Tiltrotor test device

Abstract

The utility model discloses a kind of tilt rotorcraft test devices. Including: rack main body, balance and aircraft test model, the height range of rack main body is 6m~8m, balance is set in rack main body top, and balance is connected with rack main body;Aircraft test model is set in balance top, and is connected with balance, and including: test wing, test tail fin and multiple test rotors, at least one test rotor is connected with the one end of test wing, at least one test rotor is connected with the middle part of test wing, at least one test rotor is connected with the one end of test tail fin;Balance is used to measure the lift and torque of aircraft test model, and aircraft test model is electrically connected with control device, and control device is used to control the working condition of aircraft test model rotor.The utility model solves the technical problem that effective test method is lacked in prior art to accurately evaluate the downwash of rotor to produce down pressure on wing and fuselage, and then influence the technical problem of rotor installation efficiency.

Description

Technical Field

[0001] This utility model relates to the field of aircraft, and more specifically, to a tiltrotor aircraft test device. Background Technology

[0002] In the field of tiltrotor aircraft technology, one of the current research focuses and challenges lies in accurately assessing the lift impact of the rotor in its mounted configuration, especially during the hovering phase in multi-rotor mode. In existing technologies, tiltrotor aircraft in multi-rotor mode generate a downward downwash airflow. This airflow not only affects the rotor itself but also influences adjacent wings and fuselage, generating additional downforce on these components. This phenomenon leads to a significant difference between the actual rotor lift and the theoretically calculated lift, known as the rotor mounted lift effect, which in turn affects the rotor's mounted efficiency.

[0003] However, the industry currently has very limited methods for quantifying and assessing this impact, relying mainly on theoretical calculations and empirical estimates, and lacking precise and systematic experimental testing methods.

[0004] There is currently no effective solution to the above problems. Utility Model Content

[0005] This utility model provides a tiltrotor test apparatus to at least solve the technical problem in the prior art of lacking an effective test method to accurately assess the impact of the rotor downwash on the wing and fuselage on the rotor installation efficiency.

[0006] According to one aspect of the present invention, a tiltrotor aircraft test apparatus is provided, comprising: a test bench body with a height ranging from 6m to 8m; a balance, which is disposed on top of the test bench body and connected to the test bench body; and an aircraft test model, which is disposed on top of the balance and connected to the balance, the aircraft test model comprising: a test wing, a test tail, and multiple test rotors, wherein at least one test rotor is connected to one end of the test wing, at least one test rotor is connected to the middle of the test wing, and at least one test rotor is connected to one end of the test tail; wherein the balance is used to measure the lift and torque of the aircraft test model, the aircraft test model is electrically connected to a control device, and the control device is used to control the working state of the rotors of the aircraft test model.

[0007] Furthermore, at least one experimental wing has the same vertical projection shape and area as the wing on an actual aircraft.

[0008] Furthermore, at least one experimental tail fin has the same vertical projection shape and area as the actual tail fin on an aircraft.

[0009] Furthermore, each test rotor integrates a drive mechanism, which is electrically connected to the control equipment.

[0010] Furthermore, each test rotor is connected to the test wing and test tail via a nacelle. Each test rotor can be tilted independently or tilted synchronously with the nacelle.

[0011] Furthermore, the main body of the platform is made of cement.

[0012] Furthermore, the aircraft test model also includes a truss structure, one end of which is welded to the test tail fin, and the other end of which is welded to the side of the test wing near the test tail fin.

[0013] Furthermore, two test rotors are arranged opposite each other along the width direction of the test wing, one of which has a test tail fin on one side, and the other test rotor is arranged on one end of the test wing.

[0014] Furthermore, the aircraft test model is either a half-plane model or a complete aircraft model.

[0015] In this embodiment of the utility model, the balance is connected to the top of the test bench. The balance is responsible for accurately measuring the lift and torque generated by the rotor of the aircraft model under different working conditions. The test model can simulate the rotor operation under real flight conditions. The data collected by the balance is used to evaluate the real efficiency of the rotor after installation, rather than the idealized theoretical value. This achieves a high degree of accuracy and consistency in the measurement results, providing key data support for the aircraft design stage. This solves the technical problem in the prior art of lacking an effective test method to accurately evaluate the downforce generated by the rotor downwash on the wings and fuselage, which affects the rotor installation efficiency. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the present invention and form part of this application, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0017] Figure 1 This is an isometric schematic diagram of a tiltrotor aircraft based on existing technology;

[0018] Figure 2 This is a schematic diagram of an optional tiltrotor test device according to an embodiment of the present invention.

