An actively controlled control surface wind tunnel model

Abstract

The present application relates to the technical field of wind tunnel test model, provide a kind of active control rudder surface wind tunnel test model, including fuselage, balance, support rod and with fuselage connection left wing, right wing, left tail plane, right tail plane and vertical tail, balance is located in the interior of fuselage and front end is connected with fuselage, support rod one end is connected with the rear end of balance, support rod other end extends outside the fuselage, for connecting the support structure in wind tunnel;Left wing, right wing, left tail plane, right tail plane and vertical tail are defined as main surface, the trailing edge of each main surface is connected with the corresponding rudder surface by hinge, the inside of main surface is embedded with the rudder surface drive mechanism for driving rudder surface deflection, rudder surface drive mechanism includes push arm and is used for driving push arm translation rudder surface transmission assembly, push arm is rotatably connected with the root of rudder surface.The present application realizes automatic deflection while maintaining the integrity of model theoretical shape, not only can improve test efficiency, also can improve the accuracy of test data.

Description

Technical Field

[0001] This invention relates to the field of wind tunnel test model technology, and more specifically, to an active control surface wind tunnel test model. Background Technology

[0002] In the development of aircraft, wind tunnel testing is a core method for acquiring aerodynamic data and verifying control surface efficiency. Changes in the deflection angles of control surfaces (including ailerons, elevators, rudders, and speed brakes) directly affect several key aspects, such as flight control law design and aeroelastic analysis. Obtaining a comprehensive control surface efficiency performance envelope for any aircraft requires a vast amount of testing. Therefore, accurately and efficiently changing control surface angles in wind tunnel testing has significant engineering value.

[0003] In existing wind tunnel test models, most changes to control surface angles are achieved manually using angle-changing plates, which is inefficient and time-consuming. A smaller number utilize motors or servos with transmission mechanisms to automatically drive control surface deflection, thus improving efficiency. However, the thickness of the trailing edge region of an aircraft model's wing is extremely limited, typically only a few millimeters to a dozen millimeters. Existing transmission mechanisms are usually partially external structures, which can disrupt the model's aerodynamic shape and require correction and compensation to obtain accurate test data. Therefore, there is an urgent need for a wind tunnel test model that can achieve automatic deflection of control surfaces while maintaining the integrity of the model's theoretical shape. Summary of the Invention

[0004] The purpose of this invention is to provide an active control surface wind tunnel test model to overcome the above-mentioned deficiencies of the prior art.

[0005] This invention is achieved through the following technical solution: An active control control surface wind tunnel test model includes a fuselage, a balance, a support rod, and a left wing, a right wing, a left horizontal stabilizer, a right horizontal stabilizer, and a vertical stabilizer connected to the fuselage. The balance is located inside the fuselage and its front end is connected to the fuselage. One end of the support rod is connected to the rear end of the balance, and the other end of the support rod extends outside the fuselage to connect to the support structure in the wind tunnel. The left wing, right wing, left horizontal stabilizer, right horizontal stabilizer, and vertical stabilizer are all defined as main wing surfaces. The trailing edges of each main wing surface are connected to corresponding control surfaces via hinges. The main wing surface is equipped with a control surface drive mechanism for driving the control surface deflection. The control surface drive mechanism includes a push arm and a control surface transmission assembly for driving the push arm to translate. The push arm is rotatably connected to the root of the control surface.

[0006] Furthermore, the rudder surface transmission assembly includes a rudder surface transmission block, a rudder surface worm, and a rudder surface drive element for driving the rudder surface worm to rotate. A rudder surface sector worm wheel is provided on the outer side of the rudder surface transmission block, and a rudder surface sector gear is provided at the center of the rudder surface transmission block. The rudder surface sector worm wheel meshes with the rudder surface worm, and the push arm is provided with a rack that meshes with the rudder surface sector gear.

