Aircraft aerodynamic performance detection device

Abstract

The utility model provides an aircraft aerodynamic performance detection device, and relates to the technical field of aircrafts. The aircraft aerodynamic performance detection device comprises an aircraft model, the aircraft model comprises an aircraft body and a rotor wing unit, the rotor wing unit is detachably connected to the aircraft body, the rotor wing unit comprises a rotor wing assembly and a first detection device, and a detection shaft of the first detection device and the rotor wing assembly are coaxially arranged. The first detection device is used for detecting pneumatic data of the rotor wing assembly, and the aircraft body comprises a second detection device which is used for detecting pneumatic data of the aircraft model. Therefore, the aerodynamic data of the aircraft model and the aerodynamic data of the rotor wing assembly on the aircraft model can be utilized to analyze the aerodynamic performance of the aircraft, so that the aerodynamic interference between the rotor wing assembly and the aircraft can be obtained, and the aerodynamic performance parameters of the aircraft can be accurately obtained.

Description

Technical Field

[0001] This application relates to the technical field of aircraft, and particularly to an aircraft aerodynamic performance detection device. Background Art

[0002] Manned aircraft have extremely high requirements for safety. During the design and manufacturing processes, a large number of simulations and physical tests are required to provide a basis for the design, manufacturing, and modification of aircraft. For distributed electric propulsion vertical takeoff and landing aircraft, due to their large number of rotors and complex operating conditions, how to accurately measure the aerodynamic performance of the aircraft under various operating conditions has become a key issue in aircraft aerodynamic design. Utility Model Content

[0003] This application aims to provide an aircraft aerodynamic performance detection device to solve the problem of difficult aerodynamic performance detection of distributed electric propulsion aircraft in the prior art.

[0004] An aircraft aerodynamic performance detection device provided by this application includes an aircraft model, which includes a fuselage and a rotor unit. The rotor unit is detachably connected to the fuselage. The rotor unit includes a rotor assembly and a first detection device. The detection axis of the first detection device is coaxially arranged with the rotor assembly. The first detection device is used to detect the aerodynamic data of the rotor assembly. The fuselage includes a second detection device, which is used to detect the aerodynamic data of the aircraft model.

[0005] In a possible implementation, the rotor unit includes a tilt-rotor unit, and the tilt-rotor unit includes a tilt-rotor assembly and a tilting mechanism; the tilting mechanism is connected to the fuselage, and the first detection device is connected between the tilting mechanism and the tilt-rotor assembly.

[0006] In a possible implementation, the tilting mechanism is used to drive the first detection device and the tilt-rotor assembly to tilt relative to the fuselage to adjust the tilt angle of the tilt-rotor assembly.

[0007] In a possible implementation, the tilting mechanism includes a tilting motor, a fixing member, a movable member, and a transmission mechanism.

[0008] In a possible implementation, the fixing member is connected to the fuselage, and the first detection device is arranged on the movable member; the tilting motor drives the movable member to tilt relative to the fixing member through the transmission mechanism to drive the first detection device and the tilt-rotor assembly to tilt relative to the fuselage.

[0009] In a possible implementation, the fuselage includes a fuselage and wings, and the rotor assembly is arranged on the fuselage and / or the wings.

[0010] In a possible implementation, the airframe includes a tail fin, the rotor assembly includes a tilt-rotor assembly, and at least a part of the tilt-rotor assembly is disposed on the tail fin.

[0011] In a possible implementation, it further includes a support assembly and a connecting member. The connecting member includes a first connecting portion, a second connecting portion, and a third connecting portion. The second detection device is fixedly connected to the first connecting portion, and one of the second connecting portion and the third connecting portion is detachably connected to the support assembly.

[0012] In a possible implementation, when the second connecting portion is connected to the support assembly, the belly of the airframe faces downward; when the third connecting portion is connected to the support assembly, the belly of the airframe faces upward.

[0013] In a possible implementation, the other one of the second connecting portion and the third connecting portion is detachably connected to a second support assembly, and the second support assembly is mirror-symmetrical to the support assembly.

[0014] In a possible implementation, at least a part of the rotor units are disposed on the wing of the airframe through a powered configuration arm, and the powered configuration arm is detachably connected to the wing.

[0015] In a possible implementation, the aircraft model further includes an unpowered configuration arm, and the geometric shape of the unpowered configuration arm matches the geometric shape of the powered configuration arm with the rotor blades removed for mounting the rotor units.

