机场跑道全波段不平整测试方法

钱劲松; 岑业波; 刘东亮; 李军世; 刘诗福

doi:10.19818/j.cnki.1671-1637.2021.05.007

机场跑道全波段不平整测试方法

doi: 10.19818/j.cnki.1671-1637.2021.05.007

1.
同济大学道路与交通工程教育部重点实验室，上海 201804
2.
上海民航新时代机场设计研究院有限公司，上海 200335

基金项目:

国家重点研发计划项目 2018YFB1600200

国家自然科学基金项目 U1833123

中央高校基本科研业务费专项资金项目 22120190220

详细信息

作者简介:
钱劲松(1980-)，男，安徽桐城人，同济大学教授，工学博士，从事道路与机场工程研究

中图分类号: U416.2
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- 被引次数: 0
出版历程
- 收稿日期: 2021-05-23
- 网络出版日期: 2021-11-13
- 刊出日期: 2021-10-01

Measurement method of all-wave airport runway roughness

1.
Key Laboratory of Road and Traffic Engineering of the Ministry of Education, Tongji University, Shanghai 201804, China
2.
Shanghai Civil Aviation Era Airport Design and Research Institute Co., Ltd., Shanghai 200335, China

Funds:

National Key Research and Development Program of China 2018YFB1600200

National Natural Science Foundation of China U1833123

Fundamental Research Funds for the Central Universities 22120190220

More Information

Author Bio:
QIAN Jin-song(1980-), male, professor, PhD, qianjs@tongji.edu.cn

Article Text (Baidu Translation)

摘要

摘要: 结合车载式激光断面仪与全球导航卫星移动定位系统，提出了一种机场跑道全波段不平整测试方法；在济南遥墙国际机场进行了现场测试，采用重复试验与水准仪对该测试方法进行了可靠性验证；利用ADAMS/Aircraft软件建立了B737-800虚拟样机模型，进行了实测跑道不平整数据下的飞机滑跑仿真，探究了不同检测方法、滑跑速度、飞机位置下实测道面数据特征对飞机振动响应的影响。研究结果表明：所提出的测试方法可获得道面全波段不平整数据，弥补了激光断面仪难以捕获14 m以上波长的缺陷；当速度为80 km·h^-1时，全波段不平整道面下飞机振动响应波动幅值分别为长波不平整和短波不平整下的1.25~2.39倍和1.19~1.85倍，说明仅考虑道面长波或短波不平整将低估飞机在实际不平整条件下的振动响应；随着飞机滑跑速度的增大，全波段不平整与短波不平整条件下的飞机振动加速度差别逐渐增大，而动载系数差值则呈现先增大后减小的趋势，在速度为160 km·h^-1时达到最大，说明飞机在高速滑行中道面长波不平整的影响更为明显；全波段不平整相比短波不平整条件下驾驶舱加速度增幅平均比重心处大0.062 m·s^-2，前起落架动载系数增幅比主起落架平均大0.039，表明长波不平整对飞机前部振动的影响比重心处大，且随着滑行速度增大，这一差值先增大后减小，加速度的差值在80~120 km·h^-1时最明显，峰值约为0.078 m·s^-2，而动载系数的差值在160 km·h^-1达到0.062的峰值。
- 机场工程 /
- 道面不平整 /
- 全波段检测 /
- 长波不平整 /
- 短波不平整 /
- 虚拟样机仿真 /
- 振动响应
Abstract: Combined with vehicle-mounted laser profiler and global navigation satellite mobile positioning system, a method for measuring the all-wave roughness of an airport runway was proposed. The on-situ test was carried out at Jinan Yaoqiang International Airport, and the repeat test and level were used to verify the reliability of this measurement method. A virtual prototype model of B737-800 was built using ADAMS/Aircraft software, and the simulation of aircraft taxiing under the measured runway roughness data was carried out. The influence of the measured data characteristics of the runway under different measuring methods, taxiing speeds, and aircraft positions on the aircraft vibration responses was explored. Research results show that the proposed measuring method can obtain all-wave runway roughness data, which makes up for the defect that the laser profiler is unable to capture wavelengths of above 14 m. When the speed is 80 km·h^-1, the fluctuant amplitudes of aircraft vibration responses under all-wave roughness runway are 1.25-2.39 and 1.19-1.85 times that under a long-wave roughness and short-wave roughness, respectively, indicating that aircraft vibration responses under the real runway roughness may be underestimated if only considering long-wave roughness or short-wave roughness. With the increase of aircraft taxiing speed, the differences of aircraft vibration acceleration increase gradually under the all-wave roughness and short-wave roughness. While the differences of dynamic load coefficients first increase and then decrease, and reaching the maximum at the speed of 160 km·h^-1, indicating that the effect of long-wave roughness on the runway is more obvious during high-speed taxiing. Compared with the short-wave roughness condition, the increase of cockpit acceleration under all-wave roughness is 0.062 m·s^-2 higher than that at the center of gravity on average, and the increase of dynamic load coefficient of nose landing gear is 0.039 higher than that of the main landing gear on average, which shows the effect of long-wave roughness on the vibration in the front part of aircraft is greater than that in the center part of aircraft. In addition, with the increase of taxiing speed, the differences first increase and then decrease. The difference of acceleration is most obvious at speeds between 80-120 km·h^-1 with the peak at around 0.078 m·s^-2, while the peak of difference of dynamic load coefficient is 0.062 at the speed of 160 km·h^-1. 2 tabs, 12 figs, 30 refs.
- airport engineering /
- runway roughness /
- all-wave measurement /
- long-wave roughness /
- short-wave roughness /
- virtual prototype simulation /
- vibration response

