气动除冰飞机结冰风洞试验技术

高郭池; 李保良; 丁丽; 王梓旭; 倪章松

doi:10.11729/syltlx20180064

气动除冰飞机结冰风洞试验技术

doi: 10.11729/syltlx20180064

1.
中国民用航空沈阳航空器适航审定中心, 沈阳 110043
2.
中国空气动力研究与发展中心, 四川绵阳 621000

详细信息

作者简介:
高郭池(1966-)男, 山东郓城人, 高级工程师。研究方向:飞行适航审定技术、噪声适航审定技术、除防冰适航审定技术。通信地址:辽宁省沈阳市大东区小河沿路3号(110043)。E-mail:gaogc@syacc.org

通讯作者:
高郭池, E-mail:gaogc@syacc.org

中图分类号: V271.1;V211.73
计量
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- PDF下载量: 20
- 被引次数: 0
出版历程
- 收稿日期: 2018-06-27
- 修回日期: 2018-12-10
- 刊出日期: 2019-04-25

Icing wind tunnel test technology for pneumatic de-icing aircraft

1.
Shenyang Aircraft Airworthiness Certification Center of Civil Aviation Administration of China, Shenyang 110043, China
2.
China Aerodynamics Research and Development Center, Mianyang Sichuan 621000, China

摘要

摘要: 民用飞机为获得型号合格证，应按照有关结冰适航规章条款进行结冰适航验证，结冰风洞试验是获取临界冰形的有效途径。本文以Y12F飞机结冰风洞试验实际工程过程为例，总结与分析了气动除冰飞机结冰风洞试验的模型设计、气动除冰套模拟、试验状态转换、试验流程、冰形测量等关键技术，并给出代表性试验结果。试验结果表明：在典型最大结冰条件下，除冰套工作正常，除冰套循环工作期间正常除冰；除冰套工作间歇，机翼前缘结冰表现为前缘形成较为光滑、厚度约为5~6mm的冰帽，上翼面产生1道高度为3~4mm的冰脊，下翼面形成3道2~4mm的冰脊。
- 气动除冰 /
- 结冰风洞试验 /
- 除冰系统 /
- 冰形测量 /
- 冰脊
Abstract: Civil aircraft should conduct icing airworthiness certification according to relevant icing airworthiness regulation requirements in order to obtain the type certificate, and icing wind tunnel test is the effective way to get the critical ice shape. Based on an engineering application of icing wind tunnel test for the Y12F aircraft, test techniques are summarized and analyzed, such as the test model design, simulation of the pneumatic de-icing system, test status transformation, test process, ice shape measurement and so on. A typical test result is represented in the end, which indicates that the pneumatic de-icing system could run effectively under the typical maximum icing condition, and ice could be removed during the work cycle of the system. There would be ice accretion during the interval of system running. Ice formed at the leading edge is always smooth, and the thickness of the ice is from 5 to 6mm. There is an obvious ice ridge about 3 to 4mm thick on the upper surface, and three ice ridges about 2 to 4mm thick accrete on the lower surface.
- pneumatic de-icing /
- icing wind tunnel test /
- de-icing system /
- ice shape measurement /
- ice ridge

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图 1 结冰风洞示意图

Figure 1. Icing wind tunnel layout

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图 2 试验段转盘及观察窗口

Figure 2. Rotary table and observation window of the test section

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图 3 结冰风洞控制台

Figure 3. Icing wind tunnel control stationS

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图 4 模拟试验装置示意图

Figure 4. Diagram of simulated test setup

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图 5 除冰试验模型及供气装置

Figure 5. Pneumatic de-icing test model and air supply debice

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图 6 新旧式除冰套对比示意图

Figure 6. Comparison of new and old de-icing boots

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图 7 除冰套模型压力曲线与除冰套原型压力曲线对比

Figure 7. Comparison between the pressure curve of de-icing boot model and the pressure curve of prototype de-icing boot

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图 8 “L”形描图笔

Figure 8. "L" type graphic pen

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图 9 冰形测量位置

Figure 9. Ice shape measuring position

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图 10 冰形表面粗糙度(右)与砂纸(左)对比照片

Figure 10. Comparison of the roughness between the ice shape surface (right) and the sandpaper (left)

