Multi-degree-of-freedom airplane wind tunnel test model

Abstract

The invention belongs to the technical field of aircraft design, and particularly relates to a multi-degree-of-freedom aircraft wind tunnel test model, which is characterized in that a finite-degree-of-freedom rigid support front aircraft model adaptive to the geometric dimension of a wind tunnel, a rigid interface device based on pneumatic control manipulation and a multi-degree-of-freedom rigid support rear aircraft model are combined, and a whole-course in-the-loop autonomous control system is assisted. A rigid interface device is driven by an autonomous control technology, a multi-machine coupling interference environment is simulated in a wind field, an air autonomous control multi-degree-of-freedom accurate docking technology can be verified at a high-efficiency cost ratio, and a test environment is provided for improving an application boundary of a complex environment of an airplane.

Description

Technical Field

[0001] This application belongs to the field of aircraft design technology, specifically relating to a multi-degree-of-freedom aircraft wind tunnel test model. Background Technology

[0002] Currently, aircraft wind tunnel testing typically employs two types of models: fixed models and finite degree-of-freedom (FDOF) models. Fixed models are generally used to measure the static characteristics of the test model, such as aerodynamic properties, while FDOF models are generally used to monitor the dynamic derivative of the test piece and controlled or uncontrolled flight characteristics in wind fields. For docking tests involving multiple aircraft interfering with each other and requiring active intervention under different in-flight conditions, there is currently no satisfactory solution. Therefore, this application is submitted. Summary of the Invention

[0003] The purpose of this application is to provide a multi-degree-of-freedom aircraft wind tunnel test model to overcome or mitigate at least one of the known technical defects.

[0004] The technical solution of this application is:

[0005] A multi-degree-of-freedom aircraft wind tunnel test model includes a front aircraft model, a rigid interface device, and a rear aircraft model;

[0006] The front model includes the fuselage, left wing, right wing, left tail, right tail, top interface, and bottom interface;

[0007] The left wing, right wing, left tail, and right tail are symmetrically connected to the fuselage;

[0008] The top interface is located on the top of the fuselage and is fixed to the top interface structure of the wind tunnel.

[0009] The bottom interface is located at the bottom of the fuselage and connects to the rigid interface device, providing rotational freedom in both the parallel and vertical axial directions of the rigid interface device;

[0010] The rigid interface device includes a connecting rod and an extension body;

[0011] The connecting rod is equipped with a front pivot, a central pivot, a horizontal pneumatic control surface, a vertical pneumatic control surface, and an extension control interface;

[0012] A compartment for housing the extension body is provided at the rear end of the connecting rod, and the extension body is driven to move along the connecting rod axis by the extension control interface;

[0013] The front end of the connecting rod forms a rotating pair with the bottom interface on the front machine model through two front rotating shafts, providing axial rotational freedom for the parallel and vertical rigid interface devices;

[0014] The horizontal pneumatic control surface is equipped with a rotary interface, a left fixed interface, and a right fixed interface; the rotary interface is located in the middle of the horizontal pneumatic control surface and forms a rotating pair with the central rotating shaft on the connecting rod in the axial direction of the vertical rigid interface device;

[0015] The vertical aerodynamic control surface includes a left vertical aerodynamic control surface and a right vertical aerodynamic control surface, which are connected to the left and right fixed interfaces of the horizontal aerodynamic control surface.

[0016] The rear-mounted model is positioned below and behind the rigid interface device, and includes a fixed body and a six-degree-of-freedom simulation system.

[0017] The six-degree-of-freedom simulation system is connected to the bottom of the fixed body, and can adjust the attitude of the fixed body and move towards the rear end of the rigid interface device to dock with the rear end of the extension body.

[0018] According to at least one embodiment of this application, in the above-mentioned multi-degree-of-freedom aircraft wind tunnel test model, the fuselage adopts a metal frame plus composite material skin structure, wherein the metal frame parts are processed by wire cutting, and the composite material skin is formed on the outer surface of the metal frame by wet forming.

