Wind tunnel multi-body linkage support follow-up compensation method and system based on flow field characteristics
Patent Information
- Application Number
- CN202611329205.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-08-31
- Publication Date
- 2026-09-29
AI Technical Summary
当第一模型（受油机）改变迎角或侧滑角以模拟不同飞行姿态时，其前方第二模型（加油机）产生的气流场（如下洗流、尾流）会发生变化，导致第一模型所处的实际局部气流条件（特别是气流迎角和侧滑角）与预期不符，进而引起第一模型的升力系数偏离预定值，严重影响气动数据的准确性和对接模拟的真实性
[0028]本发明的有益效果如下：1）具备动态性与自适应性：本发明能实时响应流场变化，具备强大的抗干扰能力，特别适用于大迎角、非定常等复杂工况；2）具备高精度与高可靠性：本发明通过闭环反馈控制，直接以流场状态为控制目标，消除了机构误差、模型加工误差等因素的影响，显著提高了相对位置控制和对接的精度；3）通用性强：本发明不依赖于特定机械结构，可应用于各种多自由度支撑机构，具有良好的普适性。
Smart Images
Figure CN122835665A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of wind tunnel testing technology, specifically to a wind tunnel multi-body linkage support follow-up compensation method and system based on flow field characteristics. Background Technology
[0002] Wind tunnel testing is an important research tool for obtaining aerodynamic characteristic data on close-range aerodynamic interference and docking processes between two aircraft (such as a tanker and receiver aircraft in aerial refueling, or a UAV and a mother aircraft). When the first model (receiver aircraft) changes its angle of attack or sideslip angle to simulate different flight attitudes, the airflow field (asfall wash and wake) generated by the second model (tanker aircraft) in front of it will change, causing the actual local airflow conditions (especially the airflow angle of attack and sideslip angle) of the first model to deviate from the expected values. This, in turn, causes the lift coefficient of the first model to deviate from the predetermined value, seriously affecting the accuracy of aerodynamic data and the realism of docking simulation.
[0003] Current compensation methods are generally based on pre-calculated settings using static aerodynamic data, which cannot respond to real-time and dynamic flow field changes caused by changes in model attitude, and lack the ability to dynamically close-loop adjust with the goal of keeping the lift coefficient of the first model constant.
[0004] In summary, a wind tunnel multi-body linkage support servo compensation method and system based on flow field characteristics is needed. This method can measure the airflow angle of attack and sideslip angle at the first model in real time and adjust them to the target value corresponding to the target lift coefficient through closed-loop iteration, thereby eliminating dynamic wake interference. Summary of the Invention
[0005] A brief overview of the invention is given below to provide a basic understanding of certain aspects of it. It should be understood that this overview is not an exhaustive summary of the invention. It is not intended to identify key or essential parts of the invention, nor is it intended to limit the scope of the invention. Its purpose is merely to present certain concepts in a simplified form as a prelude to the more detailed description that follows.
[0006] In view of this, in order to solve the problem that the traditional wind tunnel test follow-up compensation method and system in the prior art cannot respond to the real-time and dynamic flow field changes caused by changes in model attitude, the present invention provides a wind tunnel multi-body linkage support follow-up compensation method and system based on flow field characteristics.
[0007] The technical solution is as follows: a wind tunnel multi-body linkage support servo compensation method based on flow field characteristics, including the following steps:
[0008] S1. Establish a benchmark mapping relationship database based on the mapping relationship between the location of the first model and the actual airflow parameters of the second model;
[0009] S2. Define the expected relative test conditions between the first and second models in the wind tunnel test, and define the target constant lift coefficient that the first model needs to maintain;
[0010] S3. Real-time sensing and state calculation are performed using the data obtained from the sensors configured in the first and second models to obtain the real-time attitude and position of the first model, the actual local flow field characteristic parameters (including airflow angle of attack and sideslip angle) of the first model, and the real-time attitude and position of the second model.
[0011] S4. Based on the reference mapping relationship database, relative test state, real-time attitude and position of the first model, real-time attitude and position of the second model, actual airflow angle of attack and sideslip angle measured by the first model, and target airflow angle of attack converted from the target lift coefficient, the central controller performs dynamic compensation calculation and generates compensation command.