[0007] Furthermore, a stop is slidably provided on the side of the push arm away from the sector gear of the rudder surface, and an adjustment seat is provided on the side of the stop away from the push arm, with an adjustment screw on the adjustment seat for adjusting the position of the stop.

[0008] Furthermore, a rudder angle encoder is provided at the rotation center of the hinge to detect the deflection angle of the rudder surface.

[0009] Furthermore, the left and right horizontal stabilizers are connected to the sides of the fuselage via a horizontal stabilizer pivot, and a horizontal stabilizer push rod is connected between the left and right horizontal stabilizers. The fuselage is provided with an arc-shaped groove for the horizontal stabilizer push rod to rotate, and the fuselage is provided with a horizontal stabilizer drive mechanism that drives the horizontal stabilizer push rod to rotate around the horizontal stabilizer pivot.

[0010] Furthermore, the flat-tail drive mechanism includes a flat-tail transmission block, a push rod sector gear, a flat-tail worm, and a flat-tail drive element for driving the flat-tail worm to rotate. A flat-tail sector worm wheel is provided on the outer side of the flat-tail transmission block, and a flat-tail sector gear is provided at the center of the flat-tail transmission block. The flat-tail sector worm wheel meshes with the flat-tail worm, and the push rod sector gear is fixed on the flat-tail push rod and meshes with the flat-tail sector gear.

[0011] Furthermore, a tail angle encoder is provided at the tail swivel shaft to detect the overall deflection angle of the left and right tail swivels.

[0012] Furthermore, the fuselage includes a front fuselage, a middle fuselage, and a rear fuselage. The front fuselage and the middle fuselage, as well as the rear fuselage and the middle fuselage, are connected by shaft holes and screws.

[0013] Furthermore, the gap between the inner wall of the machine body and the support rod, and the gap between the inner wall of the machine body and the balance, are both not less than 15mm.

[0014] Furthermore, the left wing and the right wing are spliced ​​together and connected to the bottom of the fuselage by screws, and the splice seam between the left wing and the right wing is bent.

[0015] The technical solution of this invention has at least the following advantages and beneficial effects: In this invention, by setting the balance inside the fuselage and connecting it to a support rod, and simultaneously embedding control surface drive mechanisms inside the main wing surfaces such as the left wing, right wing, left horizontal stabilizer, right horizontal stabilizer, and vertical stabilizer, the drive elements drive the push arm to translate, thereby causing the control surface to deflect around the center of the hinge pin. Compared with the prior art, the control surface drive mechanism of this invention is completely built into the main wing surface, achieving automatic deflection while maintaining the integrity of the model's theoretical shape, which not only improves experimental efficiency but also improves the accuracy of experimental data. Attached Figure Description