[0019] According to at least one embodiment of this application, in the above-mentioned multi-degree-of-freedom aircraft wind tunnel test model, a front equipment installation chamber, a rear equipment installation chamber, and corresponding front and rear maintenance access covers are provided inside the fuselage. The passage direction of the front equipment installation chamber is perpendicular to the fuselage symmetry plane, and the passage direction of the rear equipment installation chamber is perpendicular to the horizontal plane of the fuselage from bottom to top. The front and rear maintenance access covers are located at the bottom of the fuselage, and the rotating shaft is located at the front of the wind tunnel inflow direction and perpendicular to the fuselage symmetry plane.

[0020] According to at least one embodiment of this application, in the above-mentioned multi-degree-of-freedom aircraft wind tunnel test model, the top interface and the bottom interface are located at the combined center of gravity of the front model and the rigid interface device;

[0021] The top interface consists of a front structure and a rear rectifier;

[0022] The front structure is a cylindrical tube made of high-strength and high-rigidity material, with cable channels at the bottom connecting to the front and rear equipment installation chambers;

[0023] The rear rectifier is a thin plate structure, which achieves rectification of the shape of the front structure;

[0024] The bottom interface is equipped with a first angle sensor and a second angle sensor to measure the rotational degrees of freedom of the rigid interface device in two directions.

[0025] According to at least one embodiment of this application, in the above-described multi-degree-of-freedom aircraft wind tunnel test model, a suspension interface is provided on the connecting rod;

[0026] Rigid interface devices also include towing systems;

[0027] The towing system includes a towing drive and a steel cable;

[0028] The towing system connects to the suspension interface via steel cables. After the towing drive is connected, the equipment is installed in the chamber and the steel cables are released or tightened according to instructions.

[0029] According to at least one embodiment of this application, in the above-described multi-degree-of-freedom aircraft wind tunnel test model, the connecting rod and the overhang are high specific stiffness structures.

[0030] The horizontal aerodynamic control surfaces are rigid, high-rigidity shell structures.

[0031] The horizontal pneumatic control surface is also equipped with a drive system, which is used to drive the horizontal pneumatic control surface to rotate.

[0032] According to at least one embodiment of this application, in the above-described multi-degree-of-freedom aircraft wind tunnel test model, the left vertical aerodynamic control surface consists of a left fixed structure, a left vertical control surface, and a left vertical control drive system.

[0033] The left vertical control surface is driven by the left vertical control drive system and rotates around a pivot set on the left fixed structure.

[0034] According to at least one embodiment of this application, in the above-described multi-degree-of-freedom aircraft wind tunnel test model, the right vertical aerodynamic control surface consists of a right fixed structure, a right vertical control surface, and a right vertical control drive system.

[0035] The right vertical control surface is driven by the right vertical control drive system and rotates around a pivot set on the right fixed structure.

[0036] According to at least one embodiment of this application, in the above-mentioned multi-degree-of-freedom aircraft wind tunnel test model, the fixed airframe is a lightweight and high-rigidity structure, which adopts a metal frame plus composite material skin structure. The metal frame parts are processed by wire cutting, and the composite material skin is formed on the outer surface of the frame by wet forming.

[0037] According to at least one embodiment of this application, in the above-described multi-degree-of-freedom aircraft wind tunnel test model, the six-degree-of-freedom simulation system includes an attitude simulation system, an axial linear displacement simulation system, and an attitude monitoring system.

[0038] The attitude simulation system has three degrees of freedom in linear and angular displacement. The axial linear displacement simulation system is connected to the bottom of the attitude simulation system, and the direction of motion is parallel to the direction of the wind tunnel flow.

[0039] The attitude monitoring system is installed on the attitude simulation system.

[0040] According to at least one embodiment of this application, in the above-described multi-degree-of-freedom aircraft wind tunnel test model, the six-degree-of-freedom simulation system further includes a transition structure;

[0041] The adapter structure is trapezoidal and connects the bottom of the fixed body to the top of the attitude simulation system. It consists of an upper base plate, a front support, a rear support, and a lower base plate.

[0042] The upper base plate is connected to the bottom of the fixed body;

[0043] The bottom plate is connected to the top of the attitude simulation system;

[0044] The front support is connected to the front end of the upper and lower base plates, and the rear support is connected to the rear end of the upper and lower base plates.

[0045] According to at least one embodiment of this application, in the above-described multi-degree-of-freedom aircraft wind tunnel test model, the front support is composed of a front tube and a front rectifier.

[0046] The rear support consists of the front tube and the rear rectifier.

