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30公斤微型涡喷发动机设计点引言：微型涡喷发动机是一种小型、高效的喷气式发动机，具有重量轻、体积小、功率高等优点。
本文将探讨设计30公斤微型涡喷发动机的一些关键设计点。
一、压气机设计压气机是微型涡喷发动机的核心部件之一，其设计直接影响发动机的性能。
在30公斤微型涡喷发动机的设计中，应采用多级压气机，以提高压气机的效率和稳定性。
同时，还需要考虑叶片的材料选择和叶片轮廓的优化，以降低叶片的重量和减小气动噪声。
二、燃烧室设计燃烧室是微型涡喷发动机中完成燃烧过程的关键部件，其设计直接影响发动机的燃烧效率和排放性能。
在30公斤微型涡喷发动机的设计中，应采用适当的燃烧室结构和燃烧室喷孔布置，以实现燃烧过程的充分和稳定。
同时，还需要考虑燃烧室材料的耐高温性能和耐腐蚀性能，以提高燃烧室的寿命。
三、涡轮设计涡轮是微型涡喷发动机中转换燃气能量为机械能的关键部件，其设计直接影响发动机的推力和效率。
在30公斤微型涡喷发动机的设计中，应采用高转速涡轮，以提高涡轮的功率输出和效率。
同时，还需要考虑涡轮叶片的材料选择和叶片轮廓的优化，以提高涡轮的强度和降低磨损。
四、喷管设计喷管是微型涡喷发动机中将燃气排出的关键部件，其设计直接影响发动机的推力和燃烧效率。
在30公斤微型涡喷发动机的设计中，应采用适当的喷管结构和喷嘴布置，以实现燃气的充分膨胀和高速排放。
同时，还需要考虑喷管材料的耐高温性能和耐腐蚀性能，以提高喷管的寿命。
五、轴承设计轴承是微型涡喷发动机中支撑转子运转的关键部件，其设计直接影响发动机的可靠性和寿命。
在30公斤微型涡喷发动机的设计中，应采用轻量化的高温轴承材料，并增加润滑系统，以提高轴承的耐磨损性能和耐高温性能。
同时，还需要考虑轴承的结构设计和润滑方式，以降低轴承的摩擦和磨损。
六、冷却系统设计冷却系统是微型涡喷发动机中控制发动机温度的关键部件，其设计直接影响发动机的热稳定性和寿命。
在30公斤微型涡喷发动机的设计中，应采用高效的冷却系统，以提高发动机的热传递效率和冷却效果。
Design of A New Type Thrust Measuring System forMicro-turbojet EngineHongji Zhu1, Farong Du1,*, Shuai Zhao1, Zheng Xu1 and Zhan Lv11Beijing Laboratory for General Aviation Technology, Beihang University, Beijing 100191, China*Corresponding authorAbstract—In order to measure thrust of the micro-turbojet engine accurately, a new type of thrust measurement system was designed. The measuring system includes test bench, load cells, data acquisition modules and computer. The test bench utilizes a suspended test bed, which is different from the test bench supported by springs for aero-engine. It has simple structure and is easy to install and debug. The errors of the measuring system are analyzed from the influence factors of the thrust line and the error of the test instrument. At last, the axial loading static calibration method of the measuring system is introduced. Calibration results show that the thrust measuring system can achieve accuracy of ±0.33%, which is satisfied with the requirement of the test.Keywords-micro-turbojet engine; thrust measuring; test bench; static calibrationI.I NTRODUCTIONWith the development of unmanned aerial vehicle technology, more and more micro-aeroengines are demanded, and the micro-turbojet engine with good performance and low cost has become a research hotspot. Depending on the magnitude of the thrust, a turbojet engine with thrust less than 1000 N is often classified as micro-turbojet engine [1]. It is important to measure the thrust accurately during engine testing and delivery, because thrust is the core parameter of micro-turbojet engine.Many scholars have carried on researches to the turbojet engine thrust measurement. Yang Quanyan designed a high-precision measuring system with AT89C52 single chip processor, and experiment results show that the system can greatly improve measuring precision [2]. Wang Runming and Luo Yi have analyzed the impact of different movable stand support on rig rigidity coefficient, and the relationship between engine thrust, support of movable stand and rigidity coefficient of test bench [3]. Zhang You, Wu Feng and He Peilei studied the factors and function of principle errors which influenced thrust measurement test bench system, that supported by spring for aeroengine, established mechanical model based