Study on buffet flight test of aircraft with T-tail
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摘要: 介绍了飞机抖振的形成机理及抖振试飞的研究进展、常用的几种抖振试飞方法及其优缺点，并对收敛转弯试飞方法的选取进行了理论分析。飞行试验采取减速法、收敛转弯法等试飞方法，在平尾及飞行员座椅地板处加装振动加速度传感器，得到在低、中、高3个高度剖面上飞机的抖振响应。对抖振响应数据进行均方根分析及谱分析，得到平尾和飞行员座椅地板的抖振响应。分析发现：平尾尖部后缘的抖振响应最为剧烈；平尾抖振响应随马赫数和迎角的增大而增大；平尾的抖振响应集中在平尾对称一阶弯曲、机翼对称二阶弯曲、平尾反对称二阶弯曲模态频率附近；飞行员座椅处的抖振响应集中在平尾对称一阶弯曲模态频率附近；飞机的抖振响应会影响飞行员的舒适性；应综合考虑飞行员座椅地板处和飞机翼面结构的振动响应来确定抖振边界。Abstract: This paper introduces the aircraft buffet mechanism, the research developments of buffet flight tests of the domestic and overseas, the buffet flight test methods, and the advantages and disadvantages of the methods. Then theoretical analysis was performed on the wind-up turn method. The methods, such as the velocity reduction method and the wind-up turn method, were used in the flight test. Acceleration transducers were put on the horizontal tail and the floor under the pilot's chair, in order to obtain the buffet response under different flight conditions. The buffet response at different locations was obtained by analyzing the root mean square(RMS) and frequency spectrum of the buffet response data. The buffet response of the trailing edge of the tip of the horizontal tail is the most violent. The buffet response increases with the increase of both the angle of attack and Mach number. The horizontal tail's buffet response mainly centralizes on the 1st-order symmetric bending, the 2nd-order anti-symmetric bending model frequencies of the horizontal tail and the 1st-order symmetric bending model frequency of the wing. The buffet response at the pilot's seat location centralizes on the 1st-order symmetric bending model frequency of the horizontal tail. The aircraft buffet response can influence the comfort of the pilot. Both vibration responses at the pilot's seat location and the wing surface structures should be considered to establish the buffet boundary.
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Key words:
- buffet /
- wind-up turn /
- angle of attack /
- Mach number /
- vibration acceleration /
- spectrum analysis /
- RMS
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图 1 CL初抖-Ma抖振边界与等nW/δ曲线
Figure 1. CL buffet onset-Ma buffet boundary and lines of equal nW/δ
图 2 平尾上振动加速度传感器布置图
Figure 2. Layout of vibration acceleration sensors on the horizontal tail
图 6 典型减速法振动加速度时间历程
Figure 6. Typical vibration acceleration time history curves of the velocity reduction method
图 7 典型收敛转弯振动加速度时间历程
Figure 7. Typical vibration acceleration time history curves of the wind-up turn method
图 8 高高度、减速法，平尾各振动测点时域均方根随迎角的变化曲线
Figure 8. The vibration acceleration RMS curves with the angles of attack (High altitude, the velocity reduction method)
图 9 中高度、Ma=0.74，收敛转弯，平尾各振动测点时域均方根随迎角的变化曲线
Figure 9. The vibration acceleration RMS curves with the angles of attack (Mid-altitude, Ma=0.74, wind-up turn)
图 10 中高度，左平尾尖部后缘振动加速度均方根值随马赫数变化曲线
Figure 10. The vibration acceleration RMS curves with Ma of trailing edge of the left horizontal tail tip (Mid-altitude)
图 11 高高度、减速法，右平尾尖部后缘振动加速度时频图
Figure 11. Time-frequency figure of trailing edge of the right horizontal tail tip (High altitude, the velocity reduction method)
图 12 中高度、Ma=0.63, 收敛转弯，右平尾尖部后缘振动加速度时频图
Figure 12. Time-frequency figure of trailing edge of the right horizontal tail tip (Mid-altitude, Ma=0.63, wind-up turn)
图 13 中高度、Ma=0.63, 收敛转弯，9.4 Hz振动加速度值时间历程曲线
Figure 13. The vibration acceleration time history curves of 9.4 Hz (Mid-altitude, Ma=0.63, wind-up turn)
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