[0016] The aircraft aerodynamic performance detection device provided by the present application includes an aircraft model, which includes an airframe and rotor units. The rotor units are detachably connected to the airframe. The rotor units include a rotor assembly and a first detection device. The detection axis of the first detection device is coaxially arranged with the rotor assembly, and the first detection device is used to detect the aerodynamic data of the rotor assembly. The airframe includes a second detection device, and the second detection device is used to detect the aerodynamic data of the aircraft model. In this way, the aerodynamic data of the aircraft model and the aerodynamic data of the rotor assembly on the aircraft model can be used to analyze the aerodynamic performance of the aircraft, so as to obtain the aerodynamic interference between the rotor assembly and the aircraft, which is beneficial to accurately obtaining the aerodynamic performance parameters of the aircraft. The obtained aerodynamic performance parameters of the aircraft can be used for the design, manufacture, optimization, and reconstruction of the aircraft. Description of the Drawings

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0018] Figure 1 Schematic diagram of an aircraft aerodynamic performance detection device provided by an embodiment of the present application;

[0019] Figure 2 Schematic diagram of a tilt-rotor unit provided by an embodiment of the present application;

[0020] Figure 3 Schematic diagram of the connection part of the fuselage, the second detection device and the model support assembly of an aircraft aerodynamic performance detection device provided by an embodiment of the present application.

[0021] Explanation of reference numerals:

[0022] 10, powered configuration aircraft model;

[0023] 100, tilt-rotor unit; 110, tilt-rotor assembly; 111, tilt-rotor; 1111, rotor shaft; 112, tilt-rotor power motor; 120, tilting mechanism; 121, tilting motor; 122, fixing member; 123, movable member; 124, transmission mechanism; 125, mounting plate; 130, first detection device;

[0024] 200, fuselage; 201, fuselage; 202, wing; 203, tail; 210, powered configuration arm assembly;

[0025] 300, second detection device; 310, connecting plate;

[0026] 400, model support assembly; 410, support member;

[0027] 500, connecting member; 510, first connection part; 520, second connection part; 530, third connection part;

[0028] 600, fixed rotor unit. Detailed implementation manners

[0029] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0030] It should be noted that the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present application, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0031] In the present application, unless otherwise clearly defined and limited, terms such as "installed", "connected", "fixed", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the connection inside two components or the interaction relationship between two components, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0032] In the present application, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "below" and "beneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0033] In the above description, the description referring to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0034] The embodiment of the present application provides an aircraft aerodynamic performance detection device. After placing the aircraft aerodynamic performance detection device in a flow field environment, the aerodynamic performance of the aircraft can be obtained through a flow field test.

[0035] Exemplarily, the aircraft may be an electric vertical take-off and landing (eVTOL).

[0036] Exemplarily, the flow field environment can be generated by a wind tunnel or by a movable device. For example, the aircraft aerodynamic performance testing device can be set on a movable ground belt or a moving vehicle / rail vehicle, and the aircraft aerodynamic performance testing device can be driven by the movable ground belt or the moving vehicle to move to generate the flow field environment. This application does not specifically limit how the flow field environment is generated. Figure 1 A schematic diagram of a device for testing the aerodynamic performance of an aircraft provided in an embodiment of the present application from one perspective. Figure 1 As shown, the aircraft aerodynamic performance detection device includes an aircraft model. Exemplarily, the aircraft model can be a real aircraft, a part of a real aircraft, an aircraft full-scale model, or an aircraft scaled model, etc. The aircraft model includes a powered configuration aircraft model and an unpowered configuration aircraft model.

[0037] In the embodiment of the present application, the aircraft model can be a powered aircraft model 10. The powered aircraft model 10 includes a fuselage 200 and a plurality of rotor units, which are distributed on the fuselage. The rotor units include rotor assemblies, which are driven by a power motor to rotate and generate pulling force.

[0038] In some examples, some of the rotor units are tilt-rotor units 100, and some of the rotor units are fixed rotor units 600. The rotor assembly of the tilt-rotor unit 100 is a tilt-rotor assembly, which can be tilted relative to the body 200, and the tilt angle of the tilt-rotor assembly can change. The rotor assembly of the fixed rotor unit 600 is a fixed rotor assembly, which cannot be tilted relative to the body 200, and the tilt angle of the fixed rotor assembly will not change.

[0039] In other examples, the rotor units may all be tilt-rotor units 100 .

[0040] The rotor assembly includes a rotor, which is in transmission connection with a rotor power motor so that the rotor can be driven by the rotor power motor. The interaction between the airflow generated by the rotating rotor and the fuselage 200 can simulate the aerodynamic interference between the rotor of the aircraft and the fuselage 200. The rotor of the tilt-rotor assembly can be defined as a tilt-rotor, and the rotor of the fixed-rotor assembly can be defined as a fixed-rotor.

[0041] In an embodiment of the present application, the rotor unit further includes a first detection device, and the detection reference axis of the first detection device is coaxial with the rotor. The airframe is provided with a second detection device. Among them, the first detection device is used to detect the aerodynamic data of the rotor assembly, and the second detection device is used to detect the aerodynamic data of the aircraft model.