on thrust eccentricity assumption, and analyzed the principle errors of aeroengine test bench by using both theoretical analysis and simulation [4]. Quan Yazhou designed a six degrees of freedom thrust measuring platform, and analyzed the whole ground test bench about the micro turbine [5].At present, the thrust measuring test bench studied by researchers is typically used for aero-engine with large thrust. The test bench is supported by springs, consists of a fixed frame, a movable frame and spring pieces. The fixed frame is rigidly connected with the base, while the movable frame is arranged on the fixed frame by spring pieces, and the turbojet engine is mounted on the movable frame. When testing, the engine thrust can be calculated by the small deformation between the fixed frame and the movable frame [3]. This type of test bench is widely used in thrust measurement of turbojet engines which have large thrust. However, it is complex and have low accuracy for the micro turbojet engines with smaller volume and thrust. Also, many manufactures of micro turbojet engine do not have the conditions to make such a test bench, which bring trouble to the development of the micro-turbojet engine. This paper designs a new kind of micro-turbojet engine ground test bench thrust measurement system, which effectively solved the problems of thrust measurement for the micro-turbojet engine.II.T HRUST M EASURING SYSTEMA.The Measuring SystemThe micro-turbojet engine thrust measuring system includes test bench, load cell, data acquisition modules, computer and so on [6]. The test bench utilizes a suspended test bed described as follows. The S-type sensor whose model is CFBLSM-100Kg is used as load cell. The ADAM-4018 and ADAM-4520 are used as data acquisition modules. And thrust measurement software is written by using VC ++ and LabVIEW which designed by National Instruments. During the test, the sensor converts the change of thrust into electric signal, then the electric signal is converted into digital signal through the data acquisition modules and transmitted to the computer at the same time. Finally, real-time monitoring and data processing of engine thrust can be done with the software written already. The system is shown as FigureⅠ.FIGURE I.THRUST MEASURING SYSTEM.2nd International Conference on Artificial Intelligence and Industrial Engineering (AIIE2016)B.The Test BenchThe structure of the test bench is shown in Figure Ⅱ, includes a fixed frame, a lever, a roller, two sliders and so on. The lower end of the lever is connected with the micro-turbojet engine through a clamp. The upper end of the lever is equipped with a roller, which is sandwiched between two sliders that can only slide in the horizontal direction along the guide rails. The two sliders are connected to the load cells respectively. Before the test, the preload force should be applied to the load cells according to the magnitude of the thrust measured. By the principle of leverage, the upper end of the lever will get the corresponding force when engine thrust acts on the lower end of the lever. At the same time, the force on the upper end of the lever is converted into the force along the horizontal direction by the contact of the roller and the sliders, acting on the two load cells.The force balance is maintained along the center axes of the two sensors. Before the experiment, assuming that the readings of two load cells were and, then:. (1)During the test, supposing the readings of two load cells are and, the ratio of the lower arm of lever to the upper arm is K, and the thrust of engine is T:. (2) So, we can get the thrust,T=.