[0012] S5. According to the compensation command, perform compensation motion on the first model and form a closed loop iteration of "measurement-comparison-compensation-remeasurement" until the error between the measured airflow angle of attack and the target airflow angle of attack is less than the preset threshold (e.g., 0.05°). At this time, the wind tunnel multi-body linkage support follow-up compensation is completed and data is collected.
[0013] Furthermore, in step S1, under windless and windy conditions in the wind tunnel, the mapping relationship between the first model at different locations and the actual airflow parameters at key measurement points of the second model is calibrated. These different locations include angles of attack. Sideslip angle and its spatial position under the Earth's axis ( , , ), The horizontal coordinate of the spatial location The vertical coordinate represents the spatial location. Using vertical coordinates for spatial location, integrate mapping relationships to complete the construction of a benchmark mapping relationship database.
[0014] Furthermore, in S2, the relative test states include position holding state, angle holding state, and docking path state; simultaneously, a constant lift coefficient target that the first model needs to maintain is defined. And based on the slope of the lift line of the first model The corresponding target airflow angle of attack is calculated. .
[0015] Furthermore, in step S3, the real-time attitude and position of the first model are acquired in real time through the built-in sensor of the first mechanism; and the actual local flow field characteristic parameters of the first model are measured in real time through the airflow sensor installed on the first model, including the actual airflow angle of attack. and actual airflow sideslip angle Simultaneously, the real-time pose and position of the second model are obtained.
[0016] Furthermore, step S4 includes the following steps:
[0017] S41. Reference Query: Based on the reference mapping relationship database, the real-time attitude and position of the first model, query the reference flow field data corresponding to the first model under the ideal static flow field;
[0018] S42. Real-time comparison: Compare the actual airflow angle of attack measured by the first model. Target airflow angle converted from target lift coefficient By comparison, the airflow angle of attack deviation is obtained. Similarly, the sideslip angle deviation was obtained. , This indicates that the sideslip angle deviation reflects the impact of dynamic disturbances caused by the motion of the second model on the lift coefficient of the first model. ;
[0019] S43. Generate compensation command: based on airflow angle of attack deviation and sideslip angle deviation The elastic angle pre-compensation method is used to calculate the compensation motion command required by the first mechanism in real time.
[0020] In S43, based on the airflow angle of attack deviation Sideslip angle deviation And the elastic angle coefficient, to calculate the change in elastic angle. and This leads to the total angle of attack adjustment of the first mechanism. and ;
[0021]
[0022]
[0023] Finally, the central controller sends the calculated compensation motion command to the first mechanism for execution based on the total angle of attack adjustment of the first mechanism.
[0024] Further, in step S5, the first mechanism receives and immediately executes the compensation motion command, driving the first model to move; then the system immediately returns to step S3, the airflow sensor measures the new actual airflow angle again, recalculates the deviation, forming a closed-loop iteration of "measurement-comparison-elastic angle pre-compensation-motion-remeasurement"; this iteration is repeated until the conditions are met simultaneously. and ,in, , The system determines that the compensation is in place once the preset accuracy threshold is met, and then triggers the acquisition of wind tunnel test data.
[0025] Technical Solution 2: A wind tunnel multi-body linkage support follow-up compensation system based on flow field characteristics, used to execute the wind tunnel multi-body linkage support follow-up compensation method based on flow field characteristics described in Technical Solution 1, including a first mechanism, a second mechanism and a central controller;
[0026] The first mechanism is connected to the first model, the second mechanism is connected to the second model, the central controller is connected to the first mechanism, and the central controller is connected to the second mechanism;
[0027] The first model is equipped with an airflow sensor for measuring the actual airflow angle of attack and sideslip angle, and the airflow sensor is connected to the central controller.
