High-speed flutter test horizontal suspension support system for flying wing rigid-flex coupling and application method

Abstract

This invention discloses a horizontal suspension support system and application method for high-speed flutter testing of a flying wing rigid-elastic coupling system, relating to the field of wind tunnel testing. It includes: a vertical rod unit that cooperates with the upper and lower walls of the wind tunnel test section; a test model that can be mounted on the vertical rod unit; a slider unit that fixes the test model at a predetermined position on the vertical rod unit; and a horizontal traction unit for limiting the pitch angle of the test model. It also includes buffer units respectively located on the upper and lower walls of the wind tunnel test section and cooperating with both ends of the vertical rod unit. The slider unit is equipped with a mounting shaft that is rotatably connected to the test model. By incorporating the horizontal traction unit, this invention allows for the addition or alteration of springs as needed, overcoming some of the airflow resistance during testing and providing pitch control for the model, thus protecting the model's safety during the testing process.

Description

Technical Field

[0001] This invention relates to the field of wind tunnel testing. More specifically, this invention relates to a horizontal suspension support system for high-speed flutter testing of a flying wing with rigid-elastic coupling. Background Technology

[0002] High-aspect-ratio flying wing designs employ a blended wing-body flat aerodynamic layout and extensively utilize lightweight, flexible materials such as composite materials. This design simultaneously addresses aerodynamic, stealth, and long-range requirements, making it the preferred configuration for this type of aircraft. Due to the demands of long-range flight, high-aspect-ratio flying wing aircraft require extremely high lift-to-drag ratios. The large aspect ratio of the wing results in low stiffness and high flexibility, leading to low frequencies of lower-order elastic modes. Furthermore, the small tail volume and low pitch inertia of the fuselage result in higher rigid body mode frequencies, making it highly susceptible to coupling between rigid body pitch motion modes and lower-order elastic modes (rigid-elastic coupling). This can induce flutter in the body degrees of freedom, seriously threatening flight safety.

[0003] Flutter wind tunnel testing can reproduce flutter phenomena, replicate potential risks, verify flutter boundaries, reduce flight risks, and study flutter characteristics. It is currently the most economical and effective means of obtaining the flutter boundary characteristics of aircraft.

[0004] To accurately obtain the flutter boundary under full-body rigid / elastic coupling, wind tunnel tests capable of simulating such full-body flutter are required during the development process. The system needs not only to simulate the elastic vibration of the aircraft structure, but also to simulate the rigid body motion of the aircraft, accurately reflect the dynamic characteristics of the model, and have control functions such as emergency locking or limiting buffering during the test.

[0005] However, existing technologies that use "soft supports" to achieve limited degrees of freedom release have very complex structures. For example, the two-degree-of-freedom support system for full-body flutter or gust tests (patent application CN202211598326.X) and the vertical rope support system for full-body flutter wind tunnel tests (patent application CN202210856838.5) primarily rely on rope spring support modules for pitch and buoyancy degrees of freedom. This is merely elastic support and cannot achieve true free support for the model, failing to accurately reflect the model's flutter characteristics during wind tunnel testing. Furthermore, the added springs in each loop cause the pitch and buoyancy brakes to oscillate after braking, affecting model safety. Summary of the Invention

[0006] One object of the present invention is to solve at least the above-mentioned problems and / or defects, and to provide at least the advantages described below.

[0007] To achieve these objectives and other advantages of the present invention, a horizontal suspension support system for a flying wing rigid-elastic coupling high-speed flutter test is provided, comprising: a vertical rod unit that cooperates with the upper and lower walls of a wind tunnel test section; a test model that can be mounted on the vertical rod unit; a slider unit that fixes the test model at a predetermined position on the vertical rod unit; and further comprising: A horizontal traction unit used to limit the pitch angle of the test model; The upper and lower walls of the wind tunnel test section are respectively set up, and buffer units are matched with both ends of the vertical rod unit; The slider unit is provided with a mounting shaft that is rotatably connected to the test model; The horizontal traction unit includes: Support I and support II are installed on two opposite side walls of the test section; One end is fixed to bracket I, and the other end passes around the built-in pulley in the machine head and is fixed to bracket II by elastic element I.