[0047] According to at least one embodiment of this application, the above-described multi-degree-of-freedom aircraft wind tunnel test model also includes an autonomous control system;

[0048] The autonomous control system comprises a main control computer, a sensing system, and a communication system.

[0049] The main control computer is located in the front equipment installation room of the front machine model.

[0050] The sensing system includes a vision measurement system, a front target system, and a rear target system;

[0051] The visual measurement system is located inside the wind tunnel and can observe the real-time positions of the front and rear target systems.

[0052] The front target system is installed on the upper part of the end of the rigid interface device connecting rod, and the rear target system is installed on the upper part of the front end of the fixed body.

[0053] The communication system connects to the main control computer, the first angle sensor, the second angle sensor, the vision measurement system, and the attitude monitoring system.

[0054] This application has at least the following beneficial technical effects:

[0055] A multi-degree-of-freedom aircraft wind tunnel test model is provided. It combines a finite-degree-of-freedom rigid-supported front aircraft model adapted to the wind tunnel geometry, a rigid interface device based on aerodynamic control, and a multi-degree-of-freedom rigid-supported rear aircraft model. It is supplemented by an all-in-the-loop autonomous control system. The autonomous control technology drives the rigid interface device to simulate a multi-aircraft coupling interference environment in a wind field. It can verify the precise docking technology of multi-degree-of-freedom autonomous control in the air with a relatively high efficiency and cost ratio, and provide a test environment for improving the application boundary of aircraft in complex environments. Attached Figure Description

[0056] Figure 1 This is a top view of the multi-degree-of-freedom aircraft wind tunnel test model provided in the embodiments of this application;

[0057] Figure 2 This is a side view of the multi-degree-of-freedom aircraft wind tunnel test model provided in the embodiments of this application;

[0058] Figure 3 This is a detailed structural schematic diagram of the aerodynamic control surface region provided in the embodiments of this application;

[0059] in:

[0060] 1-Front-end model; 2-Rigid interface device; 3-Rear-end model; 4-Autonomous control system;

[0061] 101-Fuselage; 102-Left Wing; 103-Right Wing; 104-Left Tail; 105-Right Tail; 106-Top Interface; 107-Bottom Interface;

[0062] 1011-Front equipment installation chamber; 10111-Front maintenance access cover; 1012-Rear equipment installation chamber; 10121-Rear maintenance access cover;

[0063] 1061 - Front structure; 1062 - Rear rectifier;

[0064] 1071 - First angle sensor; 1072 - Second angle sensor;

[0065] 201 - Linkage rod; 202 - Extension body; 203 - Towing system;

[0066] 2011 - Front pivot; 2012 - Center pivot; 2013 - Horizontal aerodynamic control surface; 2014 - Vertical aerodynamic control surface; 2015 - Suspension interface; 2016 - Extension control interface;

[0067] 20131 - Rotary interface; 20132 - Left fixed interface; 20133 - Right fixed interface; 20134 - Drive system;

[0068] 20141 - Left vertical aerodynamic control surface; 201411 - Left fixed structure; 201412 - Left vertical control surface; 201413 - Left vertical control drive system; 20142 - Right vertical aerodynamic control surface; 201421 - Right fixed structure; 201422 - Right vertical control surface; 201423 - Right vertical control drive system;

[0069] 2031 - Towing drive; 2032 - Steel cable;

[0070] 31-Fixed body; 32-Six-degree-of-freedom simulation system; 33-Transfer structure;

[0071] 321 - Attitude simulation system; 322 - Axial linear displacement system; 323 - Attitude monitoring system;

[0072] 331 - Upper base plate; 332 - Front support; 3321 - Front tube body; 3322 - Front rectifier;

[0073] 333 - Rear support; 3331 - Rear tube body; 3332 - Rear rectifier;

[0074] 334 - Bottom plate;

[0075] 41-Main control computer; 42-Sensing system;

[0076] 421 - Visual measurement system; 422 - Front target system; 423 - Rear target system;

[0077] To better illustrate this embodiment, some content in the accompanying drawings may be omitted, enlarged, or reduced. They are for illustrative purposes only and should not be construed as limiting the scope of this application. Detailed Implementation

[0078] To make the technical solution and advantages of this application clearer, the technical solution of this application will be described in a clearer and more complete manner below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some embodiments of this application, and are only used to explain this application, not to limit this application. It should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, and other related parts can be referred to the general design.

