机场跑道全波段不平整测试方法

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。 

Measurement method of all-wave airport runway roughness

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.