[0028] The beneficial effects of this invention are as follows: 1) It has dynamism and adaptability: This invention can respond to changes in the flow field in real time and has strong anti-interference ability, making it particularly suitable for complex working conditions such as large angle of attack and unsteady conditions; 2) It has high precision and high reliability: This invention uses closed-loop feedback control to directly take the flow field state as the control target, eliminating the influence of factors such as mechanism error and model processing error, and significantly improving the accuracy of relative position control and docking; 3) It has strong versatility: This invention does not depend on a specific mechanical structure and can be applied to various multi-degree-of-freedom support mechanisms, and has good universality. Attached Figure Description
[0029] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:
[0030] Figure 1 This is a flowchart illustrating the wind tunnel multi-body linkage support servo compensation method based on flow field characteristics;
[0031] Figure 2 This is a schematic diagram of a wind tunnel multi-body linkage support follow-up compensation system based on flow field characteristics.
[0032] Reference numerals: 1. First mechanism; 2. Second mechanism; 3. Central controller; 4. First model; 5. Second model. Detailed Implementation
[0033] To make the technical solutions and advantages of the embodiments of the present invention clearer, the exemplary embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.
[0034] Example 1: Reference Figure 1 and Figure 2 This embodiment describes a wind tunnel multi-body linkage support servo compensation method based on flow field characteristics, which specifically includes the following steps:
[0035] S1. Establish a benchmark mapping relationship database based on the mapping relationship between the location of the first model and the actual airflow parameters of the second model;
[0036] S2. Define the expected relative test conditions between the first and second models in the wind tunnel test, and define the target constant lift coefficient that the first model needs to maintain;
[0037] S3. Real-time sensing and state calculation are performed using the data obtained from the sensors configured in the first and second models to obtain the real-time attitude and position of the first model, the actual local flow field characteristic parameters (including airflow angle of attack and sideslip angle) of the first model, and the real-time attitude and position of the second model.
[0038] S4. Based on the reference mapping database, relative test state, real-time attitude and position of the first model, real-time attitude and position of the second model, actual airflow angle of attack and sideslip angle measured by the first model, and target airflow angle of attack converted from the target lift coefficient, the central controller performs dynamic compensation calculation and generates compensation commands.
[0039] S5. According to the compensation command, perform compensation motion on the first model and form a closed loop iteration of "measurement-comparison-compensation-remeasurement" until the error between the measured airflow angle of attack and the target airflow angle of attack is less than the preset threshold (e.g., 0.05°). At this time, the wind tunnel multi-body linkage support follow-up compensation is completed and data is collected.
[0040] Furthermore, in step S1, under windless and windy conditions in the wind tunnel, the mapping relationship between the actual airflow parameters (such as static pressure, dynamic pressure, and flow direction) at different positions of the first model and key measurement points of the second model is precisely calibrated. These different positions include angles of attack. Sideslip angle and its spatial position under the Earth's axis ( , , ), The horizontal coordinate of the spatial location The vertical coordinate represents the spatial location. Using the vertical coordinates of spatial locations, the mapping relationships are integrated to complete the construction of a benchmark mapping relationship database, which will be used for subsequent compensation.
[0041] Furthermore, in S2, the relative test states include position holding state, angle holding state, and docking path state;
[0042] Position holding state: Set the desired position of the first model (receiving probe) relative to the second model (fueling machine cone sleeve);
[0043] Angle holding state: Set the desired angle of attack of the first model axis (receiver axis) relative to the local airflow in the actual airflow parameters. ;
[0044] Docking path status: Define a desired relative motion trajectory from the current position of the first and second models to the completed docking position;
[0045] Simultaneously, a constant lift coefficient target is defined for the first model. And based on the slope of the lift line of the first model The corresponding target airflow angle of attack is calculated. .
[0046] Furthermore, in step S3, the real-time attitude and position of the first model are acquired in real time through the built-in sensor of the first mechanism; and the actual local flow field characteristic parameters of the first model are measured in real time through the airflow sensor installed on the first model, including the actual airflow angle of attack. and actual airflow sideslip angle Simultaneously, the real-time pose and position of the second model are obtained.
