, combining an upper ball joint and a lower steel wire rope, prevents bending deformation of the vertical guide rail when the aircraft model is subjected to large axial or lateral impact loads, ensuring smooth vertical movement of the device without jamming.

[0046] A vertical guide rail 13 passes through the interior of the aircraft model 2. The cross-section of the vertical guide rail is rectangular and chamfered. A magnetic scale 36 is attached to a groove in one of the chamfered corners of the vertical guide rail 13. A reading head 37 is fixed in the inner cavity of the slider shaft seat 31. When the device moves up and down along the vertical guide rail 13, the signal fed back by the reading head 37 can obtain the position information of the model 2 along the Z-axis in real time. Rollers 28 are mounted on roller seats 30 via roller shafts 29. Eight sets of rollers 28 in two layers (front, rear, left, right, upper and lower) inside the slider shaft seat 31 roll on the vertical guide rail 13 to achieve free movement of the device along the Z-axis. This arrangement achieves both low friction and a close fit, ensuring no wobbling between the device and the guide rail and minimizing resistance during movement. Two sets of yaw shafts 27 are installed at the upper and lower ends of the roller seat 30. Yaw bearings 26 are fitted onto the shaft diameter of the yaw shafts 27. The outer rings of the yaw bearings 26 are fixed to the yaw shaft seats 21 by yaw plugs 12, thereby realizing the yaw rotation of the device. The pitch shaft seat 22 is fitted onto the outside of the yaw shaft seat 21 by pitch bearings 33 and pitch plugs 32. The pitch limit seat 15 is installed on the yaw shaft seat 21, and pitch limit blocks 14 are installed on both sides of the pitch limit seat 15. They are made of high-density nylon elastic material and have strong buffering capacity, which can significantly reduce the impact on the model when the device reaches the angle limit position. According to different test requirements, the pitch angle movement range of the device can be limited by replacing the pitch limit blocks 14 with different angles. The pitch encoder 19 is fixed to the pitch cover 32 via the pitch encoder bracket 20. The pitch encoder 19 is a hollow shaft encoder. The pitch angle shaft 34, installed in the inner cavity of the yaw shaft seat 21, passes through the inner hole of the pitch encoder 19. When the device rotates in pitch, the pitch encoder 19 can obtain the angular position information of the device in real time. A set of roll bearing seats 18 are installed on the front and rear sides of the pitch bearing seat 22 via roll bearings 24. The roll cover 25 axially tightens it from the inside. The roll encoder 23 is installed in the inner hole of the roll bearing seat 18. The shaft of the roll encoder 23 is inserted into the roll encoder shaft locking seat 35. When the device rotates in the roll angle direction, the roll encoder 23 can obtain the roll angle position information of the device in real time. The roll limit seat 17 is designed with a U-shaped structure and is locked into the protruding part of the roll shaft seat 18. The roll limit block 16 is installed inside the roll limit seat 17 and is made of high-density nylon elastic material, which has strong buffering capacity and can significantly reduce the impact on the model when the device reaches the angle limit position. According to different test requirements, the roll angle movement range of the device can be limited by replacing the roll limit block 16 with different angles. The upper end of the vertical guide rail 13 passes through the inner hole of the buffer top seat 7 and is connected to the ball joint support 4. The ball joint support 4 is connected to the upper wall of the wind tunnel. The ball joint connection allows the upper end of the vertical guide rail to rotate within a small range.

[0047] Specific Implementation Method Two: Combining Figures 1-15This embodiment, based on specific embodiment one, describes an adaptive virtual flight test method with large longitudinal amplitude, comprising the following steps:

[0048] Step a: Install the aforementioned longitudinal large amplitude adaptive virtual flight test device and aircraft model 2 in wind tunnel 1 in sequence, and connect the control system to the wind tunnel control and data acquisition system of wind tunnel 1.

[0049] Step b: Start wind tunnel 1. After the wind speed in wind tunnel 1 reaches the target value, control each control surface of the aircraft model 2 to make the aircraft model 2 fly to the test area. When the aircraft model 2 flies, it can only fly along the vertical straight line of the vertical guide rail 13, but at the same time, the aircraft model 2 can rotate freely.