[0016] Figure 1 A schematic diagram of the structure of an active control rudder surface wind tunnel test model provided by the present invention; Figure 2 A top view of an active control rudder surface wind tunnel test model provided by the present invention; Figure 3 An exploded view of an active control rudder surface wind tunnel test model provided by the present invention; Figure 4 A cross-sectional view of an active control rudder wind tunnel test model provided by the present invention; Figure 5 This is a schematic diagram showing the state of the left and right wings before they were joined together. Figure 6 This is a schematic diagram showing the state after the left and right wings are joined together. Figure 7 This is a schematic diagram of the installation structure of the right elevator and the right horizontal stabilizer. Figure 8 for Figure 7 Enlarged view of point A in the image; Figure 9 This is a schematic diagram of the rudder surface drive mechanism; Figure 10 This is a schematic diagram of the rear fuselage structure; Figure 11 This is a schematic diagram of the mounting structure of the tailrace drive mechanism; Figure 12 for Figure 11 Enlarged view of point B in the image; Reference numerals: 1-Fuselage, 101-Forward fuselage, 102-Mid-fuselage, 103-Upper rear fuselage, 1031-Arc-shaped slide, 1032-Right shaft hole, 104-Lower forward section of rear fuselage, 105-Lower rear aft section of rear fuselage, 106-Tail cone, 2-Balance, 3-Support rod, 4-Left wing, 41-Left speed brake, 42-Left inboard aileron, 43-Left outboard aileron, 5-Right wing, 51-Right speed brake, 52-Right inboard aileron, 53-Right outboard aileron, 6-Left horizontal stabilizer, 601-Left horizontal stabilizer pivot, 61-Left elevator, 7-Right horizontal stabilizer, 701-Right horizontal stabilizer pivot, 71-Right elevator, 8-Vertical stabilizer, 81-Rudder, 9-Control surface Drive mechanism, 901-Push arm, 902-Rudder surface transmission block, 9021-Rudder surface sector worm gear, 9022-Rudder surface sector gear, 903-Rudder surface worm, 904-Rudder surface drive element, 10-Hinge, 11-Angle encoder, 12-Stop block, 13-Adjusting seat, 14-Adjusting screw, 15-Box body, 16-Flat tail push rod, 17-Flat tail drive mechanism, 1701-Flat tail transmission block, 17011-Flat tail sector worm gear, 17012-Flat tail sector gear, 1702-Push rod sector gear, 1703-Flat tail worm, 1704-Flat tail drive element, 18-Flat tail angle encoder, 19-Variable angle seat, 20-Tightening sleeve. Detailed Implementation

[0017] refer to Figures 1-4 An active control control surface wind tunnel test model includes a fuselage 1, a balance 2, a support rod 3, and a left wing 4, a right wing 5, a left horizontal stabilizer 6, a right horizontal stabilizer 7, and a vertical stabilizer 8 connected to the fuselage 1. The left wing 4, right wing 5, left horizontal stabilizer 6, right horizontal stabilizer 7, and vertical stabilizer 8 are all defined as main wing surfaces. The trailing edges of each main wing surface are connected to corresponding control surfaces via hinges 10 (a conventional double-leaf hinge rotating around a pin is sufficient). For example, the trailing edge of the left wing 4 is connected to a left speed brake 41, a left inner aileron 42, and a left outer aileron 43; the trailing edge of the right wing 5 is connected to a right inner aileron 52, a right outer aileron 53, and a right speed brake 51; the trailing edge of the vertical stabilizer 8 is connected to a rudder 81; the trailing edge of the left horizontal stabilizer 6 is connected to a left elevator 61; and the trailing edge of the right horizontal stabilizer 7 is connected to a right elevator 71. Due to the extremely limited installation space for the model (especially the thinness of the control surface, which is only a few millimeters), and considering factors such as strength, rigidity, and weight, all components in practical applications are made of alloy steel or aluminum alloy materials according to their specific strength requirements.

[0018] The machine body 1 comprises three parts: the front machine body 101, the middle machine body 102, and the rear machine body. The machine body 1 adopts a segmented design, facilitating independent machining of each part and simplifying the installation and maintenance of the internal structure. The front machine body 101 and the middle machine body 102 are coaxially aligned via shaft holes and then connected by screws; similarly, the rear machine body and the middle machine body 102 are also coaxially aligned via shaft holes and connected by screws.

[0019] Balance 2 is located inside the main body 1 and connected to its front end. While the main body 1 adopts the aforementioned split structure, balance 2 is located inside the intermediate main body 102. The interior of the intermediate main body 102 is hollowed out to accommodate balance 2, with a gap of no less than 15mm between the inner wall of the intermediate main body 102 and balance 2. This facilitates the installation of balance 2 while maintaining a sufficient safe distance between balance 2 and the inner wall of the intermediate main body 102 during testing. The connection method between balance 2 and the intermediate main body 102 is not limited. For example, a tensioning sleeve 20 can be installed at the front end of the intermediate main body 102, and balance 2 can be connected to it using a tensioning screw (not shown) through the center hole of the tensioning sleeve 20. Furthermore, the gaps between the intermediate main body 102, the rear main body, and the support rod 3 are also no less than 15mm, again to maintain a sufficient safe distance.