[0079] Furthermore, unless otherwise defined, the technical or scientific terms used in this application description shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The word "comprising" as used in this application description indicates that the concept preceding the word encompasses the concepts listed following the word and their equivalents, without excluding other related concepts.

[0080] Furthermore, the terms indicating location used in the description of this application are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. It should also be noted that, unless otherwise explicitly specified and limited, terms such as "installation" and "connection" used in the description of this application should be interpreted broadly. For example, a connection can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand its specific meaning in this application according to the specific circumstances.

[0081] A multi-degree-of-freedom aircraft wind tunnel test model includes a front aircraft model 1, a rigid interface device 2, a rear aircraft model 3, and an autonomous control system 4.

[0082] like Figures 1-2As shown, the front aircraft model 1 includes a fuselage 101, a left wing 102, a right wing 103, a left tail 104, a right tail 105, a top interface 106, and a bottom interface 107.

[0083] The fuselage 101 is the fixed base for the left wing 102, right wing 103, left tail 104, and right tail 105. The left wing 102 and right wing 103, and the left tail 104 and right tail 105 are symmetrical about the fuselage 101.

[0084] The fuselage 101 adopts a metal frame and composite material skin structure. The metal frame parts are machined by wire cutting, based on the shape of the fuselage 101. The composite material skin is wet-formed onto the outer surface of the metal frame.

[0085] The fuselage 101 is equipped with a front equipment installation chamber 1011, a rear equipment installation chamber 1012, and corresponding front maintenance cover 10111 and rear maintenance cover 10121. The passage direction of the front equipment installation chamber 1011 is perpendicular to the plane of symmetry of the fuselage 101, and the passage direction of the rear equipment installation chamber 1012 is perpendicular to the horizontal plane of the fuselage 101 from bottom to top. The front maintenance cover 10111 and the rear maintenance cover 10121 are located at the bottom of the fuselage 101, and the rotating shaft is located at the front of the wind tunnel inflow direction and perpendicular to the plane of symmetry of the fuselage 101.

[0086] The top interface 106 is located on the top of the front model 1, with its left and right positions positioned on the symmetrical plane of the fuselage 101, and its front and rear positions located at the combined center of gravity of the front model 1 and the rigid interface device 2. It consists of a front structure 1061 and a rear rectifier 1062. The upper part is fixed to the top interface structure of the wind tunnel, and the lower part is fixed to the top of the fuselage 101. The front structure 1061 is a cylindrical tube made of high-strength, high-rigidity structural steel. Cable channels are provided at the bottom for connection to the front equipment installation chamber 1011 and the rear equipment installation chamber 1012, allowing for cable connections outside the wind tunnel. The rear rectifier 1062 is a thin-plate structure that straightens the shape of the front structure 1061, reducing aerodynamic drag and interference.

[0087] The bottom interface 107 connects the fuselage 101 and the rigid interface device 2, providing rotational degrees of freedom in two directions: parallel and perpendicular to the axis of the rigid interface device 2. A first angle sensor 1071 and a second angle sensor 1072 are provided at the corresponding rotational degrees of freedom to measure the rotational angles in both directions. It is located at the bottom of the front model 1, with its left-right position at the plane of symmetry of the fuselage 101 and its front-back position at the combined center of gravity of the front model 1 and the rigid interface device 2.

[0088] The rigid interface device 2 includes a connecting rod 201, an extension body 202, and a towing system 203. The connecting rod 201 and the extension body 202 are high specific stiffness structures, and the towing system 203 includes a towing drive 2031 and a steel cable 2032.

[0089] The connecting rod 201 is equipped with a front pivot 2011, a central pivot 2012, a horizontal pneumatic control surface 2013, a vertical pneumatic control surface 2014, a suspension interface 2015, and an extension control interface 2016, as follows. Figure 2 As shown.

[0090] The rear end of the connecting rod 201 is provided with a compartment for housing the extension body 202. The extension body 202 is driven by the extension control interface 2016 to move along the connecting rod 201 to a given position, providing linear displacement degree of freedom in that direction.

[0091] The front end of the connecting rod 201 forms a rotating pair with the bottom interface 107 on the front model 1 through two front rotating shafts 2011, providing axial rotational freedom of the parallel and vertical rigid interface device 2, which is monitored by the second angle sensor 1072. Preferably, this degree of freedom is unidirectional and not greater than 40 degrees.