[0042] In this way, the aerodynamic data of the aircraft model and the aerodynamic data of the rotor assembly on the aircraft model can be used to analyze the aerodynamic performance of the aircraft, so as to obtain the aerodynamic interference between the rotor assembly and the aircraft, which is beneficial to accurately obtaining the aerodynamic performance parameters of the aircraft. The obtained aerodynamic performance parameters of the aircraft can be used for the design, manufacture, optimization and reconstruction of the aircraft.

[0043] Exemplarily, the first detection device and the second detection device can be six-component balances. So as to detect the aerodynamic forces of the rotor assembly along the three coordinate axes of the first detection device coordinate system, and the aerodynamic moments of the rotor assembly about the three coordinate axes of the first detection device coordinate system. In addition, the structure of the first detection device is relatively simple and the size is small, which is convenient to be arranged in the tilting unit. Compared with a three-component balance, using a six-component balance to measure aerodynamic data can prevent incomplete decoupling, thereby improving the measurement accuracy.

[0044] For a tilt-rotor aircraft, a change in the tilt angle of the tilt-rotor will cause a change in the aerodynamic interference between the tilt-rotor and the airframe, resulting in a relatively complex aerodynamic performance of the tilt-rotor aircraft, and it is difficult to obtain the aerodynamic performance of the tilt-rotor aircraft through computer simulation.

[0045] Figure 2 Schematic diagram of a tilt-rotor unit provided by an embodiment of the present application. Refer to Figure 2 As shown, in an embodiment of the present application, the tilt-rotor unit 100 further includes a tilting mechanism 120 and a first detection device 130. The tilting mechanism 120 is connected to the airframe 200, and the first detection device 130 is connected between the tilting mechanism 120 and the tilt-rotor assembly 110. The tilting mechanism 120 is used to drive the first detection device 130 and the tilt-rotor assembly 110 to tilt relative to the airframe 200 to adjust the tilt angle of the tilt-rotor assembly 110. The first detection device 130 is used to detect the aerodynamic data of the tilt-rotor assembly 110.

[0046] In this way, the tilt-rotor assembly 110 and the first detection device 130 are arranged on the airframe 200 through the tilting mechanism 120 and can tilt relative to the airframe 200, which is convenient for simulating various working conditions of the aircraft, so as to accurately obtain the aerodynamic performance of the aircraft with tilt rotors 111 under various working conditions. In addition, when the tilt angle of the tilt-rotor assembly 110 changes, the first detection device 130 moves with the tilt-rotor assembly 110, and the relative position between the first detection device 130 and the tilt-rotor assembly 110 is not likely to change, and it is not easy for the detection error of the first detection device 130 to occur due to the change of the detection position of the first detection device 130 on the tilt-rotor assembly 110. In addition, no additional aerodynamic interference will be generated due to the relative movement between the first detection device 130 and the tilt-rotor assembly 110. Furthermore, the first detection device 130 and the tilt-rotor assembly 110 with unchanged relative positions can reduce the shafting conversion when processing the data detected by the first detection device 130, avoiding the additional error and the problem of complex coordinate conversion data processing caused by the need to measure and calculate the relative position between the coordinate system of the tilt-rotor assembly 110 and the coordinate system of the first detection device 130 in real time during the change of the tilt angle of the tilt-rotor assembly 110. The detection reference axis of the first detection device 130 is coaxially arranged with the tilt rotor 111, which can further reduce the shafting conversion when processing the data detected by the first detection device 130, and it is more convenient to apply the data detected by the first detection device 130 to the rotor assembly, which can further reduce the difficulty of data processing.

[0047] The tilt rotor 111 includes a rotor shaft 1111, and the tilt rotor 111 rotates around the rotor shaft 1111. The coaxial arrangement of the detection reference axis of the first detection device 130 and the tilt rotor 111 means that the detection reference axis of the first detection device 130 is coaxially arranged with the rotor shaft 1111.

[0048] The tilt-rotor assemblies 110 and the first detection devices 130 of each tilt-rotor unit 100 are tilted through the tilting mechanism 120 of the tilt-rotor unit 100, and each tilt-rotor unit 100 can be independently controlled and detected.

[0049] The aircraft aerodynamic performance detection device has various working conditions such as takeoff working condition, landing working condition, tilt transition working condition, climbing working condition, cruising working condition, etc. A specific working condition of the aircraft aerodynamic performance detection device corresponds to a combination of specific parameters such as the rotational speed, tilt angle, and pitch angle of the rotor assembly, so as to simulate various working conditions such as the takeoff working condition, landing working condition, tilt transition working condition, climbing working condition, and cruising working condition of the aircraft with tilt rotors 111.

[0050] The detection reference axis of the first detection device 130 is the axis used to establish the coordinate system of the first detection device 130 when the first detection device 130 performs detection.