(3)FIGURE II.STRUCTURE OF THE TEST BENCH.III.E RROR ANALYSISIt is an important technical indicators of measuring accuracy to determine the merits of the test bench. The accuracy of the test bed depends mainly on random error and systematic error. Random error means an error in measurement caused by factors that vary from one measurement to another. Random error is mainly caused by random factors, such as changes in test conditions, engine stability, and laboratory personnel operations. Random errors can be reduced by repeated measurements and appropriate data processing. Unlike random errors, systematic errors can be consistently either positive or negative. The systematic error of the test bed is mainly caused by the structure of the test bed, the limitation ofthe measuring method and the precision of the test instrument. The effect of random error can be neglected when the geometryand precision of the test bed meet the design requirements. The systematic error of the thrust measurement system is analyzed from the following two aspects.A.Thrust Line DeflectionEngine thrust line deflection is mainly caused by the deformation of the load cells, the deflection of the lever, the nonuniformity of exhaust and other factors [7]. As shown in Figure Ⅲ.FIGURE III.THRUST LINE DEFLECTION.Assuming that there is a deflection α between the directionof engine thrust F and the central axis of two sensors, the measuring sensor is F. So the measurement errorδ= (T-T*)/T=(1-)*100%. (4) As α is 5 °, δ is about 0.0001%.B. Test Instruments and Data TransmissionThe ignition system, the fuel adjustment system and the data acquisition system work simultaneously on the test bench, which can easily affect the thrust signal. We can supply power separately and use shield line in order to reduce the impact onthe data transmission.TABLE I. PARAMETER OF LOAD CELLparameter unit valuesensitivity mV/V 2.0±0.05nonlinearity ≤%FS ±0.03hysteresis ≤%FS ±0.03repeatability ≤%FS ±0.03creep ≤%FS/30min ±0.03Zero output ≤%FS ±1zerotemperaturecoefficient≤%FS/℃±0.003Sensitivitytemperaturecoefficient≤%FS/℃±0.003Temperaturerange ℃ -20~+80InputresistanceΩ 350±20Outputresistance Ω 350±5Safe load limit≤%FS 150%InsulationresistanceMΩ≥5000（50VDC）RecommendexcitationV 10~15Due to the thermal radiation of the engine, the local temperature has a change of nearly 40 ° C, which brings the load cells a temperature drift. To reduce the effect of temperature on the measurement, it needs that the load cell to have a small temperature drift. The CFBLSM-100Kg load cell, whose zero temperature coefficient and sensitivity temperature coefficient are not greater than 0.003%FS/℃, meeting the accuracy requirements. The parameters of the load cell is shown in Table I.At the same time, Calculating thrust by a