[0092] The towing system 203 is connected to the suspension interface 2015 via the steel cable 2032. After the towing drive 2031 is connected to the equipment installation chamber 1012, the steel cable 2032 is released or tightened according to the command.

[0093] The horizontal pneumatic control surface 2013 is a rigid, high-rigidity shell structure, equipped with a rotary interface 20131, a left fixed interface 20132, a right fixed interface 20133, and a drive system 20134. The rotary interface 20131 is located in the middle of the horizontal pneumatic control surface 2013, forming a rotating pair with the central shaft 2012 on the connecting rod 201 along the vertical rigid interface device 2. The drive system 20134 drives the horizontal pneumatic control surface 2013 to rotate, preferably bidirectionally.

[0094] The vertical aerodynamic control surface 2014 includes a left vertical aerodynamic control surface 20141 and a right vertical aerodynamic control surface 20142, which are connected to the left fixed interface 20132 and the right fixed interface 20133 of the horizontal aerodynamic control surface 2013.

[0095] The left vertical aerodynamic control surface 20141 consists of a left fixed structure 201411, a left vertical control surface 201412, and a left vertical control drive system 201413. The left vertical control surface 201412 is driven by the left vertical control drive system 201413 and rotates around the axis set on the left fixed structure 201411 to a specified angle.

[0096] The right vertical aerodynamic control surface 20142 consists of a right fixed structure 201421, a right vertical control surface 201422, and a right vertical control drive system 201423. The right vertical control surface 201422 is driven by the right vertical control drive system 201423 and rotates around the axis set on the right fixed structure 201421 to a specified angle, such as... Figure 3 As shown.

[0097] The aerodynamic environment can be changed by adjusting the horizontal aerodynamic control surface 2013 and the vertical aerodynamic control surface 2014.

[0098] The rear model 3 is located below and behind the rigid interface device 2. Its size is smaller than that of the front model 1, being one-quarter the size of the front model 1. It includes a fixed body 31, a six-degree-of-freedom simulation system 32, and a transition structure 33.

[0099] The fixed body 31 is a lightweight and high-rigidity structure, employing a metal frame and composite material skin structure. The metal frame parts are machined by wire cutting, based on the body's external shape. The composite material skin is wet-formed onto the outer surface of the frame.

[0100] The six-degree-of-freedom simulation system 32 is connected below the fixed body 31, and can adjust the attitude of the fixed body 31 and move closer to the rear end of the rigid interface device 2 to dock with the rear end of the extension body 202.

[0101] The six-degree-of-freedom simulation system 32 includes an attitude simulation system 321, an axial linear displacement simulation system 322, and an attitude monitoring system 323.

[0102] The attitude simulation system 321 has three degrees of freedom in linear and angular displacement. The axial linear displacement simulation system 322 is connected to the bottom of the attitude simulation system 321, and its motion direction is parallel to the wind tunnel inflow direction. The attitude monitoring system 323 is installed on the attitude simulation system 321.

[0103] The adapter structure 33 is trapezoidal and connects the bottom of the fixed body 31 and the top of the attitude simulation system 321. It consists of an upper base plate 331, a front support 332, a rear support 333, and a lower base plate 334.

[0104] The upper base plate 331 is connected to the bottom of the fixed body 31, and the size of the upper base plate 331 is adapted to the bottom of the fixed body 31. The lower base plate 334 is connected to the top of the attitude simulation system 321, and the size of the lower base plate 334 is adapted to the top of the attitude simulation system 321.

[0105] The front support 332 is connected to the front end of the upper base plate 331 and the lower base plate 334, and the rear support 333 is connected to the rear end of the upper base plate 331 and the lower base plate 334. The front support 332 is composed of the front tube body 3321 and the front rectifier 3322, and the rear support 333 is composed of the front tube body 3331 and the rear rectifier 3332.

[0106] The autonomous control system 4 includes a main control computer 41, a sensing system 42, and a communication system 43, which are distributed at the test site. The main control computer 41 is located in the front equipment installation room 1011 of the front machine model 1.