[0050] Step c: Based on the signals from the pitch encoder 19, roll encoder 23 and reading head 37 obtained by the acquisition system, control the ailerons, elevator and rudder of the aircraft model 2 to deflect accordingly, so that the aircraft model 2 reaches a reasonable flight state.

[0051] Step d: Issue the i-th group of flight control law commands and simultaneously acquire the flight data packets under the i-th group of flight control law commands, where i is the test plan sequence, i=1, 2, ..., n;

[0052] Step e: Determine if the acquired flight data packet line is reasonable. If the flight data packet line is reasonable, repeat step d. If the flight data packet line is unreasonable, adjust the control surface parameters of the aircraft model until a reasonable flight data packet line is obtained.

[0053] Step f: Complete all flight test subjects, stop wind tunnel 1, reduce wind speed to zero, and the test is complete.

[0054] It should be noted that in the above embodiments, as long as the technical solutions are not contradictory, they can be permuted and combined. Those skilled in the art can exhaust all possibilities based on the mathematical knowledge of permutation and combination. Therefore, the present invention will not describe the technical solutions after permutation and combination one by one, but it should be understood that the technical solutions after permutation and combination have been disclosed by the present invention.

[0055] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A longitudinally large amplitude adaptive virtual flight test device, characterized in that: The system includes a vertical guide rail (13), an upper buffer device (38), a lower buffer device (39), a pitch and yaw sliding simulation device (40), a connecting seat (3), a ball joint support (4), a wire rope traction seat (8), a front section of wire rope (9), a wire rope tensioner (10), and a rear section of wire rope (11). The top of the vertical guide rail (13) is connected to the ball joint support (4) through the upper buffer device (38). The ball joint support (4) is fixedly installed on the upper wall of the wind tunnel (1) through the connecting seat (3). The vertical guide rail (13) passes through the interior of the aircraft model (2). At the same time, the aircraft model (2) is connected to the vertical guide rail (13) through the pitch and yaw sliding simulation device (40). The vertical guide rail (13) is connected to a lower buffer device (39) at the bottom. The lower buffer device (39) is equipped with a wire rope traction seat (8) at the bottom. The wire rope traction seat (8) is connected to three sets of front wire ropes (9). The front wire ropes (9) are connected to the rear wire ropes (11) through the wire rope tensioner (10). The rear wire ropes (11) are connected to the lower wall of the wind tunnel (1). The length of the wire rope tensioner (10) is adjusted so that the lower end of the vertical guide rail (13) is in a pre-tightened state. The three sets of front wire ropes (9) are evenly arranged. The included angle of their projection in the XOY plane is 120°. The included angle between each set of front wire ropes (9) and the lower wall of the wind tunnel (1) is 15°.

2. The adaptive virtual flight test device with large longitudinal amplitude according to claim 1, characterized in that: The upper buffer device (38) includes a hydraulic buffer (5), a buffer spring (6) and a buffer top seat (7). The buffer top seat (7) is slidably sleeved on the upper end of the vertical guide rail (13). The two ends of the hydraulic buffer (5) are respectively connected to the ball joint support (4) and the buffer top seat (7). The buffer spring (6) is sleeved on the outside of the telescopic shaft of the hydraulic buffer (5).

3. The adaptive virtual flight test device with large longitudinal amplitude according to claim 1, characterized in that: The lower buffer device (39) includes a hydraulic buffer (5), a buffer spring (6) and a buffer top seat (7). The buffer top seat (7) is slidably sleeved on the lower end of the vertical guide rail (13). The two ends of the hydraulic buffer (5) are respectively connected to the wire rope traction seat (8) and the buffer top seat (7). The buffer spring (6) is sleeved on the outside of the telescopic shaft of the hydraulic buffer (5).

4. The adaptive virtual flight test device with large longitudinal amplitude according to any one of claims 1-3, characterized in that: The vertical guide rail (13) has a rectangular cross-section and is chamfered.