[0020] To facilitate the installation of the vertical tail 8, horizontal tail, and support rod 3, the rear fuselage in this embodiment can also be designed as a split type, for example, divided into four parts: upper rear fuselage section 103, lower front rear fuselage section 104, lower rear rear fuselage section 105, and tail cone 106. The lower front rear fuselage section 104 and lower rear rear fuselage section 105 are installed onto the main body of the rear fuselage from bottom to top using boss positioning and screw connections. Both sections enclose the support rod 3, and a safety gap of no less than 15mm is maintained between them and the support rod 3 around its perimeter. This maximizes the preservation of the rear fuselage's overall shape while ensuring no interference between the support rod 3 and the inner wall of the fuselage. All power cables, control cables, and encoder acquisition cables for all electrical equipment are centralized and run out of the wind tunnel through a through-hole in the center of the support rod 3.

[0021] One end of the support rod 3 is connected to the rear end of the balance 2. The connection method is not limited; for example, a common wedge key (not shown) can be used to reliably transmit axial loads and torque. The other end of the support rod 3 extends outside the fuselage 1 and is used to connect to the support structure in the wind tunnel. The support rod 3 supports the entire model, and all forces generated by the model during the test are transmitted to the support rod 3 through the balance 2.

[0022] refer to Figure 3 , Figure 5 and Figure 6The left wing 4 and right wing 5 adopt a split structure to reduce the size of a single blank material, thereby reducing processing costs and difficulty. Based on this, the left wing 4 and right wing 5 are spliced ​​together and connected to the bottom of the mid-fuselage 102 with screws. To ensure installation accuracy, the left wing 4 and right wing 5 are positioned to the mid-fuselage 102 using locating pins. Furthermore, the splicing seam between the left wing 4 and right wing 5 is bent, and the number of bends is not specifically limited; it can be a curved bend or a straight bend. For example, in this embodiment, the splicing point between the left wing 4 and right wing 5 is designed as a double lug shape. During splicing, the double lugs interlock, similar to the mating structure of teeth and grooves. This structure increases the contact area with the connecting plane of the mid-fuselage 102's belly and improves the connection reliability between the left and right wings and the mid-fuselage 102. In addition, a piece of structure can be cut from the lower profile of the root of the left wing 4 and right wing 5 as a belly cover plate of the mid-fuselage 102 (not shown in the figure), making it a separate part. The abdominal cover not only serves to maintain the shape of the model's abdomen, but also covers the seam between the left wing 4 and the right wing 5, as well as the connecting screws between them and the mid-fuselage 102, keeping the overall shape of the model's abdomen intact to obtain a high-quality airflow field.

[0023] The vertical stabilizer 8 is connected to the rear fuselage using a boss and a square groove (for example, the rear fuselage is designed with a square groove, and the vertical stabilizer 8 is designed with a boss that matches the square groove). After assembly, it is connected and tightened to the rear fuselage with multiple screws.

[0024] refer to Figures 7-9 The main wing surface is internally equipped with a control surface drive mechanism 9 for driving the control surface deflection. The control surface drive mechanism 9 includes a push arm 901 and a control surface transmission assembly for driving the push arm 901 to translate. The push arm 901 is rotatably connected to the root of the control surface. It should be understood that the control surface deflection on each main wing surface adopts a control surface drive mechanism 9 with a uniform structure. Specifically, the control surface transmission assembly includes a control surface transmission block 902, a control surface worm 903, and a control surface drive element 904 for driving the control surface worm 903 to rotate. The control surface drive element 904 can be a servo motor or a servo gear. A control surface sector worm gear 9021 is provided on the outer side of the control surface transmission block 902, and a control surface sector gear 9022 is provided at the center of the control surface transmission block 902. The control surface sector worm gear 9021 meshes with the control surface worm 903, and the push arm 901 is provided with a rack that meshes with the control surface sector gear 9022.

