Attitude control engine multi-channel thrust test bench and multi-channel thrust calibration method

Abstract

The invention relates to an attitude control engine multi-channel thrust test bench and a multi-channel thrust calibration method.The attitude control engine multi-channel thrust test bench is provided with an engine calibration simulation piece through a movable frame, the engine calibration simulation piece is divided into four quadrant areas through a cross calibration plate, and each area is provided with two calibration loading points; the eight calibration loading points are located on the same horizontal plane, the vertical distances between the eight calibration loading points and the center are equal, the eight pressure sensors between the test bed and the movable frame correspond to the eight calibration loading points one to one, and the force measuring direction is consistent with the loading direction. According to the multi-channel thrust testing device, the corresponding pressure sensors are used for simultaneously or respectively collecting force signals of the pitching channel, the yawing channel and the rolling channel, multi-channel thrust testing can be completed without disassembling and assembling an engine between different single-channel testing tables, the testing frequency is reduced, the testing period is shortened, extra deviation caused by multiple times of installation is avoided, and the testing efficiency and accuracy are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft attitude control, in particular to a multi-channel thrust test bench for attitude control engine and a multi-channel thrust calibration method. BACKGROUND

[0002] In order to improve the maneuverability of the aircraft and complete more complex maneuvering flight tasks, attitude control engines are widely used as the power source for attitude control during the maneuvering process of the aircraft. Among them, the forces (moments) provided by the attitude control engine in the three channels of pitch, yaw and roll for the attitude control of the aircraft are the core indicators for evaluating the performance of the attitude control engine.

[0003] In related technologies, in the traditional thrust test of the attitude control engine, various single-channel test benches are the main test equipment. The single-channel test bench can only test the thrust of a certain channel in pitch, yaw or roll. If the performance data of the three channels are needed, the test needs to be carried out on different single-channel test benches respectively, and the engine needs to be disassembled and assembled multiple times for multiple tests, which not only prolongs the test period, but also may introduce additional deviations due to installation errors. SUMMARY

[0004] The present application provides a multi-channel thrust test bench for attitude control engine and a multi-channel thrust calibration method, which can solve the technical problem that the traditional single-channel test bench can only test the thrust of a certain channel in pitch, yaw or roll. If the performance data of the three channels are needed, the test needs to be carried out on different single-channel test benches respectively, and the engine needs to be disassembled and assembled multiple times for multiple tests, which not only prolongs the test period, but also may introduce additional deviations due to installation errors.

[0005] In a first aspect, the embodiments of the present application provide a multi-channel thrust test bench for attitude control engine, comprising: A movable frame is installed with an engine calibration simulation piece. The engine calibration simulation piece is divided into first, second, third and fourth quadrant regions through a cross calibration plate. The first, second, third and fourth quadrant regions are each provided with two calibration loading points. Eight calibration loading points are located on the same horizontal plane, and the vertical distance from each calibration loading point to the center of the cross calibration plate is equal. A test bench is installed with eight pressure sensors between the movable frame and the test bench. Eight pressure sensors correspond to eight calibration loading points one by one, and the force measuring direction of the pressure sensor is consistent with the loading direction of the corresponding calibration loading point.

[0006] In combination with the first aspect, in an implementation manner, the multi-channel thrust test bench for attitude control engine further comprises: Eight limit protection rods are installed between the test bed and the movable frame, eight limit protection rods correspond to eight pressure sensors one by one, and the length direction of the limit protection rod is consistent with the force direction of the corresponding pressure sensor.

[0007] In a second aspect, the embodiments of the present application provide a multi-channel thrust calibration method based on the multi-channel thrust test bed of the attitude control engine as described in some embodiments above, which comprises the following steps: Applying a standard positive pitch force FS1 based on the calibration loading point of the first quadrant region towards the fourth quadrant region and the calibration loading point of the second quadrant region towards the third quadrant region; Recording the values of the four pressure sensors in the parallel direction of the standard positive pitch force FS1, calculating the FS positive pitch force, and obtaining the positive pitch direction deviation coefficient.