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图 1 全波段检测方法的工作原理

Figure 1. Working principle of all-wave measuring method

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图 2 济南遥墙国际机场中心线

Figure 2. Center line of Jinan Yaoqiang International Airport

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图 3 水准仪与GNSS相对高程测试结果

Figure 3. Measuring results of relative elevations of level and GNSS

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图 4 水准仪与GNSS相对偏差测试结果

Figure 4. Measuring results of relative deviations of level and GNSS

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图 5 跑道三维高程

Figure 5. Three-dimensional elevations of runway

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图 6 纵断面检测结果

Figure 6. Measuring results of profiles

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图 7 道面数据的功率谱密度

Figure 7. PSD of runway data

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图 8 ADAMS/Aircraft建模过程

Figure 8. Modeling process of ADAMS/Aircraft

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图 9 不同仿真方法下B737-800驾驶舱加权加速度均方根

Figure 9. Weighted acceleration root-mean-squares in cookpit of B737-800 using different simulation methods

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图 10 不同检测方法下飞机振动响应

Figure 10. Aircraft vibration responses using different measuring methods

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图 11 全波段与短波的飞机振动响应统计值结果

Figure 11. Statistical results of aircraft vibration responses under all wave and short wave

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图 12 全波段与短波的飞机振动响应增幅

Figure 12. Increments of aircraft vibration responses under all wave and short wave

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表 1 激光断面仪精度

Table 1. Precisions of laser profiler

传感器	误差
激光位移传感器	＜0.05 mm
加速度计	(-1%, 1%)
距离传感器	＜0.05%

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表 2 B737-800模型参数

Table 2. Model parameters of B737-800

参数类别	参数项	参数值
飞机质量/kg	最大滑行质量	78 472
	最大起飞质量	78 245
	最大降落质量	65 317
重心坐标/m	横向坐标	-1.3
重心坐标/m	纵向坐标	3.0
转动惯量/(kg·m²)	横轴的转动惯量	1 866 711
	纵轴的转动惯量	3 394 953
	竖轴的转动惯量	5 097 558
机翼属性	翼展参考面积/m²	123.55
	翼展长度/m	35.97
	气动弦长/m	4.36

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