[0025] Taking the right horizontal stabilizer 7 and its connected right elevator 71 as an example, during operation, the rudder surface drive element 904 drives the rudder surface worm 903 to rotate, which in turn drives the rudder surface transmission block 902 to rotate as a whole. This causes the rudder surface sector worm gear 9021 and the rudder surface sector gear 9022 to rotate simultaneously (it should be understood that the rudder surface sector worm gear 9021 and the rudder surface sector gear 9022 share a common center). The rudder surface sector gear 9022 drives the rack to move linearly, which in turn drives the push arm 901 to move linearly. The push arm 901 then pushes the root of the rudder surface, causing the right elevator 71 to deflect around the axis of the hinge 10 (relative to the right horizontal stabilizer 7). It is easy to understand that there is a certain distance between the rotation center of the push arm 901 relative to the rudder surface and the rotation center of the hinge 10 (i.e., the pin center of the hinge 10). This distance forms a lever arm, ensuring that the torque output by the rudder surface drive element 904 can drive the rudder surface to deflect. Due to the self-locking characteristics of the worm gear mechanism, the control surface can be stably maintained at any deflection angle without continuous power supply. This unidirectional output reverse self-locking characteristic is particularly important for wind tunnel testing, as it can ensure that the control surface does not deflect unexpectedly under aerodynamic loads.

[0026] In practical applications, a slot is cut on the trailing edge side of the bottom of the main wing surface, and the control surface drive mechanism 9 is installed inside the housing 15 (which is easily understood as being composed of two parts fastened together and connected by screws). The housing 15 is embedded in the slot on the main wing surface, and the slot is closed by a cover plate (not shown in the figure). It is worth noting that, since the push arm 901 moves linearly under the drive of the control surface sector gear 9022, it also yaws under the deflection of the control surface (which is a displacement in the thickness direction under the constraint of the control surface sector gear 9022). Therefore, there should be a gap between the push arm 901 and the housing 15 on both sides perpendicular to the main wing surface to ensure that the push arm 901 has space for displacement in the thickness direction when it moves linearly. Moreover, the thickness of the control surface sector gear 9022 should be greater than the thickness of the rack to ensure that the rack can always mesh with the control surface sector gear 9022.

[0027] A stop 12 is slidably provided on the side of the push arm 901 away from the rudder sector gear 9022. Furthermore, an adjustment seat 13 is provided on the side of the stop 12 away from the push arm 901. The adjustment seat 13 is fixed on the housing 15. An adjustment screw 14 is provided on the adjustment seat 13 for adjusting the position of the stop 12. By turning the adjustment screw 14, the gap between the rack and the rudder sector gear 9022 can be adjusted, which facilitates the improvement of transmission accuracy.

[0028] A rudder surface angle encoder 11 is installed at the rotation center of hinge 10 to facilitate precise control of the rudder surface deflection angle. The rudder surface angle encoder 11 measures the rudder surface deflection angle in real time, and the measured rudder surface deflection angle value serves as the input feedback signal for the rudder surface drive element 904, thereby driving the corresponding rudder surface to continue deflecting to the required theoretical angle value. That is, through continuous measurement, comparison, and approximation, a fully closed-loop control is formed, thereby accurately realizing the rudder surface deflection and achieving the theoretical value.

[0029] Because the wind tunnel test model has multiple control surfaces, and the actual thickness of each control surface varies locally, the overall thickness of the control surface drive mechanism 9 (i.e., the thickness of the housing 15) is subject to stringent requirements. Furthermore, the actual loads on each control surface are different, necessitating the design of control surface drive mechanisms 9 with varying thicknesses and load output requirements to suit the needs of each control surface. In practical applications, the control surface drive mechanism 9 can be designed in series (e.g., 9mm series, 10mm series, 12mm series, 25mm, 40mm series), with output torque ranging from 5Nm to 400Nm. It is easy to understand that the control surface drive element 904 differs in different series, resulting in different thicknesses of the housing 15 and corresponding differences in the slot depth on the main wing surface.