[0051] When the first detection device 130 is a six-component balance, the first detection device 130 can be coaxially arranged with the tilt-rotor 111.

[0052] In some possible implementation manners, the tilt-rotor assembly 110 may include a tilt-rotor power motor 112. The tilt-rotor power motor 112 is disposed on the first detection device 130. The output shaft of the tilt-rotor power motor 112 is in transmission connection with the tilt-rotor 111. The tilt-rotor power motor 112 is used to drive the tilt-rotor 111 to rotate, and the tilting mechanism 120 is used to drive the first detection device 130, the tilt-rotor power motor 112, and the tilt-rotor 111 to rotate relative to the airframe 200.

[0053] In this way, both the tilt-rotor 111 and the tilt-rotor power motor 112 are disposed on the first detection device 130, and are disposed on the tilting mechanism 120 through the first detection device 130. The tilt-rotor power motor 112 for driving the tilt-rotor 111 to rotate tilts together with the tilt-rotor 111, making it easier to achieve the transmission between the tilt-rotor 111 and the tilt-rotor power motor 112, facilitating the tilt-rotor power motor 112 to drive the tilt-rotor 111 to rotate, and the change of the tilting angle of the tilt-rotor assembly 110 has little influence on the tilt-rotor power motor 112 driving the tilt-rotor 111 to rotate.

[0054] In some possible implementation manners, the output shaft of the tilt-rotor power motor 112 is coaxial with the tilt-rotor 111.

[0055] In this way, the transmission connection between the tilt-rotor power motor 112 and the tilt-rotor 111 is relatively simple, and the structure for realizing the transmission between the tilt-rotor power motor 112 and the tilt-rotor 111 occupies a small space, facilitating the arrangement of the tilt-rotor unit 100.

[0056] The output shaft of the tilt-rotor power motor 112 is coaxial with the rotor shaft 1111.

[0057] In some possible implementation manners, the tilt-rotor power motor 112 is a disc motor.

[0058] In this way, the axial dimension of the disc motor is small, which can make the axial dimension of the tilt-rotor assembly 110 small, facilitating the arrangement of the first detection device 130 between the tilt-rotor assembly 110 and the tilting mechanism 120.

[0059] In some possible embodiments, the tilting mechanism 120 includes a tilting motor 121, a fixing member 122, a movable member 123, and a transmission mechanism 124. The fixing member 122 is connected to the airframe 200. The output shaft of the tilting motor 121 is drivingly connected to the movable member 123 through the transmission mechanism 124, and the first detection device 130 is connected to the movable member 123. The tilting motor 121 drives the movable member 123 to tilt relative to the fixing member 122 through the transmission mechanism 124, so as to drive the first detection device 130 and the tilting rotor assembly 110 to tilt relative to the airframe 200. The form of the tilting mechanism in this application is not specifically limited.

[0060] In this way, it is convenient to carry the first detection device 130 and the tilting rotor assembly 110, and to drive the first detection device 130 and the tilting rotor assembly 110 to rotate relative to the airframe 200.

[0061] Exemplarily, the transmission mechanism 124 can be a worm and gear mechanism, a link mechanism, etc. The form of the transmission mechanism in this application is not specifically limited.

[0062] Exemplarily, both the tilting motor 121 and the fixing member 122 can be fixedly connected to the mounting plate 125, so as to be arranged on the airframe 200 through the mounting plate 125. In some examples, the mounting plate 125 and the airframe 200 can be a split structure, and the mounting plate 125 is fixedly connected to the airframe 200. In other examples, the mounting plate 125 can be an integral structure with the airframe 200.

[0063] Exemplarily, the tilting rotor power motor 112, the first detection device 130, and the fixing member 122 of the tilting mechanism 120 can all be covered in a fairing.

[0064] As described above, in some examples where the aircraft aerodynamic performance detection device includes a fixed rotor unit, the fixed rotor unit can include a fixed rotor assembly and a first detection device. Among them, the first detection device is arranged on the airframe 200, the fixed rotor assembly is arranged on the first detection device, and the first detection device is used to detect the aerodynamic force of the fixed rotor assembly. In this way, it is convenient to independently detect the aerodynamic force of the fixed rotor assembly.

[0065] Exemplarily, the first detection device in the fixed rotor unit is a six-component balance, so as to facilitate detecting the aerodynamic force of the fixed rotor assembly along the three coordinate axes of the first detection device coordinate system, and the aerodynamic moment of the fixed rotor assembly about the three coordinate axes of the first detection device coordinate system. In addition, the structure of the first detection device is relatively simple and the size is small, which is convenient to be arranged between the fixed rotor assembly and the airframe 200.

[0066] In some examples, the fixed rotor assembly may include a fixed rotor power motor disposed on the first detection device. In other examples, the fixed rotor assembly does not include a fixed rotor power motor, and the fixed rotor power motor is disposed on the airframe 200.