differentialmethod as shown in (3) with data measured from the two load cells can effectively reduces the zero temperature drift and the sensitivity temperature drift.IV.S TATIC C ALIBRATIONThe turbojet thrust measurement system needs to be calibrated regularly to ensure measurement accuracy [8]. At present, there are two ways to calibrate the test bench: plane loading and axial loading. Plane loading means that the working sensor is at the same level as the standard sensor and loader, whereas the axial loading is loading directly to the engine thrust axis [9]. Most turbojet engine test bench use the method of plane loading, which is simple to operate, but the calibration status may not be consistent with the measurement status [10]. The axial loading method was used in this test bench though the standard weight. Shown in Figure Ⅳ.Before the testing, a block should be installed at the lower end of the lever to locate the thrust axis. Then we can load on the thrust axial by a fixed pulley, rope and standard weights. Recording the gravity force of the weights as standard values and the thrust values measured by the software on computer as measured values [11].FIGURE IV.STATIC CALIBRATION.The calibration starts at 0 kilograms and loads in increments of 20 kilograms. At each time it is loaded, the standard value and the measured value are recorded, up to a full scale of 100 kilograms. Then unloading begins with 20 kilograms decreasing each time up to 0 kilograms, recording the standard values and measured values. The above operation was repeated three times, and the average of the six measurements corresponding to each standard value was calculated. If the difference between the average of each calibration point and any one of the (load and unload) records is less than the specified allowable value, the thrust measurement system is considered to be acceptable.The measured values were averaged, then linear fitting was carried out to obtain the working line equation, so we can calculate the parameters of the test rig. Shown as Table Ⅱ, the linearity and hysteresis are ±0.06%, the repeatability is ±0.21%. Calibration results show that the thrust measurement system can achieve accuracy of ±0.33%, as ±1.0% has satisfied the requirement of the test.TABLE II. RESULTS OF STATIC CALIBRATIONLoadpoint 1 2 3 4 5 6 Value of weight(Kgf) 0 20 40 60 80 100Value of measurement(Kgf) 1 Load 0.00 20.10 40.00 60.00 80.10 100.06Unload 0.00 20.00 40.10 60.03 80.00 100.00 2 Load0.00 20.08 40.04 60.10 80.10 100.10Unload0.00 20.00 40.10 60.00 80.10 100.00 3 Load 0.00 20.10 40.00 60.00 80.10 100.10Unload0.00 20.00 40.20 60.10 80.00 100.00Average of the load 0.00 20.09 40.01 60.03 80.10 100.09 Average of unload 0.00 20.00 40.13 60.04 80.03 100.00 Average of load and unload 0.00 20.05 40.07 60.04 80.07 100.04 Difference between load and unload 0.00 0.09 0.12 0.01 0.07 0.09 Full-scale output 100.04Equation of the working line 1.0003*x+0.0275Linearity ±0.06%Hysteresis ±0.06%Repeatability ±0.21%Precision ±0.33%Notes: Kgf means kilogram force. The x in equation of working line is values at each load point.V.C ONCLUSIONSThis paper introduces a new type of micro-turbojet engine thrust measuring