[0019] The above figures include the following reference numerals:

[0020] 1. Rotor;

[0021] 2. Fuselage;

[0022] 3. Wings;

[0023] 4. Tail fin;

[0024] 11. Test rotor;

[0025] 22. Truss structure;

[0026] 33. Experimental wing;

[0027] 44. Test tail fin;

[0028] 55. Balance scale;

[0029] 66. Main body of the platform. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0033] my country's tiltrotor aircraft development started relatively late. The first tiltrotor UAV rolled off the production line in 2024, and there are still many gaps in the implementation path of key technologies for tiltrotor aircraft.

[0034] Thanks to the continuous development and maturation of battery, motor and electric drive technologies, distributed electric propulsion aircraft are constantly developing and progressing. As a result, electric tiltrotor aircraft with unique configuration, application value and great potential have stepped onto the stage of modern aviation industry development.

[0035] Tiltrotor aircraft typically operate in two configurations: multi-rotor and fixed-wing. In multi-rotor mode, the rotor shaft is perpendicular to the ground, allowing for vertical takeoff and landing and hovering. In fixed-wing mode, the rotor shaft tilts forward by 90°, and the rotor acts as a propeller, generating forward thrust.

[0036] Tiltrotor aircraft combine the characteristics of both multirotor and fixed-wing aircraft, while also presenting unique challenges. Multirotor aircraft are typically small unmanned aerial vehicles (UAVs), with the rotor mounted directly on small rotor arms, far from the fuselage and lacking large wings. The lift generated by the rotor mounting is minimal, even negligible. Fixed-wing aircraft, on the other hand, have no rotors and do not generate downwash, so the lift generated by the rotor mounting does not need to be considered.

[0037] For tiltrotor aircraft, in multi-rotor configuration, the projected area of ​​the wing and fuselage is large in the direction of the vertical rotor downwash. The downwash acts on the aircraft wing surface to form downforce and affects the lift of the rotor, resulting in a deviation between the rotor installation efficiency and the theoretical efficiency. This directly affects the aircraft design. Therefore, it is necessary to obtain the rotor installation lift effect and installation efficiency through experimental methods.

[0038] Combination Figures 1 to 2 As shown in the specific embodiment of this application, a tiltrotor test apparatus is provided.

[0039] Specifically, such as Figure 2As shown, the tiltrotor aircraft test apparatus includes: a test bench 66, a balance 55, and an aircraft test model. The height of the test bench 66 ranges from 6m to 8m. The balance 55 is located on top of the test bench 66 and is connected to the test bench 66. The aircraft test model is located on top of the balance 55 and is connected to the balance 55. The aircraft test model includes: a test wing 33, a test tail 44, and multiple test rotors 11. At least one test rotor 11 is connected to one end of the test wing 33, at least one test rotor 11 is connected to the middle of the test wing 33, and at least one test rotor 11 is connected to one end of the test tail 44. The balance 55 is used to measure the lift and torque of the aircraft test model. The aircraft test model is electrically connected to a control device, which is used to control the operating state of the rotors of the aircraft test model.

[0040] In this embodiment of the utility model, the balance 55 is connected to the top of the test bench 66. The balance 55 is responsible for accurately measuring the lift and torque generated by the rotor of the aircraft model under different working conditions. The test model can simulate the rotor operation under real flight conditions. The data collected by the balance 55 is used to evaluate the actual efficiency of the rotor after installation, rather than the idealized theoretical value. This achieves a high degree of accuracy and consistency in the measurement results, providing key data support for the aircraft design stage. This solves the technical problem in the prior art of lacking an effective test method to accurately evaluate the downforce generated by the rotor downwash on the wing and fuselage, which affects the rotor installation efficiency.

[0041] Specifically, the height of the test platform 66 is set to 6m to 8m, which can raise the test model, reduce the ground effect, and ensure the accuracy of the test results.