[0067] Exemplarily, both the fixed rotor power motor and the first detection device may be covered within a fairing.

[0068] As Figure 2 shown, the powered configuration aircraft model 10 further includes a powered configuration arm assembly 210. The rotor unit is disposed on the powered configuration arm assembly 210, the powered configuration arm assembly 210 is disposed on the airframe 200, and the rotor unit is disposed on the airframe through the powered configuration arm assembly 210.

[0069] In some possible implementation manners, the powered configuration arm assembly 210 includes an arm and a rotor unit control assembly. The rotor unit is disposed on the arm, the arm is disposed on the airframe 200, the rotor unit control assembly is disposed within the arm, the rotor unit control assembly is electrically connected to the rotor unit, the rotor unit control assembly can supply power to the electrically connected rotor unit, and the rotor unit control assembly can also perform signal interaction with the electrically connected rotor unit.

[0070] In this way, it is convenient to implement the arrangement of the rotor unit control assembly for supplying power to the rotor unit and controlling the rotor unit, so as to drive and control the rotor unit. In addition, the rotor unit control assembly located within the arm is not likely to affect the detection of the aerodynamic performance.

[0071] Specifically, for the tilt rotor unit 100, the tilting mechanism 120 is disposed on the arm. The rotor unit control assembly electrically connected to the tilt rotor unit 100 is a tilt rotor unit control assembly, and the tilt rotor unit control assembly is disposed within the arm. The tilt rotor unit control assembly is electrically connected to the tilt rotor assembly 110 and the tilting mechanism 120, the tilt rotor unit control assembly can supply power to the tilt rotor assembly 110 and the tilting mechanism 120, and the tilt rotor unit control assembly can perform signal interaction with the tilt rotor assembly 110 and the tilting mechanism 120.

[0072] Exemplarily, the tilt rotor unit control assembly can supply power and perform signal interaction independently for the tilt rotor assembly 110 and the tilting mechanism 120.

[0073] In this way, it is convenient to implement the arrangement of the tilt rotor unit control assembly for supplying power to the tilt rotor assembly 110 and the tilting mechanism 120 and controlling the tilt rotor assembly 110 and the tilting mechanism 120, so as to drive and control the tilt rotor assembly 110 and the tilting mechanism 120.

[0074] In some examples, the tilt-rotor unit control component may also be electrically connected to the first detection device 130. The tilt-rotor unit control component may supply power to the first detection device 130 and may also perform signal interaction with the first detection device 130.

[0075] In other examples, the first detection device 130 may also be powered through a cable electrically connected to a power supply device, and the first detection device 130 may also perform data interaction through a cable electrically connected to a data processing device. The power supply device and the data processing device electrically connected to the first detection device 130 may be the same device.

[0076] In some possible implementation manners, the arm has a first wire routing hole, and the fuselage has a second wire routing hole. The inner cavity of the arm and the inner cavity of the fuselage are communicated through the first wire routing hole and the second wire routing hole. The first wire routing hole and the second wire routing hole are used for a cable connecting the tilt-rotor unit control component to pass through. The tilt-rotor unit control component may be electrically connected to the front-end control and power supply devices through the cables arranged in the arm and the fuselage.

[0077] In this way, it is convenient to route the wires through the fuselage, which helps to reduce the influence of the connecting cables on the aerodynamic performance.

[0078] When the first detection device 130 is electrically connected to the power supply device and the data processing device through cables, the first wire routing hole and the second wire routing hole are also used for the cables connecting the first detection device 130 to the power supply device and the data processing device to pass through.

[0079] Exemplarily, the first wire routing hole and the second wire routing hole may be arranged opposite to each other.

[0080] To obtain the aerodynamic performance of the aircraft, sometimes in addition to conducting a flow field test on the powered configuration aircraft model 10, it is also necessary to conduct a flow field test on the unpowered configuration aircraft model.

[0081] In some possible implementation manners, the powered configuration arm assembly 210 is detachably connected to the fuselage. That is to say, the whole formed by the powered configuration arm assembly 210 and the rotor units arranged thereon is detachably connected to the fuselage through the powered configuration arm assembly 210.

[0082] In this way, when it is necessary to conduct a flow field test on the unpowered configuration aircraft model, the whole formed by the powered configuration arm assembly 210 and the rotor units arranged thereon can be detached from the airframe, and the unpowered configuration arm assembly can be installed on the airframe. Exemplarily, the unpowered configuration arm can be obtained by removing the blades from the powered arm with rotor units installed, and the part where the blades are removed is subjected to profiling treatment; alternatively, a structure with a geometric shape similar to that of the powered configuration arm with rotor units installed after removing the blades can be used as the unpowered configuration arm. After replacing the whole formed by the powered configuration arm assembly 210 and the rotor units arranged thereon with the unpowered configuration arm assembly, the original powered configuration aircraft model 10 can be converted into an unpowered configuration aircraft model for testing. That is to say, when conducting a flow field test on the powered configuration aircraft model 10 and an unpowered configuration aircraft model, the powered configuration aircraft model 10 and the unpowered configuration aircraft model can use the same airframe, which is conducive to saving the test cost.