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图 11 机翼模型前缘

Figure 11. Leading edge of wing model

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图 12 机翼模型上表面

Figure 12. Upper surface of wing model

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图 13 机翼模型下表面

Figure 13. Lower surface of wing model

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图 14 机翼模型冰形描绘图

Figure 14. Illustration for ice shape of wing model

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表 1 试验状态等效变换方法

Table 1. The scaled method on test conditions

Test parameter	Modified Ruff
c_s	User selects
T_{st, s}	Φ_s=Φ_R
V_s	User selects (typical)
MVD_s	K_{0, s}=K_{0, R}
LWC_s	n_{0, s}=n_{0, R}
τ_s	A_s=A_R
p_{st, s}	θ_s=θ_R

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表 2 试验状态等效变换结果

Table 2. The scaled results on test conditions

	c/inch	T_st/℉	V/knots	δ/μm	LWC/(g·m^-3)	t/s	β₀/%	A	n₀	b	Φ	θ
参考值	44.56	21.0	301	20.0	0.51	60	0.66	0.14	0.07	0.54	5.88	2.16
等效变换值	44.56	24.5	170	25.4	1.40	40	0.66	0.15	0.1	1.07	5.88	8.96

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表 3 结冰风洞试验的等效模拟试验状态

Table 3. Scaled test conditions of icing wind tunnel test

No.	LWC/ (g·m^-3)	MVD/ μm	Static air temperature/		Flight profile	Air speed/ knots	Inflation pressure/ psig	Boot cycle time/ s	CCAR25 appendix C maximum conditions	Objective of simulation run/remarks
No.	LWC/ (g·m^-3)	MVD/ μm	℉	℃	Flight profile	Air speed/ knots	Inflation pressure/ psig	Boot cycle time/ s	CCAR25 appendix C maximum conditions	Objective of simulation run/remarks
1	0.53	17	14.0	-10.0	Takeoff	89	18	60	Continuous	Intercycle
2	0.53	17	14.0	-10.0	Landing	69	18	60	Continuous	Intercycle
3	0.51	20	21.0	-6.1	Landing	69	18	60	Continuous	Intercycle
4	0.60	35	21.0	-6.1	Climb	139	18	60	Continuous	Residual
5	0.68	15	21.0	-6.1	Descent	169	18	60	Continuous	Intercycle
6	0.85	30	-0.5	-18.1	Cruise	170	18	60	Intermittent	Residual
7	0.88	38	17.5	-8.1	Cruise	170	18	60	Continuous	Residual
8	1.80	23	17.5	-8.1	Cruise	170	18	60	Continuous	Residual
9	0.30	15	-0.5	-18.1	Cruise	170	18	60	Continuous	Residual
10	0.75	22	22.0	-5.6	Holding	170	18	60	Continuous	Intercycle
11	0.58	43	15.0	-9.4	Holding	170	18	60	Continuous	Residual
12	0.24	27	-3.0	-19.4	Holding	170	18	60	Continuous	Intercycle
13	0.65	19	15.0	-9.4	Holding	170	14	60	Continuous	Low pressure-intercycle
14	0.50	22	Adjust		Holding	170	18	60	Continuous	Run-back
15	1.27	109	10.0	-12.2	Cruise	69	18	60	SLD	Residual
16	0.63	40	14.0	-10.0	Climb	139	18	Na	Intermittent	Pre-activation-2 minute
17	1.90	50	17.5	-8.1	Cruise	170	18	Na	Intermittent	Pre-activation-2 minute
18	1.50	35	-0.5	-18.1	Cruise	170	18	60	Intermittent	Residual
19	0.95	30	-3.0	-19.4	Holding	170	18	60	Intermittent	Residual
20	0.61	30	-21.0	-29.4	Holding	170	18	60	Intermittent	Residual
21	0.34	19	-18.5	-28.1	Cruise	170	18	60	Continuous	Intercycle
22	0.85	30	-0.5	-18.1	Cruise	170	18	60	Intermittent	Holding-45 minute duration
23	0.85	30	-0.5	-18.1	Cruise	170	18	Na	Intermittent	22.5 minute failure

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