[0042] The ground effect refers to the phenomenon where, when an aircraft is flying at low altitudes, close to the ground, the air pressure below the aircraft increases due to the obstruction of the ground, thus generating additional lift. This effect is particularly pronounced during vertical takeoff and landing, low-altitude hovering, or close-to-the-ground flight, and has a significant impact on flight performance and aerodynamic efficiency.

[0043] In this embodiment, the height of the test bench 66 is 7m. By raising the test model to a height of 7 meters, the influence of ground effect can be effectively reduced. The choice of a height of 7 meters is based on the consideration of reducing the ground effect to a negligible level. At this height, the interference of the ground on the rotor downwash is greatly reduced, and the airflow generated by the rotor can interact more freely with the wings, tail, and fuselage without being affected by additional ground airflow. This makes the measured lift and torque data closer to the actual performance of the aircraft in the air under ground effect-free conditions.

[0044] By simulating the layout of an actual aircraft, the test model is made to approximate the real-world aerodynamic characteristics, thereby improving the accuracy and reliability of the test results. The test model can fully reflect the aerodynamic interactions between the rotor, wings, and tail of an actual aircraft, providing a basis for evaluating installation efficiency.

[0045] like Figure 1 The diagram shown is an isometric schematic of a tiltrotor aircraft. The aircraft has six rotors ("rotors 1"). Four rotors 1 are connected to "wings 3" via nacelles. One rotor 1 is located at each end of wing 3, and two rotors 1 are spaced apart along the length of wing 3. The two rotors 1 are connected to the tail section ("tail 4") via nacelles. The six rotors can tilt individually or together with the nacelles to meet different operational needs and scenarios. Figure 1 In a multi-rotor configuration, it is primarily used for vertical takeoff and landing (VTOL) and hovering. Tiltrotor aircraft... Figure 1 In the multi-rotor configuration shown, the rotors generate a downward downwash airflow that acts on the wings and fuselage, producing downforce. The magnitude of the downforce is related to the aircraft design and maximum takeoff weight. The airflow disturbances of the rotors also affect each other. It is necessary to test the aerodynamic performance of the rotors after installation and the net lift (net lift is the sum of rotor lift minus downforce) through experiments.

[0046] Optionally, such as Figure 1 As shown, the wing 3 is usually mounted on the upper part or side of the fuselage 2. In multi-rotor mode, the connection between the wing 3 and the fuselage 2 should ensure that the rotor 1 can rotate smoothly. The tail 4 is fixed to the rear of the fuselage 2, and its main function is to provide stability and control of the flight direction.

[0047] Specifically, at least one experimental wing 33 has the same vertical projection shape and area as the wing 3 on the actual aircraft. This ensures the similarity of the experimental model and the actual aircraft in aerodynamic characteristics. By precisely matching the projection shape and area of ​​the experimental wing 33, errors caused by model simplification are reduced. This improves the reliability of the experimental results, making design adjustments based on experimental data more scientific and reasonable.

[0048] Specifically, at least one experimental tail fin 44 has the same vertical projection shape and area as the actual tail fin 4 on an aircraft. The tail fin plays a crucial role in aircraft design, controlling stability and direction, especially in multi-rotor configurations where it is affected by the rotor downwash. By maintaining the vertical projection shape and area of ​​the experimental tail fin 44 consistent with the actual tail fin, the experimental setup can more realistically simulate aerodynamic effects, ensuring the reliability of the test results. This means that the downforce and aerodynamic disturbances generated on the experimental tail fin will more closely resemble their performance under real flight conditions, thus obtaining rotor efficiency data closer to that of an actual aircraft.

[0049] The experimental tail fin 44 not only needed to be aerodynamically equivalent to the actual tail fin, but its structural strength and stiffness also needed to match it. By employing similar materials and structural design, the experimental tail fin could withstand the aerodynamic loads generated by the rotor during the test without deformation or damage. This ensured the overall structural stability of the aircraft model under test conditions and avoided measurement errors caused by differences in tail fin structure.

[0050] Specifically, each test rotor 11 integrates a drive mechanism, which is electrically connected to the control equipment. By integrating the drive mechanism inside the test rotor 11 and achieving remote and precise control via electrical connection to ground control equipment, this solution greatly improves the accuracy and flexibility of rotor aerodynamic performance testing.