[0083] In addition, replacing the arm assembly is easier to operate than replacing the whole model, which is conducive to improving the test efficiency. Moreover, when it is necessary to perform data processing by combining the data obtained from the flow field test on the powered configuration aircraft model 10 and the data obtained from the flow field test on the unpowered configuration aircraft model, since the same airframe is used, the airframe does not need to be disassembled during the conversion of the two tests, and the detection errors caused by replacing the airframe can be avoided.

[0084] Exemplarily, the powered configuration arm assembly 210 can be detachably connected to the airframe through fasteners.

[0085] When the powered configuration arm assembly 210 includes an arm and a rotor unit control assembly, the arm is detachably connected to the airframe. For example, the arm can be detachably connected to the airframe through fasteners. The rotor unit control assembly can be detachably connected to a cable used to electrically connect the rotor unit control assembly to the control and power supply equipment at the front end. When the powered configuration arm assembly 210 includes an arm and a rotor unit control assembly, it is easier to disassemble and assemble the powered configuration arm assembly 210 on the airframe than to disassemble and assemble the rotor units on the powered configuration arm assembly 210.

[0086] The airframe includes a fuselage 201. In some examples, the airframe further includes a wing 202, and the wing 202 is fixedly connected to the fuselage 201. In some examples where the airframe further includes a wing 202, the powered configuration arm assembly 210 is provided on the wing 202, and the tilting mechanism 120 of at least one tiltrotor unit 100 is arranged in the middle of the wing through the powered configuration arm assembly 210. The tilting mechanism of the tiltrotor unit 100 can also be directly arranged at the end position of the wing or the tail wing far from the fuselage without passing through the powered configuration arm assembly 210.

[0087] In this way, it is convenient to simulate various working conditions of the aircraft with the tilt-rotor 111 on the wing 202, so as to accurately obtain the aerodynamic performance of the aircraft with the tilt-rotor 111 on the wing 202 under various working conditions.

[0088] Exemplarily, the powered configuration arm assembly 210 is detachably connected to the wing 202.

[0089] In some examples, at least one tilt-rotor unit 100 can also be arranged on the fuselage through the powered configuration arm assembly 210.

[0090] In some examples, the fuselage further includes a tail wing 203, and the tail wing 203 is fixedly connected to the fuselage 201. At least one tilt-rotor unit 100 is arranged on the tail wing.

[0091] Figure 3 It is a schematic diagram of the connection part of the fuselage, the second detection device and the model support assembly of an aircraft aerodynamic performance detection device provided by an embodiment of the present application. Refer to Figure 3 As shown, in some possible implementation manners, the aircraft aerodynamic performance detection device further includes a model support assembly 400, and the model support assembly 400 supports the fuselage 200. Specifically, the model support assembly 400 supports the fuselage 201 of the fuselage 200, so as to place the powered configuration aircraft model 10 in the flow field environment, or place the unpowered configuration aircraft model formed by replacing the powered configuration arm assembly 210 of the powered configuration aircraft model 10 and the overall formed by the rotor units arranged thereon in the flow field environment.

[0092] In some possible implementation manners, the model support assembly includes a guide rail seat, an arc guide rail, a support member 410, a sliding member and a driving mechanism. The second detection device is arranged on the support member 410, the support member 410 is fixedly connected to the sliding member, the sliding member is slidably connected to the arc guide rail, the arc guide rail is arranged on the guide rail seat, and the driving mechanism is connected to the sliding member and the arc guide rail. The driving mechanism is used to drive the sliding member to slide along the arc guide rail to adjust the angle of attack of the fuselage.

[0093] In this way, during the test, the angle of attack of the fuselage 200 is adjusted to simulate different flight postures of the aircraft, so as to accurately obtain the aerodynamic performance of the aircraft with the tilt-rotor 111 in various flight postures.

[0094] During the flow field test, both the powered configuration aircraft model 10 and the unpowered configuration aircraft model have a variety of model postures. A specific model posture corresponds to a combination of parameters such as specific wind speed, angle of attack, sideslip angle, and rudder deflection angle to simulate various flight postures of the aircraft with the tilt-rotor 111.

[0095] Exemplarily, the driving mechanism may include a gear, an arc rack, and a guide rail motor. The extending direction of the arc rack is the same as that of the arc guide rail. The arc rack is fixedly connected to the arc guide rail. The gear is rotatably connected to the sliding member. The guide rail motor may be fixedly arranged on the sliding member. The output shaft of the guide rail motor is in transmission connection with the gear. The gear meshes with the rack. The guide rail motor is used to drive the gear to rotate so that the gear moves along the rack, thereby driving the sliding member to move.