[0107] The sensing system 42 includes a vision measurement system 421, a front target system 422, and a rear target system 423. The vision measurement system 421 is located within the wind tunnel, meeting the field-of-view requirements, and can effectively observe the real-time positions of the front target system 422 and the rear target system 423. The front target system 422 is mounted on the upper end of the connecting rod 201 of the rigid interface device 2, and the rear target system 423 is mounted on the upper front end of the fixed body 31. The communication system 43 connects to the main control computer 41 and monitors the first angle sensor 1071, the second angle sensor 1072, the vision measurement system 421, and the attitude monitoring system 323.

[0108] The technical solution of this application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A multi-degree-of-freedom aircraft wind tunnel test model characterized by, The front model (1), the rigid interface device (2), and the rear model (3) are included. The front model (1) includes a fuselage (101), a left wing (102), a right wing (103), a left tail wing (104), a right tail wing (105), a top interface (106), and a bottom interface (107). The left wing (102) and the right wing (103) are symmetrically connected to the fuselage (101). The top interface (106) is located at the top of the fuselage (101) and is fixed to the top interface structure of the wind tunnel. The bottom interface (107) is located at the bottom of the fuselage (101) and is connected to the rigid interface device (2), providing rotational freedom in two directions parallel and perpendicular to the axis of the rigid interface device (2). The rigid interface device (2) includes a connecting rod (201) and an extension body (202). The connecting rod (201) is provided with a front pivot (2011), a middle pivot (2012), a horizontal aerodynamic control surface (2013), a vertical aerodynamic control surface (2014), and an extension control interface (2016). The connecting rod (201) is provided with a cabin at the rear end for accommodating the extension body (202), and the extension body (202) is driven by the extension control interface (2016) to move along the axis of the connecting rod (201). The front end of the connecting rod (201) is connected to the bottom interface (107) of the front model (1) through two front pivots (2011), providing rotational freedom in two directions parallel and perpendicular to the axis of the rigid interface device (2). The horizontal aerodynamic control surface (2013) is provided with a rotating interface (20131), a left fixed interface (20132), and a right fixed interface (20133). The vertical aerodynamic control surface (2014) includes a left vertical aerodynamic control surface (20141) and a right vertical aerodynamic control surface (20142), which are connected to the left fixed interface (20132) and the right fixed interface (20133) of the horizontal aerodynamic control surface (2013). The rear model (3) is arranged below the rigid interface device (2) and includes a fixed body (31) and a six-degree-of-freedom simulation system (32). The six-degree-of-freedom simulation system (32) is connected below the fixed body (31) and can adjust the attitude of the fixed body (31) and approach the rear end of the rigid interface device (2) to be connected to the rear end of the extension body (202).

2. The multi-degree-of-freedom aircraft wind tunnel test model of claim 1, wherein, The fuselage (101) adopts a metal framework plus composite material skin structure form, wherein the metal framework parts are processed by wire cutting, and the composite material skin is formed on the outer surface of the metal framework by wet forming.

3. The multi-degree-of-freedom aircraft wind tunnel test model of claim 2, wherein, The fuselage (101) is internally provided with a front equipment mounting chamber (1011), a rear equipment mounting chamber (1012) and corresponding front and rear maintenance port covers (10111) and (10121), wherein the front equipment mounting chamber (1011) is vertically arranged with respect to the symmetry plane of the fuselage (101), the rear equipment mounting chamber (1012) is vertically arranged with respect to the horizontal plane of the fuselage (101) from bottom to top, the front and rear maintenance port covers (10111) and (10121) are arranged at the bottom of the fuselage (101), and the rotation shafts are arranged at the front part of the wind tunnel flow direction and are perpendicular to the symmetry plane of the fuselage (101).

4. The multi-degree-of-freedom aircraft wind tunnel test model of claim 3, wherein, The top interface (106) and the bottom interface (107) are arranged at the comprehensive center of gravity of the front model (1) and the rigid interface device (2); The top interface (106) is composed of a front structure (1061) and a rear fairing (1062); The front structure (1061) is a circular tube type and is made of high-strength and high-rigidity material, and cable channels are left at the bottom of the front structure (1061) and the front and rear equipment mounting chambers (1011) and (1012); The rear fairing (1062) is a thin plate structure and is used for realizing shape fairing of the front structure (1061); The bottom interface (107) is provided with first and second angle sensors (1071) and (1072) for measuring the rotational freedom in two directions of the rigid interface device (2).