system, which contains the test bench, load cells, data acquisition modules and computer. The test bench has a suspended test bed which is simple and easy to debug. Error analysis has been taken to this thrust measuring system. The effect of random error can be neglected when the geometry and precision of the test bed meet the design requirements. The systematic errors, which comes from the thrust line deflection, test instruments and data transmission, is within the allowable range. The static calibration method of the thrust measurement system is introduced, and the accuracy of the calibration can reach ± 0.33%.A CKNOWLEDGMENTThe authors are grateful to, among others, Wu Jiang, Zhang Qi, Li Dan, Zheng Xiaolei and technicians of the School of Jet Propulsion of the Beihang University.R EFERENCES[1]Xia Yang, Wang Haipeng, Liu Pengpeng and Zuo Hongfu, “Research ofon-line monitoring method for small turbojet engine,” Aeronautical Manufacturing Technology, pp. 26–29, November 2012.[2]Yang Quanyan, Yang Jiming, and Han Xiaoquan, “high-precisionmeasuring system for aeroengine thrust,” Tansducer and Microsystem Technologies, vol. 27, pp. 82–83, 87, December 2008[3]Wang Runming,Luo Yi, “Supporting methods for movable stand ofaero-engine thrust measurement test bench,” Gas Turbine Experiment and Research, vol. 26, pp. 9–11, January 2013[4]Zhang You, Wu Feng, He Peilei, “Princiole errors analysis of thrustmeasurement test bench system for aeroengine,” Aeroengine, vol. 42 No.4, pp. 76–79, 42, Aug. 2016[5]Quan Yazhou, “Test bench design of the micro–turbine engine,”Changchun University of Science and Technology, 2015.[6]Wang Huan, Song Jiangtao, Lei Li. Thrust test system design for engineinstalled on aircraft, Aeronautical Science and Technology, vol. 27, pp.30–34, January 2016[7]Jiao Xianrui, “Measuring Error of Thrust,” Aviation metrology andmeasurement technology, vol. 15, pp. 20–22, Apr. 1995[8]Wu Huiming, “Present and future of calibration of test cell thrust forcemeasuring systenm,” Metrology and measurement technology, vol. 32 No.4, pp. 1–3, 13, 2012[9]Wu Huiming, Jiao Xianrui,“Study of in situ calibration technology oftest cell thrust force measuring system,” Metrology and measurement technology, vol. 29 No.1, pp. 28–30, 2009[10]Lei Li, Ye Yaozu, Ma Chang, “Thrust calibration system for aero–engine testing bench,” Engineering and Test, vol. 55 No.3, pp. 89–91, Sep. 2012[11]Huang Zhitao, Hu Zhengfeng, and Guo Weimin, “The thrustmeasurement system of the ground test bed of the W 2P1 micro-turbojet-engine,” Measurement and Control Technology, vol. 18, pp. 40–41, September 1999。
涡喷涡扇发动机试车台推力测量校准现状及展望吴惠明【摘要】就涡喷涡扇发动机试车台推力测量校准的现状进行了综述,介绍了平面加载校准、中心加载校准以及试车间气动附加阻力修正的研究结论,并对未来的相关研究工作做了展望.【期刊名称】《计测技术》【年(卷),期】2012(032)004【总页数】4页(P1-3,13)【关键词】涡喷涡扇发动机;试车台;校准;平面加载;中心加载;迎风阻力;进气冲量;推力修正【作者】吴惠明【作者单位】中航工业北京长城计量测试技术研究所,北京100095【正文语种】中文【中图分类】TB9;V263.40 引言发动机在研制、生产、维修过程中，都需要通过试车台对其性能指标进行测试。
发动机性能指标中最关键的一项是推力。
如何保证在试车台上测试出来的推力值是发动机推力的真实反映，理想的做法是把发动机拿到基准试车台上试车。
基准试车台周围空旷，无进气干扰，排气无阻碍，发动机周围无空气流动，基准试车台推力测量校准采用中心加载校准，等等。
那么，经基准试车台试车出来的推力值就是发动机推力性能最真实的反映。
然而，每台发动机都上基准试车台试车是不现实的。
目前，在制造厂、研究所、发动机维修厂有很多室内试车台，这些试车台推力测量的数据如何评价?存在什么问题?针对这些存在的问题可以做什么样的研究工作?这些问题很重要，同时涉及面也比较广。
本文就这些问题做一些探讨和分析，分析当前的现状，介绍近年来我们所做的研究工作并对未来的研究进行展望。