[0047] Furthermore, step S4 includes the following steps:
[0048] S41. Reference Query: Based on the reference mapping relationship database, the real-time attitude and position of the first model, query the reference flow field data corresponding to the first model under the ideal static flow field;
[0049] S42. Real-time comparison: Compare the actual airflow angle of attack measured by the first model. Target airflow angle converted from target lift coefficient By comparison, the airflow angle of attack deviation is obtained. Similarly, the sideslip angle deviation was obtained. , This indicates that the sideslip angle deviation reflects the impact of dynamic disturbances caused by the motion of the second model on the lift coefficient of the first model. ;
[0050] S43. Generate compensation command: based on airflow angle of attack deviation and sideslip angle deviation The elastic angle pre-compensation method is used to calculate the compensation motion command required by the first mechanism in real time. The basic logic is as follows:
[0051] 1) Nominal angle adjustment required to eliminate deviation: In order to bring the actual airflow angle of attack back to the target value, the airflow angle of attack of the first model needs to be changed. In other words, the angle of attack should nominally be reduced. Similarly, the sideslip angle should be changed. .
[0052] 2) Pre-compensation for elastic deformation: Under aerodynamic loads, the support system of the first model will undergo elastic deformation, resulting in an elastic angle deviation between the commanded angle of the first mechanism and the actual model attitude angle. When the model attitude changes, the aerodynamic load changes accordingly, and the elastic angle also changes. Therefore, the actual command issued by the first mechanism should not be equal to the nominal adjustment amount, but should be reduced by the elastic angle change caused by the load change. This ensures that the final actual attitude accurately reaches the target.
[0053] Specifically, based on the nominal adjustment amount , Estimate the resulting change in aerodynamic load (using known parameters such as aerodynamic derivative, dynamic pressure, and reference area), and then calculate the change in elastic angle caused by the load change based on the elastic angle coefficient of the support system. , Therefore, the total angle of attack adjustment required by the first mechanism is:
[0054]
[0055]
[0056] Among them, subtract This is because when the first mechanism commands an increase in angle, the actual increase in angle of the model will be less than the commanded value due to elastic deformation; to achieve the target, an additional compensation amount of elastic angle needs to be provided in advance. This compensation amount is updated in real time according to the load change.
[0057] 3) Superimposed mechanical backlash compensation (optional): If there is mechanical backlash in the first mechanism, when the direction of movement is reversed, an additional backlash value needs to be superimposed, with the direction consistent with the direction of movement.
[0058] Finally, the central controller sends the calculated compensation motion commands (including translation and / or attitude angle adjustment) to the first mechanism for execution.
[0059] Further, in step S5, the first mechanism receives and immediately executes the compensation motion command, driving the first model to move; then the system immediately returns to step S3, the airflow sensor measures the new actual airflow angle again, recalculates the deviation, forming a closed-loop iteration of "measurement-comparison-elastic angle pre-compensation-motion-remeasurement"; this iteration is repeated until the conditions are met simultaneously. and ,in, , The preset accuracy threshold is 0.05; once the accuracy is met, the system determines that the compensation is in place and triggers the acquisition of wind tunnel test data.
[0060] Specifically, this embodiment uses an aerial refueling simulation test as an example, setting the first model 4 as the receiver aircraft and the second model 5 as the tanker aircraft. The tanker aircraft generates a wake turbulence as it flies ahead, interfering with the aerodynamic characteristics of the receiver aircraft behind. This embodiment aims to maintain a constant lift coefficient for the receiver aircraft in the dynamic wake turbulence through compensation control. Specifically, it includes the following steps:
[0061] S1. Establish a benchmark mapping database: Accurately calibrate the receiver aircraft model (Model 4) at different angles of attack under windless and windy conditions in the wind tunnel. Sideslip angle and spatial location ( When the actual airflow parameters at key measurement points of the front refueling machine model (second model 5) are integrated to complete the benchmark mapping relationship database;
[0062] S2. Define the target experimental state:
[0063] Set the relative test state to a position holding state (e.g., the desired relative position of the receiver probe relative to the fuel dispenser cone sleeve).
[0064] At the same time, the receiver aircraft is required to maintain a constant lift coefficient according to the test requirements. .
[0065] The lift curve slope of the receiver aircraft model is obtained in advance through calibration. .
[0066] Calculate the target airflow angle of attack: .
[0067] Set target airflow sideslip angle .
[0068] S3. Real-time sensing and state calculation:
[0069] The real-time attitude and position of the receiver model are acquired through the built-in sensors of the first mechanism 1.