[0051] In this embodiment, the drive mechanism and control equipment are electrically connected via wires. This connection method provides remote, real-time control capability of the rotor drive system. The drive mechanism inside each test rotor 11 includes a motor and an electric drive system. This design ensures that the rotor can operate independently during the test, unaffected by the external environment or adjacent rotors. The drive mechanism is not only responsible for generating rotational power through electrical conversion, but also for precisely adjusting the rotor's angular velocity. This is essential for simulating the rotor's operating state under different flight conditions (such as hovering, vertical takeoff, and horizontal flight).

[0052] In another embodiment, the electrical connection between the drive mechanism and the control device can be achieved using wireless communication technologies such as Bluetooth, Wi-Fi, or dedicated RF (radio frequency) communication, ensuring that control signals and test data can be transmitted between the control device and the test rotor in real time and without error.

[0053] Specifically, each test rotor 11 is connected to the test wing 33 and the test tail 44 via a nacelle. Each test rotor 11 can be tilted independently or tilted synchronously with the nacelle. The nacelle connects the rotor to the wing and tail, allowing for rotor angle adjustment. The nacelle structure, with its independent or synchronous tilting capabilities, significantly improves testing efficiency and flexibility, enabling comprehensive evaluation of the rotor's aerodynamic performance at different tilt angles and providing data support for multi-state operation of the aircraft.

[0054] The nacelle, acting as a transitional component, connects the test rotor 11 to the test wing 33 or test tail 44, while also providing the mechanical structural support required for rotor tilting. The nacelle's design must balance strength and lightweight to ensure stable rotor operation at different angles. It may contain a tilt drive mechanism to control the adjustment of the rotor tilt angle. Each test rotor 11 can tilt independently, meaning they can be set to different tilt angles according to different test requirements or flight modes. This independent tilting capability allows test personnel to evaluate the impact of a single rotor on the aerodynamic performance of the wing and tail at different angles, particularly when one rotor is simulating a multi-rotor configuration while others are simulating a fixed-wing configuration, allowing observation of the impact of airflow interaction between rotors on overall lift efficiency. In addition to independent tilting, the test rotor 11 can also tilt synchronously with its respective nacelle. In synchronous tilting mode, the rotor and nacelle adjust their angles as a whole, simulating the process of a real aircraft rotor transitioning to forward flight.

[0055] Specifically, the main body of the platform 66 is made of cement.

[0056] In this embodiment, a rectangular concrete column is used as the main body 66 of the test bench, primarily due to its robustness and stability. The concrete column possesses high structural strength and rigidity, enabling it to stably support the test model. Even during testing, when the rotor generates strong airflow, the stability of the test model is ensured, preventing measurement errors caused by structural vibration or deformation. Simultaneously, the weight and stability of the concrete column help the entire test bench system resist wind forces and accidental movement, ensuring a safe testing environment.

[0057] It should be further explained that the balance 55 can directly measure the "lift F" and "torque T" of the aircraft test model, and obtain the installation efficiency after installation according to the following formula, which can be provided to the aircraft design for reference.

[0058]

[0059] In the above formula: FM installation efficiency;

[0060] ρ is the density of air, in kg / m³.

[0061] ω is the rotor angular velocity, in rad / s;

[0062] R represents the rotor radius, in meters.

[0063] F represents lift, in N;

[0064] T represents torque, expressed in Nm.

[0065] In this embodiment, the measurement accuracy of the balance determines the accuracy of the measurement data. The core component of the balance is the force sensor, and its accuracy directly affects the accuracy of the measurement results. Selecting a high-precision force sensor, such as a strain gauge sensor or a piezoelectric sensor, can reduce measurement errors introduced by insufficient sensor performance. These sensors typically provide the ability to detect minute force changes, ensuring that force changes are accurately captured when the rotor generates lift and torque, ensuring that the balance measurement error is within 1%.

[0066] Specifically, the aircraft test model also includes a truss structure 22. One end of the truss structure 22 is welded to the test tail fin 44, and the other end is welded to the side of the test wing 33 near the test tail fin 44. The welded connections between the truss structure 22 and the test tail fin 44 and the test wing 33 not only improve the structural robustness but also ensure the precise spatial positioning of the tail fin and wing. Adding the truss structure enhances the structural strength of the test model, ensuring its stability under the aerodynamic loads generated by the high-speed rotating rotor.