[0096] Exemplarily, the support member 410 may be a rod-shaped structure. In some examples, the support member 410 is a straight rod structure. In other examples, the support member 410 is a bent rod structure.

[0097] In some possible implementation manners, the aircraft aerodynamic performance detection device further includes a turntable. The model support assembly is arranged on the turntable. The turntable is used to drive the model support assembly to rotate to adjust the sideslip angle of the airframe 200.

[0098] In this way, during the test, the sideslip angle of the airframe 200 is adjusted to facilitate simulating different flight postures of the aircraft, so as to more accurately obtain the aerodynamic performance of the aircraft with the tiltrotor 111 in various flight postures.

[0099] Exemplarily, the model support assembly further includes a bottom plate. The guide rail seat is arranged on the bottom plate. The model support assembly is arranged on the turntable through the bottom plate.

[0100] The rotation center of the arc guide rail, the model center of the powered configuration aircraft model, and the intersection point of the center line of the flow field environment and the vertical line of the turntable center coincide.

[0101] The model center of the powered configuration aircraft model 10 coincides with the center of the airframe.

[0102] In some possible implementation manners, the airframe further includes a second detection device 300. The second detection device 300 is arranged on the model support assembly 400. The fuselage 201 is arranged on the second detection device 300. The model support assembly 400 supports the airframe 200 through the second detection device 300. The second detection device 300 is used to detect the aerodynamic force of the powered configuration aircraft model 10.

[0103] In this way, it is convenient to realize the detection of the aerodynamic force of the powered configuration aircraft model 10.

[0104] Exemplarily, the second detection device 300 may be a six-component balance.

[0105] Exemplarily, the second detection device 300 may be fixedly connected to the airframe 200 through a connecting plate 310.

[0106] Exemplarily, the second detection device 300 is disposed within the fuselage 201, and the second detection device 300 is fixedly connected to the fuselage 201.

[0107] Exemplarily, the center of the second detection device 300 coincides with the model center of the powered configuration aircraft model 10, that is to say, the center of the second detection device 300 coincides with the center of the airframe.

[0108] When the unpowered configuration aircraft model is formed by replacing the powered configuration arm assembly 210 of the powered configuration aircraft model 10 and the rotor unit disposed thereon, the second detection device 300 can also be used to detect the aerodynamic force of the unpowered configuration aircraft model formed by replacing the overall of the powered configuration arm assembly 210 of the powered configuration aircraft model 10 and the rotor unit disposed thereon.

[0109] In some possible implementation manners, the aircraft aerodynamic performance detection device further includes a connecting member 500. The second detection device 300 is detachably connected to the model support assembly 400 through the connecting member 500. Specifically, the second detection device 300 can be detachably connected to the support member 410 of the model support assembly 400 through the connecting member 500. This makes the disassembly and assembly between the powered configuration aircraft model 10, the second detection device 300 and the model support assembly 400 relatively convenient.

[0110] In some possible implementation manners, the connecting member 500 includes a first connecting portion 510, a second connecting portion 520, and a third connecting portion 530. The second detection device 300 is fixedly connected to the first connecting portion 510. One of the second connecting portion 520 and the third connecting portion 530 is detachably connected to the model support assembly 400. The second detection device 300 is disposed on the model support assembly 400 through the connecting member 500.

[0111] When the aircraft model is installed upright, the second connecting portion 520 is connected to the model support assembly 400. At this time, the belly of the airframe 200 faces downward.

[0112] When the aircraft model is installed upside down, the third connecting portion 530 is connected to the model support assembly 400. At this time, the belly of the airframe 200 faces upward.

[0113] In this way, the flow field tests can be performed on the aircraft model in the upright state and the upside-down state. When the aircraft model is installed upside down, the downward airflow generated by the rotor unit can be prevented from forming an upward-rolling airflow at the ground and affecting the aerodynamic performance detection.

[0114] In addition, the second connecting portion 520 and the third connecting portion 530 can also be used for detachably connecting with a mirror-image false support member. One of the second connecting portion 520 and the third connecting portion 530 can be connected to the support member 410 of the model support assembly 400, and the other of the second connecting portion 520 and the third connecting portion 530 is connected to the mirror-image false support member. The mirror-image false support member is a support structure that is mirror-symmetrical to the support member 410 in terms of shape and position, so as to facilitate the detection of the aerodynamic interference generated by the support member 410.

[0115] Both the belly and the back of the fuselage 201 are provided with openings for the support member 410 and the mirror-image false support member to penetrate from the outside of the fuselage 201 into the inside of the fuselage 201, so as to facilitate the connection of the support member 410 and the mirror-image false support member to the connecting member 500 located inside the fuselage 201.