5. The multi-degree-of-freedom aircraft wind tunnel test model of claim 4, wherein, The connecting rod (201) is provided with a suspension interface (2015); The rigid interface device (2) further comprises a towing system (203); The towing system (203) comprises a towing drive (2031) and a steel cable (2032); The towing system (203) is connected to the suspension interface (2015) through the steel cable (2032), the towing drive (2031) is connected to the rear equipment mounting chamber (1012), and the steel cable (2032) is released or tightened according to the command.

6. The multi-degree-of-freedom aircraft wind tunnel test model of claim 5, wherein, The connecting rod (201) and the outrigger (202) are high-rigidity structures; The horizontal aerodynamic control surface (2013) is a hard-shell high-rigidity structure; The horizontal aerodynamic control surface (2013) is further provided with a driving system (20134) for driving the horizontal aerodynamic control surface (2013) to rotate.

7. The multi-degree-of-freedom aircraft wind tunnel test model of claim 6, wherein, The left vertical aerodynamic control surface (20141) is composed of a left fixed structure (201411), a left vertical control surface (201412) and a left vertical control driving system (201413); The left vertical control surface (201412) is driven by the left vertical control driving system (201413) to rotate around the rotation shaft arranged on the left fixed structure (201411).

8. The multi-degree-of-freedom aircraft wind tunnel test model of claim 7, wherein, The right vertical aerodynamic control surface (20142) is composed of a right fixed structure (201421), a right vertical control surface (201422) and a right vertical control driving system (201423); The right vertical control surface (201422) is driven by the right vertical control driving system (201423) to rotate around the rotation shaft arranged on the right fixed structure (201421).

9. The multi-degree-of-freedom aircraft wind tunnel test model of claim 8, wherein, The fixed body (31) is a light-weight high-rigid structure, adopts a metal framework plus composite material skin structure form, wherein the metal framework parts are processed by wire cutting, and the composite material skin is formed on the outer surface of the framework by wet forming.

10. The multi-degree-of-freedom aircraft wind tunnel test model of claim 9, wherein, The six-degree-of-freedom simulation system (32) comprises a posture simulation system (321), an axial linear displacement simulation system (322) and a posture monitoring system (323); The posture simulation system (321) has three-axis direction linear displacement and angular displacement degrees of freedom, the axial linear displacement simulation system (322) is connected at the bottom of the posture simulation system (321), and the movement direction is parallel to the wind tunnel flow direction; The posture monitoring system (323) is arranged on the posture simulation system (321).

11. The multi-degree-of-freedom aircraft wind tunnel test model of claim 10, wherein, The six-degree-of-freedom simulation system (32) further comprises an adapter structure (33); The adapter structure (33) is trapezoidal, connected between the bottom of the fixed body (31) and the top of the posture simulation system (321), and comprises an upper bottom plate (331), a front support (332), a rear support (333) and a lower bottom plate (334); The upper bottom plate (331) is connected at the bottom of the fixed body (31); The lower bottom plate (334) is connected at the top of the posture simulation system (321); The front support (332) is connected at the front end of the upper bottom plate (331) and the lower bottom plate (334), and the rear support (333) is connected at the rear end of the upper bottom plate (331) and the lower bottom plate (334).

12. The multi-degree-of-freedom aircraft wind tunnel test model of claim 11, wherein, The front support (332) comprises a front pipe body (3321) and a front fairing (3322); The rear support (333) comprises a front pipe body (3331) and a rear fairing (3332).

13. The multi-degree-of-freedom aircraft wind tunnel test model of claim 12, wherein, Further comprising an autonomous control system (4); The autonomous control system (4) comprises a main control computer (41), a sensing system (42) and a communication system (43); The main control computer (41) is arranged in the front equipment mounting chamber (1011) of the front model (1); The sensing system (42) comprises a visual measurement system (421), a front target system (422) and a rear target system (423); The visual measurement system (421) is distributed in the wind tunnel and can observe the real-time positions of the front target system (422) and the rear target system (423); The front target system (422) is installed on the upper part of the end of the connecting rod (201) of the rigid interface device (2), and the rear target system (423) is installed on the upper part of the front end of the fixed body (31); The communication system (43) is connected with the main control computer (41), the first angle sensor (1071), the second angle sensor (1072), the visual measurement system (421) and the posture monitoring system (323).

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