1 试车台推力校准现状及目前的研究工作1.1 试车台推力校准现状室内试车台对于发动机制造厂、研究所、维修厂来说，是非常重要和现实有效的试车手段。
室内试车台与基准试车台有很大不同，受多方面的限制，室内试车台达不到基准试车台的精度。
但是，实际工程应用上并不需要室内试车台达到基准试车台的精度。
按照GJB241－87《航空涡轮喷气和涡轮风扇发动机通用规范》的要求，对室内试车台要求测力误差±1.0%。
涡扇发动机试车台推力测量与校准技术概述范静;王光发;荆卓寅;赵东凤【摘要】简单介绍了涡扇发动机试车台的类型与结构,重点阐述了台架推力测量与校准的方法,并对试车台推力测量系统的误差来源进行了初步分析.结合国内涡扇发动试车台校准现状,提出了开展试车台现场校准技术研究的重要意义.【期刊名称】《计测技术》【年(卷),期】2012(032)005【总页数】4页(P1-4)【关键词】涡扇发动机;试车台;推力;校准;误差分析【作者】范静;王光发;荆卓寅;赵东凤【作者单位】中航工业北京长城计量测试技术研究所,北京100095;中航工业北京长城计量测试技术研究所,北京100095;中航工业北京长城计量测试技术研究所,北京100095;中航工业北京长城计量测试技术研究所,北京100095【正文语种】中文【中图分类】V235.1;TB9310 引言随着航空发动机技术的不断进步，新型飞行器的设计也越来越依赖高性能的航空发动机及其绝对可靠的性能数据，真实评价航空发动机性能变得越来越重要。
为了获取准确的发动机性能参数，一般需要在接近海平面大气状态下进行全包线试车，而在室内试车台进行试车时，其性能会发生改变。
这是由于发动机本身与试车台之间存在相互的气动作用。
因此，在进行室内试车时，除了需准确得到发动机台架推力以外，还需对影响试车间气动特性的一些因素进行评定，诸如发动机与试车台几何尺寸的相关性、试车台墙壁造成的摩擦力损失、排气背压的影响等，并将这些影响因素量化，以便于对性能参数进行修正。
在知道试车台内气动特性的情况下，真实的总推力可由测量到的台架推力值经修正后得到。
相关系数可由不同室内试车台测试数据进行比对，并参考露天试车台试验数据进行确定。
国外的一些研究表明:航空发动机室内试车测量推力的修正值占到其总推力的2%［1］。
本文将针对涡扇发动机试车台，结合国外相关研究，着重介绍台架推力测量校准技术，并简单描述试车台推力的气动修正及误差来源。
微型燃气涡轮发动机实验指导书中国民航大学发动机运行与控制实验室目录实验1：发动机启动、运行演示实验....................................... 1..实验2：发动机推力实验................................ 错. 误!未定义书签。
实验3：微型涡轮喷气式发动机控制综合实验.............. 错误!未定义书签。
实验4：发动机循环及效率实验.......................... 错误!未定义书签。
实验5：涡喷发动机部件效率实验........................ 错误! 未定义书签。
开放选题：涡喷发动机性能分析.......................... 错误!未定义书签。
实验1:发动机启动、运行演示实验实验目的熟悉CM14发动机软、硬件设备；掌握CM14发动机启动、运行和停机方法；熟悉并掌握应用小型涡轮燃气涡轮实验台数据采集系统获取实验数据。
实验设备CM14发动机（含油箱和引燃气体）；数据采集系统；控制计算机（已安装Armfield 软件）；AMT 软件。
实验步骤（1）准备（提前完成）A.燃油、滑油混合可选用燃油JP-4 Paraffin或jet A-1，由于涡轮机需要燃油润滑，因而必须在燃油中混入4.5%的润滑油（Aeroshell 500 turbine oil）。
润滑油在启动和停机过程中会起到润滑发动机的作用，当激活关机按钮时，混油润滑剂的燃油会停止流入发动机，发动机内残留的燃油在热端挥发，在涡轮机表面形成润滑油层；下次开机启动时，这些润滑油也会润滑发动机。
不允许在润滑剂的情况下运行发动机，否则会对发动机造成不可逆的损害。
油箱的容量是5升，滑、燃油混合时应遵循以下顺序：用量筒量取250m壳牌500航空涡轮机润滑油，并倒入混合容器内；图1-1控制软件界面（发动机示意图）（2）启动为保证发动机正常启动，必须严格按照以下顺序进行操作：点击控制计算机软件界面的电源按钮（“Power Or）”点击控制计算机软件界面的允许按钮（“ En ab©点击控制计算机软件界面的启动按钮（“Start ”当按下启动按钮（“ Start）”之后，发动机便开始启动，不再需要其他任何操作。
小发动机推力矢量的测量
小发动机推力矢量的测量
针对小发动机推力矢量的特点和测量要求,在分析二轴转台数学模型的基础上提出了间接测量推力矢量的线性组合法,最后给出误差计算公式.通过转台的旋转和伸缩形成不同的试验工况,得到测量数据的超定方程组,再用最小二乘法解矛盾方程求得推力矢量的方向角和偏移量.经多次试验表明,用该方法测量推力矢量参数的不确定度远小于±5%,超过了原定技术要求.
作者：颜雄雄耿卫国 YAN Xiong-xiong GENG Wei-guo 作者单位：北京试验技术研究所,北京,100074 刊名：推进技术ISTIC EI PKU英文刊名：JOURNAL OF PROPULSION TECHNOLOGY 年，卷(期)：2000 21(3) 分类号：V439.7 关键词：发动机推力向量控制推力测量向量运算最小二乘法推力偏差推力偏心角。
涡喷发动机高空模拟试验推力测量问题摘要：本文讨论了写涡喷发动机高空模拟试验推力测量问题。
首先，我们探讨了影响推力测量的主要因素，包括温度、气压、空气密度等参数。
然后，我们采用实验手段，结合数值模拟，研究了不同条件下发动机推力大小及其变化情况。
最后，我们总结出了获得准确测量结果所要求的各项参数及测量步骤，以期为今后类似实验提供参考。
关键词：写涡喷发动机；推力测量；高空模拟试验；温度；气压；空气密度正文：1. 绪论写涡喷发动机作为一种重要的航空发动机，其在航空领域发挥着越来越重要的作用。
虽然已经有一部分研究工作关注写涡喷发动机的研究，但是由于发动机的复杂性，写涡喷发动机推力测量的准确度一直是研究工作的关键难点。
2. 影响推力测量的主要因素推力测量的精准度取决于诸多因素，其中包括测试环境的温度、气压和空气密度等参数。
这些参数均会在发动机发挥推力时产生影响，因此，准确测量推力时必须考虑这些参数。
3. 实验方法与数值模拟在对写涡喷发动机推力测量技术进行研究时，我们采用了实验手段与数值模拟的结合的方式进行研究。
通过模拟不同的测试环境，研究写涡喷发动机推力在不同情况下的大小及变化情况，并尝试总结出获得准确测量结果所要求的各项参数及测量步骤等。
4. 结论通过本次研究，我们验证了在不同条件下发动机推力大小的变化情况，获得了较为准确的测量结果，并总结出了获得准确测量结果所要求的各项参数及测量步骤。
本文也为今后类似实验提供了参考借鉴。
应用上，写涡喷发动机高空模拟试验推力测量的结果可以为航空发动机设计和改进提供重要参考。
首先，准确的推力测量结果可以帮助实现发动机性能的优化，例如增加发动机的稳定性和可靠性、提高发动机的燃料效率和增加发动机的输出功率。
其次，准确的推力测量结果还可以协助实现发动机的降成本，从而使耗材和电路的研发开发成本降低。
另外，准确的推力测量结果也可以为飞行器设计和制造提供参考，以确保飞行器正常飞行并实现其最大负荷能力。