[0008] Preferably, it also includes: a centering unit disposed within the test model; The centering unit includes: A guide rail is installed in the mounting slot of the test model body and is longitudinally matched with the test model body; A rack is installed in the mounting slot of the test model body and matches the extension direction of the guide rail; A counterweight slider that works in conjunction with a guide rail and adjusts the center of mass of the test model by changing its position on the guide rail; A motor mounted on a counterweight slider; The motor has a gear at its output end that meshes with a rack.

[0009] Preferably, the plumb unit includes: plumb bob; A ball linear guide I is installed on the windward and leeward sides of the vertical rod to guide the sinking and floating displacement of the slider unit.

[0010] Preferably, the slider unit includes: The main frame, in conjunction with the vertical rod unit, can slide up and down; A buoyancy braking device and a pitch braking device are installed on the main frame; A model connection plate is installed on the main frame to fix the test model; Among them, on a set of inner sidewalls that cooperate with the short side of the main frame, there are linear guide sliders I that cooperate with ball linear guides I on the vertical rod unit. On a set of inner sidewalls that mate with the long side of the main frame, four sets of roller bearings are respectively installed to mate with the sidewalls of the vertical rod unit.

[0011] Preferably, the buoyancy braking device includes: A driver is installed on the outer wall of the main frame; Brake pads that cooperate with the output side of the drive unit to achieve braking by contacting the side wall of the vertical rod unit.

[0012] Preferably, the pitch braking device includes: Caliper assembly I and caliper assembly II are rotatably mounted on the two outer side walls of the long side of the main frame to adjust the loosening or clamping state of the model connecting plate by opening and closing angle; Power components used to drive caliper assembly I and caliper assembly II to switch between open and closed states; The device includes a connecting shaft I between the two upper calipers and a connecting shaft II between the two lower calipers. The connecting shafts I and II are connected as one unit by a damping shock absorber.

[0013] Preferably, the power assembly includes: Two stepper motors are symmetrically arranged on the short side of the main frame; Lead screw I and lead screw II that cooperate with the output terminals of each stepper motor; Slider I and slider II are mounted on lead screw I and lead screw II and cooperate with upper caliper and lower caliper, respectively; A limiting component is installed on the short side of the main frame and located between slider I and slider II to limit the distance between slider I and slider II.

[0014] Preferably, the buffer unit includes: Frame-type mounting base; A motion connecting plate is installed inside the fixed base using multiple sets of elastic elements II; A push rod is mounted on the motion connection plate and passes through the surface of the frame-type fixed seat, contacting the upper or lower surface of the slider unit.

[0015] A method for applying a horizontal suspension support system to a high-speed flutter test of a flying wing rigid-elastic coupled system includes: During the experiment, when zero-position braking was required, the stepper motor was controlled to operate in a simultaneous and same-speed mode. When braking is required at any pitch angle, the feed rate is adjusted by controlling the movement speed of the two stepper motors, which in turn adjusts the rotation angle of the caliper that cooperates with the corresponding stepper motor, thereby effectively adjusting the clamping angle of the caliper.

[0016] The present invention has at least the following beneficial effects: Firstly, by setting up a horizontal traction unit, the present invention can add springs or change the spring stiffness as needed to overcome part of the airflow resistance during the test, and can also limit the pitch of the model and protect the model safety during the test.

[0017] Secondly, the centering unit of the present invention achieves automatic balancing of the model's attitude by moving the counterweight along the guide rail and changing the center of mass. This physical balancing method is equivalent to simulating the control surface balancing effect in real flight, avoiding the complexity of simulating real control surface servo control, and providing key technical support for wind tunnel testing.

[0018] Thirdly, the vertical rod unit of the present invention uses ball linear guide rail I and linear guide slider I to guide the slider unit at both the front and rear of the vertical rod, which overcomes the disadvantage of the previous rolling achieved by bearing device, which resulted in large damping due to bearing eccentricity.

