航空发动机全机推力试车台测力方法与校准技术

丁旭; 冯传奇; 薛文鹏; 宋江涛

doi:10.13224/j.cnki.jasp.20210362

航空发动机全机推力试车台测力方法与校准技术

doi: 10.13224/j.cnki.jasp.20210362

中国航空工业集团有限公司中国飞行试验研究院，西安 710089

详细信息

作者简介:
丁旭（1993-），男，工程师，硕士，主要从事航空发动机整机地面试验技术研究

中图分类号: V216.8
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- 被引次数: 0
出版历程
- 收稿日期: 2021-07-10
- 网络出版日期: 2022-09-07

Force measurement method and calibration technology of aeroengine whole thrust test bed

Chinese Flight Test Establishment， Aviation Industry Corporation of China Limited，Xi’an 710089，China

摘要

摘要:
为了实现航空发动机全机推力测量，研制了一种航空发动机装机条件下的推力测量平台，该平台采用“品”字形布局，嵌入到地面的试验地坑以下，实现了对不同类型飞机的推力测量。介绍了测量系统以及校准方法,使用该测量平台，分别对某大型运输机和战斗机进行了推力测量试验，实现了该两型飞机的推力测量，测量精度高，由于进排气以及发动机安装位置的影响，全机推力测量平台所测得的发动机装机推力与台架标准推力相比存在一定差距，运输类飞机推力损失一般小于3%，战斗机损失达到了5%～15.1%之间。
- 全机推力试车台 /
- 装机推力 /
- 推力校准 /
- 测控系统 /
- 测力方法
Abstract:
In order to realize the whole aircraft thrust measurement of aeroengine, a thrust measurement platform under the condition of aeroengine installation was developed. With introduction of the “pin” shape layout, this platform was embedded under the ground test pit to realize the thrust measurement of different types of aircraft. The measurement system and calibration method were mainly introduced. Using this measurement platform, the thrust measurement test of a large transport aircraft was carried out, and the thrust measurement of this type of aircraft was realized, with high measurement accuracy. Due to the influence of intake and exhaust and engine installation position, there was a certain gap between the engine installed thrust measured by the full aircraft thrust measurement platform and the bench standard thrust, and the thrust loss of transport aircraft was generally less than 3%, Fighter losses ranged from 5% to 15.1%.
- whole thrust test bed /
- installed thrust /
- thrust calibration /
- measurement and control system /
- force measurement

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图 1 全机推力试车台台架示意图

Figure 1. Schematic diagram of whole aircraft thrust test bench

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图 2 战斗机安装示意图

Figure 2. Installation schematic diagram of fighter

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图 3 大型运输类飞机安装示意图

Figure 3. Installation schematic diagram of large transport aircraft

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图 4 测力平台结构示意图

Figure 4. Structure schematic diagram of force measuring platform

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图 5 测试系统总图

Figure 5. General layout of test system

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图 6 软件系统框图

Figure 6. Block diagram of software system

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图 7 测力平台推力校准示意图

Figure 7. Thrust calibration schematic diagram of force measuring platform

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图 8 标准力加载方法

Figure 8. Standard force loading method

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图 9 全机台静态校准数据

Figure 9. Static calibration data of the whole machine

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图 10 某运输类飞机被试发动机装机推力与台架推力数据对比

Figure 10. Comparison of engine installed thrust and bench thrust data of a transport aircraft

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图 11 某战斗机被试发动机装机推力与台架推力数据对比

Figure 11. Comparison of installed thrust and bench thrust data of a fighter engine

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表 1 中心加载校准与平行校准区别

Table 1. Difference between center loading calibration and parallel calibration

校准方法	加载位置	优点	缺点
中心加载校准	模拟发动机尾部	1）与发动机推力产生位置相同； 2）与试验过程传力路线一致； 3）将台架及测量系统对测量影响全部包括到　静态标定中去； 4）精度较高。	1）需要模拟发动机及加载安装架； 2）安装、校准过程复杂。
平行校准	动架	1）不需要额外设备； 2）校准过程随时可以进行，简单便捷； 3）在无法安装模拟发动机以及安装架的条件下，　以替代中心加载校准。	1）推力产生的位置传力环节上存在差异； 2）可能对校准结果准确性产生影响； 3）相对于中心加载校准精度较低。
注：两种校准方法精度相差约0.05%，可以相互替换^[25]。

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表 2 发动机不同状态下各平台测力值占比

Table 2. Proportion of force measurement value of each platform under different engine states

发动机状态编号	前平台测力值占比F_qfs/%
1	0.03
2	0.27
3	0.36
4	0.50
5	0.35
6	0.03
注：1）发动机状态基本涵盖发动机工作范围； 2） F_qfs=F_q/（F_q+F_y+F_z）×100%，其中F_q为前平台测力值，F_y 为右平台测力值，F_z为左平台测力值。

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