[0070] The actual local flow field characteristic parameters, i.e., the actual airflow angle of attack, are measured in real time using a five-hole probe installed at the head of the receiver aircraft model (Model 4, First Model). and actual airflow sideslip angle .
[0071] Simultaneously, the real-time attitude and position of the refueling aircraft model (second model 5) are acquired.
[0072] S4. Dynamic compensation calculation and generation:
[0073] Calculate the airflow angle of attack deviation: .
[0074] Calculate the airflow sideslip angle deviation: .
[0075] Compensation commands are generated using the elastic angle pre-compensation method:
[0076] Nominally, the angle of attack needs to be reduced. .
[0077] according to Estimate the resulting aerodynamic load changes (using the lift line slope, dynamic pressure, reference area, etc.), and then calculate the elastic angle change based on the elastic angle coefficient of the support system. , .
[0078] Calculate the total angle of attack adjustment in the first mechanism command: .
[0079] Similarly, .
[0080] If the direction of motion reverses, mechanical backlash compensation must also be applied.
[0081] The calculated translation and / or attitude adjustment commands are sent to the first mechanism 1.
[0082] S5. Execution, Closed-Loop Iteration, and Data Acquisition:
[0083] The first mechanism 1 receives the compensation motion command and executes it immediately, driving the oil receiver model to move.
[0084] Immediately return to step S3, and the five-hole probe measures the actual airflow angle at the new position of the receiver again.
[0085] Repeat steps S3-S4 until both conditions are met simultaneously. and .
[0086] Once the accuracy requirement is met, the central controller 3 triggers the data acquisition system to record all aerodynamic forces, torques, and flow field data at the current moment.
[0087] Through the above process, even if the refueling aircraft model continuously maneuvers and changes its wake field, the receiving aircraft model can adjust its position rapidly through iteration, always ensuring that the deviation between the angle of attack of the airflow it perceives and the target value (corresponding to a constant lift coefficient) is within 0.05°, thereby guaranteeing the aerodynamic environment fidelity of the docking simulation test.
[0088] Example 2: A wind tunnel multi-body linkage support follow-up compensation system based on flow field characteristics, used to execute the wind tunnel multi-body linkage support follow-up compensation method based on flow field characteristics described in Example 1, including a first mechanism 1, a second mechanism 2 and a central controller 3;
[0089] The first mechanism 1 is connected to the first model 4 and is used to support the first model 4. The second mechanism 2 is connected to the second model 5 and is used to support the second model 5. The central controller 3 is connected to the first mechanism 1 and the central controller 3 is connected to the second mechanism 2.
[0090] The first model 4 is equipped with an airflow sensor for measuring the actual airflow angle of attack and sideslip angle, and the airflow sensor is connected to the central controller 3.
[0091] Although the invention has been described with reference to a limited number of embodiments, those skilled in the art will understand from the foregoing description that other embodiments are conceivable within the scope of the invention described herein. Furthermore, it should be noted that the language used in this specification has been chosen primarily for readability and instructional purposes, and not for the purpose of interpreting or limiting the subject matter of the invention. Therefore, many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the appended claims. The disclosure of the invention is illustrative and not restrictive, and the scope of the invention is defined by the appended claims.
Claims
1. A wind tunnel multi-body linkage support servo compensation method based on flow field characteristics, characterized in that, Includes the following steps: S1. Establish a benchmark mapping relationship database based on the mapping relationship between the location of the first model and the actual airflow parameters of the second model; S2. Define the expected relative test conditions between the first and second models in the wind tunnel test, and define the target constant lift coefficient that the first model needs to maintain; S3. Real-time sensing and state calculation are performed using the data obtained from the sensors configured in the first and second models to obtain the real-time attitude and position of the first model, the actual local flow field characteristic parameters of the first model, and the real-time attitude and position of the second model. S4. Based on the reference mapping relationship database, relative test state, real-time attitude and position of the first model, real-time attitude and position of the second model, actual airflow angle of attack and sideslip angle measured by the first model, and target airflow angle of attack converted from the target lift coefficient, the central controller performs dynamic compensation calculation and generates compensation command. S5. According to the compensation command, perform compensation motion on the first model and form a closed loop iteration of "measurement-comparison-compensation-remeasurement" until the error between the measured airflow angle of attack and the target airflow angle of attack is less than the preset threshold. At this time, the wind tunnel multi-body linkage support follow-up compensation is completed and data is collected.