[0019] Fourth, in the slider unit of the present invention, by setting up dual stepper motors to drive dual lead screws to adjust the opening and closing angles of the upper and lower calipers, the range of opening and closing angles can be adapted to the adjustment of the pitch angle limit angle range in the test. At the same time, by adjusting the different rotation speeds of the two stepper motors, the angles of the upper and lower calipers can be adjusted respectively, so as to achieve braking at any pitch angle. This overcomes the disadvantage of the previous method of using a single stepper motor to drive a lead screw to connect the upper and lower calipers for left and right rotation, where the upper and lower calipers can only reset the model to the zero position for braking.

[0020] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall structure of the horizontal suspension support system for high-speed flutter testing of a flying wing rigid-elastic coupling according to the present invention. Figure 2 for Figure 1 A schematic diagram of the central structure; Figure 3 This is a schematic diagram of the structure of the built-in pulley of the present invention; Figure 4 This is a schematic diagram of the structure of one long side of the slider unit of the present invention; Figure 5 This is a schematic diagram of the structure of the other long side of the slider unit of the present invention; Figure 6 For the present invention to Figure 5 A schematic diagram of the middle slider unit after removing one side caliper and driver; Figure 7 This is a schematic diagram of the structure of the buffer unit of the present invention; Figure 8This is a cross-sectional schematic diagram showing the cooperation of the experimental model, slider unit, self-aligning unit, and plumb rod unit of the present invention; Figure 9 This is a schematic diagram of the self-aligning unit of the present invention; The components include: vertical rod unit-1, vertical rod-10, ball linear guide I-11, test model-2, pulley-20, mounting groove-21, slider unit-3, main frame-30, floating brake device-31, driver-310, brake pad-311, connecting block-312, pitch brake device-32, caliper assembly I-320, caliper assembly II-321, connecting shaft I-323, connecting shaft II-324, damping shock absorber-325, power assembly-322, stepper motor-3220, lead screw I-3221, and lead screw II-32. 22. Slider I - 3223. Slider II - 3224. Limiting component - 3225. Model connecting plate - 33. Linear guide rail slider I - 34. Roller bearing - 35. Mounting shaft - 36. Horizontal traction unit - 4. Bracket I - 40. Bracket II - 41. Elastic element I - 42. Traction rope - 43. Buffer unit - 5. Fixed seat - 50. Elastic element II - 51. Motion connecting plate - 52. Top rod - 53. Limiting column - 54. Self-aligning unit - 6. Guide rail - 60. Rack - 61. Counterweight slider - 62. Gear - 63. Detailed Implementation

[0022] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0023] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0024] It should be noted that in the description of this invention, the orientations or positional relationships indicated by terms are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting this invention. In addition, the terms "I" and "II" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0025] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed", "equipped", "sleeved / connected", "connected", etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral 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; it can be a connection within two components. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0026] Figures 1-4 This invention discloses a horizontal suspension support system for a high-speed flutter test of a flying wing rigid-elastic coupling system, comprising: a vertical rod unit 1 that cooperates with the upper and lower walls of a wind tunnel test section; a test model 2 that can be inserted onto the vertical rod unit 1; a slider unit 3 that fixes the test model 2 at a predetermined position on the vertical rod unit 1; and further comprising: Horizontal traction unit 4 is used to limit the pitch angle of test model 2; The upper and lower walls of the wind tunnel test section are respectively set up, and buffer units 5 are matched with both ends of the vertical rod unit 1. They are used to buffer the sliding force under abnormal working conditions. The slider unit 3 is provided with a mounting shaft 36 that is rotatably connected to the test model 2. The mounting shaft 36 can fix the test model 2 without interfering with its pitch. The horizontal traction unit 4 includes: Support I40 and support II41 are installed on two opposite side walls of the test section; One end is fixed to bracket I40, and the other end passes over the pulley 20 inside the machine head and is fixed to the traction rope 43 on bracket II41 via elastic element I42. In practical applications, the traction rope 43 passes over the pulley 20 inside the machine head and is fixed to bracket II41 on the side wall of the test section. It is mainly used to overcome part of the airflow resistance during the test and can also limit the pitch of the test model 2, protecting the safety of the test model 2 during the test. It should be noted that the horizontal rope of this invention is mainly used for limiting the pitch of the model and protecting the safety of the model during the test. Although a spring is connected in series in the rope, a spring with a small stiffness can be used so that the pitch angle is free within a certain range, and the spring is only stretched after the angle exceeds a certain value. Moreover, the pitch and buoyancy braking in this patent is not affected by the rope and spring, and can brake in time without oscillation.