[0030] refer to Figure 1 , Figure 7 as well as Figures 10-12 The left horizontal stabilizer 6 and the right horizontal stabilizer 7 are connected to the two sides of the rear fuselage via horizontal stabilizer pivots. In practical applications, the left horizontal stabilizer 6 is equipped with a left horizontal stabilizer pivot 601, and the right horizontal stabilizer 7 is equipped with a right horizontal stabilizer pivot 701. The left side of the rear fuselage has a left shaft hole that mates with the left horizontal stabilizer pivot 601, and the right side of the rear fuselage has a right shaft hole 1032 that mates with the right horizontal stabilizer pivot 701. The left shaft hole and the right shaft hole 1032 are coaxial. A horizontal stabilizer push rod 16 connects the left horizontal stabilizer 6 and the right horizontal stabilizer 7. The rear fuselage has an arc-shaped groove 1031 for the horizontal stabilizer push rod 16 to rotate, and the rear fuselage has a horizontal stabilizer drive mechanism 17 inside to drive the horizontal stabilizer push rod 16 to rotate around the horizontal stabilizer pivot. The left horizontal stabilizer 6 and the right horizontal stabilizer 7 are connected as a whole by the horizontal stabilizer push rod 16, which facilitates the synchronous deflection of the left horizontal stabilizer 6 and the right horizontal stabilizer 7 through the horizontal stabilizer drive mechanism 17. Specifically, the horizontal tail drive mechanism 17 includes a horizontal tail transmission block 1701, a push rod sector gear 1702, a horizontal tail worm gear 1703, and a horizontal tail drive element 1704 for driving the horizontal tail worm gear 1703 to rotate. The horizontal tail drive element 1704 can be a servo motor or a servo motor. A horizontal tail sector worm gear 17011 is provided on the outer side of the horizontal tail transmission block 1701, and a horizontal tail sector gear 17012 is provided at the center of the horizontal tail transmission block 1701. The horizontal tail sector worm gear 17011 meshes with the horizontal tail worm gear 1703, and the push rod sector gear 1702 is fixed on the horizontal tail push rod 16 and meshes with the horizontal tail sector gear 17012.

[0031] It should be understood that the center of the push rod sector gear 1702 should coincide with the center of the horizontal tail shaft. To reduce the force required to drive the left horizontal tail 6 and right horizontal tail 7, a certain distance is maintained between the horizontal tail push rod 16 and the horizontal tail shaft. This distance forms a lever arm, allowing the left horizontal tail 6 and right horizontal tail 7 to be deflected as a whole with a very small force, facilitating the selection of a horizontal tail drive element 1704 with a smaller output torque. Furthermore, in practical applications, the horizontal tail transmission block 1701 and the horizontal tail worm gear 1703 are both mounted on the angle-adjusting seat 19, which is fixed to the rear fuselage with screws. The angle-adjusting seat 19 can also be fitted with a cover plate to cover the horizontal tail transmission block 1701 and the horizontal tail worm gear 1703.

[0032] A tailplane angle encoder 18 is installed at either the left tailplane shaft 601 or the right tailplane shaft 701 to facilitate precise control of the overall deflection angle of the left tailplane 6 and the right tailplane 7. The tailplane angle encoder 18 measures the overall deflection angle of the left tailplane 6 and the right tailplane 7 in real time. The measured deflection angle value is used as the input feedback signal of the tailplane drive element 1704, which in turn drives the left tailplane 6 and the right tailplane 7 to continue to deflect to the required theoretical angle value. That is, through continuous measurement, comparison and approximation, a closed-loop control is formed, thereby accurately realizing the overall deflection of the left tailplane 6 and the right tailplane 7 to reach the theoretical value.