2. The wind tunnel multi-body linkage support follow-up compensation method based on flow field characteristics according to claim 1, characterized in that, In step S1, under windless and windy conditions in the wind tunnel, the mapping relationship between the first model and the actual airflow parameters at key measurement points of the second model at different locations is calibrated. These different locations include angles of attack. Sideslip angle and its spatial position under the Earth's axis ( , , ), The horizontal coordinate of the spatial location The vertical coordinate represents the spatial location. Using vertical coordinates for spatial location, integrate mapping relationships to complete the construction of a benchmark mapping relationship database.
3. The wind tunnel multi-body linkage support follow-up compensation method based on flow field characteristics according to claim 2, characterized in that, In S2, the relative test states include position holding state, angle holding state, and docking path state; Simultaneously, a constant lift coefficient target is defined for the first model. And based on the slope of the lift line of the first model The corresponding target airflow angle of attack is obtained through conversion. .
4. The wind tunnel multi-body linkage support follow-up compensation method based on flow field characteristics according to claim 3, characterized in that, In step S3, the real-time attitude and position of the first model are acquired in real time through the built-in sensor of the first mechanism; the actual local flow field characteristic parameters of the first model are measured in real time through the airflow sensor installed on the first model, including the actual airflow angle of attack. and actual airflow sideslip angle Simultaneously, the real-time pose and position of the second model are obtained.
5. The wind tunnel multi-body linkage support follow-up compensation method based on flow field characteristics according to claim 4, characterized in that, S4 includes the following steps: S41. Reference Query: Based on the reference mapping relationship database, the real-time attitude and position of the first model, query the reference flow field data corresponding to the first model under the ideal static flow field; S42. Real-time comparison: Compare the actual airflow angle of attack measured by the first model. Target airflow angle converted from target lift coefficient By comparison, the airflow angle of attack deviation is obtained. Similarly, the sideslip angle deviation was obtained. , This indicates that the sideslip angle deviation reflects the impact of dynamic disturbances caused by the motion of the second model on the lift coefficient of the first model. ; S43. Generate compensation command: based on airflow angle of attack deviation and sideslip angle deviation The elastic angle pre-compensation method is used to calculate the compensation motion command required by the first mechanism in real time. In S43, based on the airflow angle of attack deviation Sideslip angle deviation And the elastic angle coefficient, to calculate the change in elastic angle. and This leads to the total angle of attack adjustment of the first mechanism. and ; ； Finally, the central controller sends the calculated compensation motion command to the first mechanism for execution based on the total angle of attack adjustment of the first mechanism.
6. The wind tunnel multi-body linkage support follow-up compensation method based on flow field characteristics according to claim 5, characterized in that, In step S5, the first mechanism receives and executes the compensation motion command immediately, driving the first model to move; then the system immediately returns to step S3, the airflow sensor measures the new actual airflow angle again, recalculates the deviation, and forms a closed-loop iteration of "measurement-comparison-elastic angle pre-compensation-motion-remeasurement"; Repeat the iterations until both conditions are met simultaneously. and ,in, , A preset accuracy threshold is set. Once the accuracy is met, the compensation is deemed adequate, and wind tunnel test data acquisition is triggered.
7. A wind tunnel multi-body linkage support servo compensation system based on flow field characteristics, characterized in that, The method for performing the wind tunnel multi-body linkage support follow-up compensation method based on flow field characteristics as described in any one of claims 1-6 includes a first mechanism (1), a second mechanism (2), and a central controller (3). The first mechanism (1) is connected to the first model (4), the second mechanism (2) is connected to the second model (5), the central controller (3) is connected to the first mechanism (1), and the central controller (3) is connected to the second mechanism (2); The first model (4) is equipped with an airflow sensor for measuring the actual airflow angle of attack and sideslip angle, and the airflow sensor is connected to the central controller (3).