[0027] In another instance, such as Figures 8-9 As shown, it also includes: a centering unit 6 disposed within the test model 2; The centering unit 6 includes: A guide rail 60 is set in the mounting slot 21 of the test model 2 and is longitudinally matched with the test model 2; A rack 61 is installed in the mounting slot 21 of the test model 2 and is matched with the extension direction of the guide rail 60; A counterweight slider 62 that works in conjunction with guide rail 60 and adjusts the center of mass of test model 2 by changing its position on guide rail 60; A motor (not shown) is mounted on a counterweight slider. The motor has a gear 63 that meshes with the rack 61 at its output end.

[0028] In terms of working principle, this scheme uses a gyroscope or angle-of-attack sensor to detect the model's attitude angle in real time (it should be noted that the gyroscope or angle-of-attack sensor is involved in the experiment itself, so its connection and position will not be explained in detail here). Automatic balancing is achieved by driving a counterweight via a motor, simulating the control surface balancing effect in real flight. The purpose is to combine real-time attitude angle measurement with automatic center of gravity adjustment. The centering unit automatically moves the internal counterweight to adjust the center of gravity based on the real-time feedback of the attitude angle, generating a balancing torque. This controls the motor-driven gear 63 to move on the rack 61, causing the counterweight slider 62 to move along the guide rail 60, thereby changing the center of gravity position and achieving automatic balancing. This physical balancing method is equivalent to control surface operation in real flight, providing crucial technical support for wind tunnel testing.

[0029] It should be noted that during the experiment, the model's pitch braking is generally performed at the zero-lift angle of attack, minimizing the load on the model during braking. However, during the experiment, the self-aligning unit may be activated for balancing due to stability requirements. In this case, the angle of attack after the model stabilizes may not be at the zero-lift angle of attack. Therefore, it is necessary to measure the model's attitude angle using an angle of attack sensor or gyroscope, and then feed the measurement results back to the two stepper motor control systems. The two stepper motors calculate the distance their respective lead screws need to travel based on the model's angle, and then calculate the angle of rotation required by the motor based on the distance, thereby driving their respective lead screws to rotate. This achieves different angle changes for the upper and lower calipers, ensuring that the braking of the upper and lower calipers is performed at the current stable angle of attack of the model.

[0030] In another instance, such as Figure 4 As shown, the vertical rod unit 1 includes: 10mm vertical rod; Ball bearing linear guides I11 are installed on the windward and leeward sides of the vertical rod to guide the buoyancy displacement of the slider unit 3. The vertical rod unit 1 is a key structure used to support the aircraft model in wind tunnel testing. Its core function is to ensure precise guidance and extremely low mechanical damping of the model's vertical (buoyancy direction) movement while bearing enormous aerodynamic loads. Considering the large load-bearing forces on the model and slider, this design uses ball bearing linear guides I11 on both the windward and leeward sides of the vertical rod to provide precise guidance for the buoyancy process of the slider unit 3, strictly limiting any displacement and sway of the slider in the non-buoyancy direction, overcoming the drawback of high damping caused by bearing eccentricity in previous designs.

[0031] In another instance, such as Figures 4-6 As shown, the slider unit 3 includes: The main frame 30, which is able to slide up and down in conjunction with the vertical rod unit 1; A buoyancy braking device 31 and a pitch braking device 32 are installed on the main frame 30; A model connection plate 33 is installed on the main frame 30 to fix the test model 2; Among them, on a set of inner sidewalls that cooperate with the short side of the main frame 30, there are linear guide sliders I34 that cooperate with the ball linear guides I11 on the vertical rod unit 1. On a set of inner sidewalls that mate with the long side of the main frame 30, four sets of roller bearings 35 are respectively installed to mate with the sidewalls of the vertical rod unit 1. In this scheme, a combination of linear guide slider I 34 and roller bearings is used as the guiding mechanism for the sinking and floating process of the slider unit 3. That is, two linear guide sliders I 34 are installed on the short side base frame of the slider to increase the load-bearing capacity and withstand a small amount of off-center load, while four sets of roller bearings 35 are installed on the long side frame plate of the slider to undertake the guiding task of the two long sides, resulting in better stability.