[0033] The above are merely preferred embodiments of the present invention and are not intended to limit the present 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 wind tunnel test model for active control surfaces, characterized in that, This includes the fuselage, balance, support rods, and the left wing, right wing, left horizontal stabilizer, right horizontal stabilizer, and vertical stabilizer connected to the fuselage. The balance is located inside the fuselage and its front end is connected to the fuselage. One end of the support rod is connected to the rear end of the balance, and the other end of the support rod extends outside the fuselage to connect to the support structure in the wind tunnel. The left wing, right wing, left horizontal stabilizer, right horizontal stabilizer, and vertical stabilizer are all defined as main wing surfaces. The trailing edges of each main wing surface are connected to corresponding control surfaces via hinges. The main wing surface is equipped with a control surface drive mechanism for driving the control surface deflection. The control surface drive mechanism includes a push arm and a control surface transmission assembly for driving the push arm to translate. The push arm is rotatably connected to the root of the control surface.

2. The active control rudder surface wind tunnel test model according to claim 1, characterized in that, The rudder drive assembly includes a rudder drive block, a rudder worm, and a rudder drive element for driving the rudder worm to rotate. A rudder sector worm wheel is provided on the outer side of the rudder drive block, and a rudder sector gear is provided at the center of the rudder drive block. The rudder sector worm wheel meshes with the rudder worm. The push arm is provided with a rack that meshes with the rudder sector gear.

3. The active control rudder surface wind tunnel test model according to claim 2, characterized in that, A stop is slidably provided on the side of the push arm away from the sector gear of the rudder surface, and an adjustment seat is provided on the side of the stop away from the push arm, with an adjustment screw on the adjustment seat for adjusting the position of the stop.

4. The active control rudder surface wind tunnel test model according to claim 1, characterized in that, A rudder surface angle encoder is provided at the rotation center of the hinge to detect the deflection angle of the rudder surface.

5. The active control rudder surface wind tunnel test model according to claim 1, characterized in that, The left and right horizontal stabilizers are connected to the sides of the fuselage via a horizontal stabilizer pivot, and a horizontal stabilizer push rod is connected between the left and right horizontal stabilizers. The fuselage is provided with an arc-shaped slide groove for the horizontal stabilizer push rod to rotate, and the fuselage is provided with a horizontal stabilizer drive mechanism that drives the horizontal stabilizer push rod to rotate around the horizontal stabilizer pivot.

6. The active control rudder surface wind tunnel test model according to claim 5, characterized in that, The flat-tail drive mechanism includes a flat-tail transmission block, a push rod sector gear, a flat-tail worm, and a flat-tail drive element for driving the flat-tail worm to rotate. A flat-tail sector worm wheel is provided on the outer side of the flat-tail transmission block, and a flat-tail sector gear is provided at the center of the flat-tail transmission block. The flat-tail sector worm wheel meshes with the flat-tail worm, and the push rod sector gear is fixed on the flat-tail push rod and meshes with the flat-tail sector gear.

7. The active control surface wind tunnel test model according to claim 6, characterized in that, The tail fin is equipped with a tail fin angle encoder at the tail fin shaft, which is used to detect the overall deflection angle of the left and right tail fins.

8. The active control surface wind tunnel test model according to any one of claims 1-7, characterized in that, The fuselage includes a front fuselage, a middle fuselage, and a rear fuselage. The front fuselage and the middle fuselage, as well as the rear fuselage and the middle fuselage, are connected by shaft holes and screws.

9. The active control surface wind tunnel test model according to any one of claims 1-7, characterized in that, The gap between the inner wall of the machine body and the support rod, and the gap between the inner wall of the machine body and the balance, shall not be less than 15mm.

10. The active control surface wind tunnel test model according to any one of claims 1-7, characterized in that, The left wing and the right wing are spliced ​​together and connected to the bottom of the fuselage by screws, and the splice seam between the left wing and the right wing is bent.

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