5. The adaptive virtual flight test device with large longitudinal amplitude according to claim 4, characterized in that: The pitch and yaw sliding simulation device (40) includes a yaw plug (12), a pitch limit block (14), a pitch limit seat (15), a roll limit block (16), a roll limit seat (17), a roll shaft seat (18), a pitch encoder (19), a pitch encoder bracket (20), a yaw shaft seat (21), a pitch shaft seat (22), a roll encoder (23), a roll bearing (24), a roll cover (25), a yaw bearing (26), a yaw shaft (27), a roller (28), a roller shaft (29), a roller seat (30), a slider shaft seat (31), a pitch plug (32), a pitch bearing (33), a pitch angle shaft (34), a roll encoder shaft locking seat (35), a magnetic scale (36), and a reading head (37). The magnetic scale (36) is pasted in the groove of one of the chamfers of the vertical guide rail (13), and the reading head (37) is fixed in the inner cavity of the slider shaft seat (31). When the device moves up and down along the vertical guide rail (13), the position information of the model (2) along the Z-axis direction is obtained in real time through the signal fed back by the reading head (37). Rollers (28) are mounted on roller seats (30) via roller shafts (29). Rollers (28) are arranged in the upper and lower layers inside the slider shaft seat (31) in the front, back, left and right directions. A total of 8 sets of rollers (28) roll on the vertical guide rail (13) to realize the free movement of the device along the Z-axis. Two sets of yaw shafts (27) are installed at the upper and lower ends of the roller seat (30). Yaw bearings (26) are fitted on the shaft diameter of the yaw shafts (27). The outer rings of the yaw bearings (26) are fixed to the yaw shaft seat (21) by yaw plugs (12). The pitch shaft seat (22) is fitted on the outside of the yaw shaft seat (21) by pitch bearings (33) and pitch plugs (32). The pitch limit seat (15) is installed on the yaw shaft seat (21), and the pitch limit blocks (14) are installed on both sides of the pitch limit seat (15). The pitch encoder (19) is fixed on the pitch cover (32) by the pitch encoder bracket (20). The pitch encoder (19) is a hollow shaft encoder. The pitch angle shaft (34) installed in the inner cavity of the yaw shaft seat (21) passes through the inner hole of the pitch encoder (19). A set of roll bearings (18) are installed on the front and rear sides of the pitch bearing seat (22) by the roll bearings (24). The roll cover (25) is axially tightened on the inside. The roll encoder (23) is installed in the inner hole of the roll shaft seat (18), and the shaft of the roll encoder (23) is inserted into the roll encoder shaft locking seat (35); the roll limit seat (17) is designed with a U-shaped structure and is locked in the protruding part of the roll shaft seat (18), and the roll limit block (16) is installed inside the roll limit seat (17).

6. The adaptive virtual flight test device with large longitudinal amplitude according to claim 5, characterized in that: The pitch encoder (19), roll encoder (23) and reading head (37) are all connected to the control system.

7. A longitudinal large amplitude adaptive virtual flight test method, implemented based on the longitudinal large amplitude adaptive virtual flight test device described in claim 6, characterized in that, Includes the following steps: Step a, install the longitudinal large amplitude adaptive virtual flight test device and the aircraft model (2) in the wind tunnel (1) in sequence, and connect the control system to the wind tunnel control and acquisition system of the wind tunnel (1); Step b, start the wind tunnel (1). After the wind speed in the wind tunnel (1) reaches the target value, control each control surface of the aircraft model (2) to make the aircraft model (2) fly to the test area; Step c: Based on the signals from the pitch encoder (19), roll encoder (23) and reading head (37) obtained by the acquisition system, control the ailerons, elevator and rudder of the aircraft model (2) to deflect accordingly, so that the aircraft model (2) reaches a reasonable flight state; Step d: Issue the i-th group of flight control law commands and simultaneously acquire the flight data packets under the i-th group of flight control law commands, where i is the test plan sequence, i=1, 2, ..., n; Step e: Determine whether the obtained flight data packet line is reasonable. If the flight data packet line is reasonable, repeat step d; if the flight data packet line is unreasonable, adjust the control surface parameters of the aircraft model until a reasonable flight data packet line is obtained. Step f: Complete all flight test subjects, stop the wind tunnel (1), reduce the wind speed to zero, and the test is complete.

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