[0032] In another instance, such as Figures 4-6 As shown, the buoyancy braking device includes: A driver 310 is installed on the outer side wall of the main frame 30. The driver 310 can be a hydraulic jack, which is installed on the main frame 30 via a connecting block 312. In conjunction with the output side of the actuator 310, brake pads 311 engage with the vertical rod unit 1 through contact with its sidewall to achieve braking. In practical applications, brake pads 311 are symmetrically arranged on both sides of the vertical rod unit 1 to ensure a more stable and uniform braking effect. A hydraulic jack presses the brake pads 311 against the vertical rod 10 for direct contact, increasing friction for frictional braking. This friction between the brake pads 311 and the vertical rod 10 brakes the model during its floating and sinking motion, thus adjusting its position during the floating and sinking stroke. It should be noted that compared to existing technologies that use direct sliding friction between the vertical rod and the slider to increase friction, supplemented by springs to reduce vibration, or to braking schemes involving counterweights and motor-rope-spring, this solution uses a combination of a hydraulic jack and brake pads 311 to increase friction for frictional braking, resulting in no delay and a better braking effect.

[0033] The pitch braking device includes: The caliper assembly I 320 and caliper assembly II 321 are rotatably mounted on the two outer side walls of the long side of the main frame 30 to adjust the opening or closing angle of the model connecting plate 33. Through the cooperation of caliper assembly I and caliper assembly II with the power component, the caliper assembly I and caliper assembly II clamp the upper and lower end faces of the model connecting plate 33 to achieve braking. When caliper assembly I 320 and caliper assembly II 321 are not working, the distance between them can limit the vertical position of the model connecting plate 33, thereby limiting the pitch angle of the test model 2. Power assembly 322 for switching the open and closed states of caliper assembly I 320 and caliper assembly II 321; The upper two calipers are connected by a connecting shaft I 323, and the lower two calipers are connected by a connecting shaft II 324. The connecting shaft I 323 and the connecting shaft II 324 are connected as one unit by a damping shock absorber 325. The function of the damping shock absorber 325 is to buffer and reduce the shock during the braking process.

[0034] The power assembly 322 includes: Two stepper motors 3220 are symmetrically arranged on the short side of the main frame 30; Lead screw I 3221 and lead screw II 3222 that cooperate with the output terminals of each stepper motor; Slider I 3223 and slider II 3224, which are mounted on lead screw I 3221 and lead screw II 3222 and cooperate with upper and lower calipers, are used in practical applications. When the stepper motor is working, it drives the lead screw to rotate, which causes slider I 3223 and slider II 3224, which are threaded to the lead screw, to move on the corresponding lead screw. The two upper calipers and the two lower calipers connected to slider I 3223 and slider II 3224 close or separate, completing the corresponding clamping, braking and separation actions to limit the pitch angle in the corresponding interval. That is, when braking in the pitch direction is required, the stepper motor 3220 drives the caliper to retract inward and clamp the model connecting plate 33 on the test model 2. The self-locking characteristic of the lead screw provides braking force. When the pitch angle needs to be adjusted, the distance between the upper and lower calipers is adjusted by changing the rotation direction of the stepper motor, thereby limiting the movement angle of the test model 2 in the pitch direction. A limiting member 3225 is installed on the short side of the main frame 30 and located between slider I and slider II to limit the distance between slider I 3223 and slider II 3224. The limiting member 3225 can be set as a U-shaped structure, and the position of slider I and slider II can be integrally limited by two protruding ends to prevent slider I 3223 and slider II 3224 from sliding out. Alternatively, two limiting members can be set to limit the position of slider I 3223 and slider II 3224 separately.