[0116] When the flow field environment is generated by a wind tunnel, the wind tunnel can be without an upper wall to avoid the aerodynamic interference of the upper wall on the inverted aircraft model.

[0117] In some possible implementation manners, in some examples where the airframe 200 further includes a tail wing 203, a powered configuration arm assembly 210 is provided on the tail wing 203.

[0118] In this way, it is convenient to simulate various working conditions of an aircraft with a tilt-rotor 111 on the tail wing 203, so as to more accurately obtain the aerodynamic performance of the aircraft with a tilt-rotor 111 on the tail wing 203 under various working conditions.

[0119] In some examples, the airframe 200 includes one of the wing 202 and the tail wing 203.

[0120] In some other examples, the airframe 200 includes the wing 202 and the tail wing 203.

[0121] When the airframe 200 includes the wing 202 and the tail wing 203, a powered configuration arm assembly 210 can be provided on one of the wing 202 and the tail wing 203, or powered configuration arm assemblies 210 can be provided on both the wing 202 and the tail wing 203.

[0122] In some examples, the rotor unit can be directly detachably connected to the end positions of the wing 202 and / or the tail wing 203 away from the fuselage without passing through the powered configuration arm assembly.

[0123] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An aircraft aerodynamic performance detection device, characterized in that Comprising an aircraft model, the aircraft model includes a fuselage (200) and a rotor unit, and the rotor unit is detachably connected to the fuselage (200); The rotor unit includes a rotor assembly and a first detection device (130), the detection axis of the first detection device is coaxially arranged with the rotor assembly, and the first detection device (130) is used for detecting the aerodynamic data of the rotor assembly; The fuselage (200) includes a second detection device (300), and the second detection device (300) is used for detecting the aerodynamic data of the aircraft model.

2. The aircraft aerodynamic performance detection device according to claim 1, wherein The rotor unit includes a tilt-rotor unit (100), and the tilt-rotor unit (100) includes a tilt-rotor assembly (110) and a tilting mechanism (120); the tilting mechanism (120) is connected to the fuselage (200), and the first detection device (130) is connected between the tilting mechanism (120) and the tilt-rotor assembly (110); The tilting mechanism (120) is used for driving the first detection device (130) and the tilt-rotor assembly (110) to tilt relative to the fuselage (200) to adjust the tilt angle of the tilt-rotor assembly (110).

3. The aircraft aerodynamic performance detection device according to claim 2, characterized in that The tilting mechanism (120) includes a tilting motor (121), a fixing member (122), a movable member (123) and a transmission mechanism (124); The fixing member (122) is connected to the fuselage (200), and the first detection device (130) is connected to the movable member (123); The tilting motor (121) drives the movable member (123) to tilt relative to the fixing member (122) through the transmission mechanism (124) to drive the first detection device (130) and the tilt-rotor assembly (110) to tilt relative to the fuselage (200).

4. The aircraft aerodynamic performance detection device according to any one of claims 1-3, characterized in that The fuselage includes a fuselage (211) and a wing (202), The rotor assembly is arranged on the fuselage (211) and / or the wing (202).

5. The aircraft aerodynamic performance detection device according to claim 4, characterized in that The fuselage includes a tail wing, the rotor assembly includes a tilt-rotor assembly, and at least part of the tilt-rotor assembly is arranged on the tail wing.

6. The aircraft aerodynamic performance detection device according to any one of claims 1-3, characterized in that, It further includes a model support assembly (400) and a connecting member (500); The connecting member (500) includes a first connecting portion (510), a second connecting portion (520) and a third connecting portion (530), the second detection device (300) is fixedly connected to the first connecting portion (510), and one of the second connecting portion (520) and the third connecting portion (530) is detachably connected to the model support assembly (400).

7. The aircraft aerodynamic performance detection device according to claim 6, characterized in that When the second connecting portion (520) is connected to the model support assembly (400), the belly of the fuselage (200) faces downwards; When the third connecting portion (530) is connected to the model support assembly (400), the belly of the fuselage (200) faces upwards.

8. The aircraft aerodynamic performance detection device according to claim 6, characterized in that, Another one of the second connecting part (520) and the third connecting part (530) is detachably connected to a mirror false support, and the mirror false support is mirror-symmetrical to the support in the model support assembly (400).

9. The aircraft aerodynamic performance detection device according to any one of claims 1-3, characterized in that, At least part of the rotor unit is arranged on the wing (202) of the fuselage through the powered configuration arm assembly (220), and the powered configuration arm assembly (220) is detachably connected to the wing (202).

10. The aircraft aerodynamic performance detection device according to claim 9, characterized in that, The aircraft model further includes a non-powered configuration arm assembly, and the geometric shape of the non-powered configuration arm assembly matches the geometric shape of the powered configuration arm assembly with the rotor blades removed for installing the rotor unit.

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