[0067] The truss structure 22, through its triangular geometry, distributes stress and significantly enhances the structural stability of the test model. This structural design effectively disperses the downforce and torque generated by the rotor, preventing the test tail fin 44 and test wing 33 from bending or twisting in strong airflow, thereby maintaining the overall shape of the test model without deformation during the test and ensuring the accuracy of the test data.

[0068] Specifically, two test rotors 11 are arranged opposite each other along the width direction of the test wing 33. One test rotor 11 has a test tail 44 on one side, and the other test rotor 11 is arranged on one end of the test wing 33.

[0069] Specifically, the aircraft test model can be a half-plane model or a full-plane model. The actual aircraft is symmetrical, and considering the cost and feasibility of the test, choosing either a half-plane model or a full-plane model can reduce cost and complexity while ensuring the test results. In practical applications, the choice between a half-plane model or a full-plane model is flexible, depending on the test objectives and available resources.

[0070] like Figure 2 The image shows the test model for a half-machine; the test model for the complete machine is shown below. Figure 1 The actual aircraft shown has 6 rotors, one rotor at each end of the wing, and two tail fins on the side of the wing furthest from the tail fin. The two tail fins are spaced apart along the length of the wing, and one rotor is located at each end of the tail fin. The number of rotors can be adjusted according to the performance requirements of the actual aircraft.

[0071] like Figure 1 , Figure 2As shown, in this embodiment, the rotor has four blades. A four-blade design typically provides good lift and thrust performance while maintaining low noise levels and high operational stability. The number of blades can be increased or decreased as needed for testing.

[0072] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0073] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this utility model.

[0074] Any modifications, equivalent substitutions, or improvements made within this scope shall be included within the protection scope of this utility model.

[0075] In the above embodiments of this utility model, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0076] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. A tiltrotor aircraft testing device, characterized in that, include: The main body of the platform (66) has a height range of 6m to 8m; Balance (55), the balance (55) is disposed on the top of the main body of the platform (66), and the balance (55) is connected to the main body of the platform (66); An aircraft test model is set on top of the balance (55) and connected to the balance (55). The aircraft test model includes: a test wing (33), a test tail (44) and multiple test rotors (11), wherein at least one of the test rotors (11) is connected to one end of the test wing (33), at least one of the test rotors (11) is connected to the middle of the test wing (33), and at least one of the test rotors (11) is connected to one end of the test tail (44). The balance (55) is used to measure the lift and torque of the aircraft test model. The aircraft test model is electrically connected to the control device, which is used to control the working state of the rotor of the aircraft test model.

2. The tiltrotor aircraft testing apparatus according to claim 1, characterized in that, At least one of the experimental wings (33) has the same vertical projection shape and area as the actual wing (3) on the aircraft.

3. The tiltrotor aircraft testing apparatus according to claim 1, characterized in that, At least one of the experimental tail fins (44) has the same vertical projection shape and area as the actual tail fin (4) on the aircraft.

4. The tiltrotor aircraft test apparatus according to claim 2 or 3, characterized in that, Each of the test rotors (11) has an integrated drive mechanism inside, and the drive mechanism is electrically connected to the control device.

5. The tiltrotor aircraft testing apparatus according to claim 4, characterized in that, Each of the test rotors (11) is connected to the test wing (33) and the test tail (44) respectively via a nacelle. Each of the test rotors (11) can be tilted independently, or the test rotors (11) and the nacelle can be tilted synchronously.

6. The tiltrotor aircraft testing apparatus according to claim 1, characterized in that, The main body of the platform (66) is made of cement material.

7. The tiltrotor aircraft testing apparatus according to claim 1, characterized in that, The test model of the aircraft also includes a truss structure (22), one end of which is welded to the test tail fin (44), and the other end of which is welded to the side of the test wing (33) near the test tail fin (44).

8. The tiltrotor aircraft testing apparatus according to claim 1, characterized in that, Two test rotors (11) are arranged opposite each other along the width direction of the test wing (33), one of the test rotors (11) is provided with a test tail fin (44) on one side, and the other test rotor (11) is provided on one end of the test wing (33).

9. The tiltrotor aircraft testing apparatus according to claim 1, characterized in that, The test model of the aircraft is either a half-plane model or a complete aircraft model.

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