[0035] In existing technologies, a stepper motor and a lead screw are usually designed. By setting slider I and slider II 3224 at both ends of the lead screw and having two threads with opposite directions, the opening and closing of the caliper can be controlled. However, this design can only reset to the zero position for braking. This solution uses dual stepper motors to drive dual lead screws to adjust the opening and closing angles of the upper and lower rocker arms. This not only limits the pitch direction of the model but also allows for adjustment of the pitch angle limit range according to experimental requirements. Furthermore, by adjusting the different rotation speeds of the two stepper motors, the angles of the upper and lower calipers can be adjusted separately, achieving braking at any pitch angle. Specifically, one motor works with a left-right rotating lead screw, and braking can only occur at the zero position, meaning the movements of the two calipers are synchronized. The pitch angle limitation in this solution is achieved through the speed or operation of the two motors. When the two motors are at the same speed, it has the same effect as a single motor with a left-right rotating lead screw, achieving zero-position braking. When the two motors rotate at different speeds or one is stationary, the rotation angles of the two upper and lower calipers differ, enabling braking at any pitch angle.

[0036] In addition, it should be noted that, compared with the existing technology where pitch angle braking relies on motor braking and there is still a problem of oscillation after braking due to the addition of springs in each loop, this invention uses a stepper motor to drive the caliper for braking, which does not have springs. Therefore, there is no problem of oscillation after braking, and the braking timeliness and stability are better.

[0037] In another instance, such as Figure 7 As shown, the buffer unit 5 includes: The frame-type fixing seat 50 serves to provide installation space for the elastic element II 51 and the motion connecting plate 52, and at the same time, the movement direction of the top rod 53 can be guided and limited through the holes on it. The motion connecting plate 52, which is set inside the fixed seat with multiple sets of elastic elements II 51, concentrates the force acting on the slider unit 3 to the elastic elements II 51. In practical applications, the elastic elements II 51 are preferably arranged symmetrically or uniformly to distribute the force evenly and stably. In this scheme, the elastic elements II 51 use buffer springs. A push rod 53 is set on the motion connecting plate 52 and passes through the surface of the frame-type fixed seat to contact the upper or lower surface of the slider unit 3. The push rod 53 is used to contact the slider unit 3 to transmit the force to the elastic element II 51. In actual application, the motion connecting plate 52 and the upper surface of the frame-type fixed seat 50 are movably connected by a limiting column, that is, the motion connecting plate 52 can be quantitatively contracted along the limiting column 54. The working principle is as follows: when the slider unit 3 and the test model 2 are close to the upper and lower buffer units 5, the upper and lower planes of the slider unit 3 will contact the push rods 53 in the buffer unit 5. The push rods 53 drive the motion connecting plate 52 to continue moving along the direction of the slider's movement, and at the same time, transmit the force to the buffer springs corresponding to each push rod 53. The force compresses the buffer springs, and the energy is absorbed by the buffer springs, eventually stopping the movement of the slider. This scheme sets buffer units 5 at the end of the sinking and floating displacement. Their function is to limit the movement amplitude of the slider unit 3 through buffering when the test model 2 oscillates or becomes unstable, preventing it from causing the test model 2 to fall or surge upward, thereby preventing damage to the test model 2 due to severe impact.

[0038] The above solution is merely an illustration of a preferred example and is not limited thereto. When implementing this invention, appropriate substitutions and / or modifications can be made according to the user's needs.

[0039] The number of devices and processing scale described herein are for the purpose of simplifying the description of the invention. Applications, modifications, and variations of the invention will be readily apparent to those skilled in the art.

[0040] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the present invention. Other modifications can be readily made by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and examples shown and described herein.

Claims

1. A flying wing rigid-elastic coupled high-speed flutter test horizontal levitation support system, comprising: A vertical rod unit that mates with the upper and lower walls of the wind tunnel test section, a test model that can be mounted on the vertical rod unit, and a slider unit that fixes the test model at a predetermined position on the vertical rod unit, characterized in that it further includes: A horizontal traction unit used to limit the pitch angle of the test model; The upper and lower walls of the wind tunnel test section are respectively set up, and buffer units are matched with both ends of the vertical rod unit; The slider unit is provided with a mounting shaft that is rotatably connected to the test model; The horizontal traction unit includes: Support I and support II are installed on two opposite side walls of the test section; One end is fixed to bracket I, and the other end passes around the built-in pulley in the machine head and is fixed to bracket II by elastic element I.

2. The flying wing rigid-elastic coupled high-speed flutter test horizontal suspension support system according to claim 1, characterized in that, Also includes: A self-aligning unit is installed within the test model; The centering unit includes: A guide rail is installed in the mounting slot of the test model body and is longitudinally matched with the test model body; A rack is installed in the mounting slot of the test model body and matches the extension direction of the guide rail; A counterweight slider that works in conjunction with a guide rail and adjusts the center of mass of the test model by changing its position on the guide rail; A motor mounted on a counterweight slider; The motor has a gear at its output end that meshes with a rack.

3. The horizontal suspension support system for high-speed flutter testing of a flying wing with rigid-elastic coupling as described in claim 1, characterized in that, The vertical rod unit includes: plumb bob; A ball linear guide I is installed on the windward and leeward sides of the vertical rod to guide the sinking and floating displacement of the slider unit.

4. The horizontal suspension support system for high-speed flutter testing of a flying wing with rigid-elastic coupling as described in claim 1, characterized in that, The slider unit includes: The main frame, in conjunction with the vertical rod unit, can slide up and down; A buoyancy braking device and a pitch braking device are installed on the main frame; A model connection plate is installed on the main frame to fix the test model; Among them, on a set of inner sidewalls that cooperate with the short side of the main frame, there are linear guide sliders I that cooperate with ball linear guides I on the vertical rod unit. On a set of inner sidewalls that mate with the long side of the main frame, four sets of roller bearings are respectively installed to mate with the sidewalls of the vertical rod unit.

5. The horizontal suspension support system for high-speed flutter testing of a flying wing with rigid-elastic coupling as described in claim 4, characterized in that, The buoyancy braking device includes: A driver is installed on the outer wall of the main frame; Brake pads that cooperate with the output side of the drive unit to achieve braking by contacting the side wall of the vertical rod unit.

6. The horizontal suspension support system for high-speed flutter testing of a flying wing with rigid-elastic coupling as described in claim 1, characterized in that, The pitch braking device includes: Caliper assembly I and caliper assembly II are rotatably mounted on the two outer side walls of the long side of the main frame to adjust the loosening or clamping state of the model connecting plate by opening and closing angle; Power components used to drive caliper assembly I and caliper assembly II to switch between open and closed states; The device includes a connecting shaft I between the two upper calipers and a connecting shaft II between the two lower calipers. The connecting shafts I and II are connected as one unit by a damping shock absorber.

7. The horizontal suspension support system for high-speed flutter testing of a flying wing with rigid-elastic coupling as described in claim 6, characterized in that, The power assembly includes: Two stepper motors are symmetrically arranged on the short side of the main frame; Lead screw I and lead screw II that cooperate with the output terminals of each stepper motor; Slider I and slider II are mounted on lead screw I and lead screw II and cooperate with upper caliper and lower caliper, respectively; A limiting component is installed on the short side of the main frame and located between slider I and slider II to limit the distance between slider I and slider II.

8. The horizontal suspension support system for high-speed flutter testing of a flying wing with rigid-elastic coupling as described in claim 1, characterized in that, The buffer unit includes: Frame-type mounting base; A motion connecting plate is installed inside the fixed base using multiple sets of elastic elements II; A push rod is mounted on the motion connection plate and passes through the surface of the frame-type fixed seat, contacting the upper or lower surface of the slider unit.

9. A method for applying a horizontal suspension support system for a flying wing rigid-elastic coupled high-speed flutter test, comprising using the horizontal suspension support system for a flying wing rigid-elastic coupled high-speed flutter test as described in any one of claims 1-8, characterized in that, include: During the experiment, when zero-position braking was required, the stepper motor was controlled to operate in a simultaneous and same-speed mode. When braking is required at any pitch angle, the feed rate is adjusted by controlling the movement speed of the two stepper motors, which in turn adjusts the rotation angle of the caliper that cooperates with the corresponding stepper motor, thereby effectively adjusting the clamping angle of the caliper.

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