[0008] In combination with the second aspect, in an implementation mode, the multi-channel thrust calibration method further comprises the following steps: Applying a standard negative pitch force FS2 based on the calibration loading point of the fourth quadrant region towards the first quadrant region and the calibration loading point of the third quadrant region towards the second quadrant region; Recording the values of the four pressure sensors in the parallel direction of the standard negative pitch force FS2, calculating the FS negative pitch force, and obtaining the negative pitch direction deviation coefficient.

[0009] In combination with the second aspect, in an implementation mode, the multi-channel thrust calibration method further comprises the following steps: Applying a standard positive yaw force FS3 based on the calibration loading point of the first quadrant region towards the second quadrant region and the calibration loading point of the fourth quadrant region towards the third quadrant region; Recording the values of the four pressure sensors in the parallel direction of the standard positive yaw force FS3, calculating the FS positive yaw force, and obtaining the positive yaw direction deviation coefficient.

[0010] In combination with the second aspect, in an implementation mode, the multi-channel thrust calibration method further comprises the following steps: Applying a standard negative yaw force FS4 based on the calibration loading point of the second quadrant region towards the first quadrant region and the calibration loading point of the third quadrant region towards the fourth quadrant region; Recording the values of the four pressure sensors in the parallel direction of the standard negative yaw force FS4, calculating the FS negative yaw force, and obtaining the negative yaw direction deviation coefficient.

[0011] In combination with the second aspect, in an implementation mode, the multi-channel thrust calibration method further comprises the following steps: applying a standard forward roll force FS5 based on the calibration loading point of the second quadrant region towards the third quadrant region and the calibration loading point of the fourth quadrant region towards the first quadrant region; The values of the eight pressure sensors are recorded, the FS forward roll force is calculated, and a forward roll direction deviation coefficient is obtained.

[0012] With reference to the second aspect, in an embodiment, the multi-channel thrust calibration method further comprises the following steps: applying a standard forward roll force FS5 based on the calibration loading point of the second quadrant region towards the third quadrant region and the calibration loading point of the fourth quadrant region towards the first quadrant region; The values of the eight pressure sensors are recorded, the FS forward roll force is calculated, and a forward roll direction deviation coefficient is obtained.

[0013] With reference to the second aspect, in an embodiment, before the step of applying a standard forward pitch force FS1 based on the calibration loading point of the first quadrant region towards the fourth quadrant region and the calibration loading point of the second quadrant region towards the third quadrant region, the method further comprises the following steps: The movable frame is leveled.

[0014] With reference to the second aspect, in an embodiment, the leveling of the movable frame comprises: The eight pressure sensors are applied with a pre-tightening force, and the movable frame is leveled, and after the leveling of the movable frame, the pressure sensors are zeroed by the measurement and control system.

[0015] The technical scheme provided by the embodiments has the beneficial effects that: The attitude control engine multi-channel thrust test bench installs engine calibration simulation pieces on a movable frame, the engine calibration simulation pieces are divided into four quadrant regions by a cross calibration plate, and two calibration loading points are arranged in each region, the eight calibration loading points are located on the same horizontal plane and have equal vertical distances to the center, the eight pressure sensors between the test bench and the movable frame correspond to the eight calibration loading points one by one, and the force measurement directions are consistent with the loading directions, the above structure enables the test bench to apply forces at different calibration loading points, and to simultaneously or separately collect force signals of three channels of pitch, yaw and roll by corresponding pressure sensors, so that multi-channel thrust test can be completed without disassembling the engine between different single-channel test benches, the disassembly frequency is reduced, the test period is shortened, additional deviations caused by multiple installations are avoided, and the test efficiency and accuracy are improved. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to make the technical solutions in the embodiments of the present application clearer, the accompanying drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the accompanying drawings in the following description are only some embodiments of the present application, and all other embodiments obtained by those of ordinary skill in the art without any creative effort based on these accompanying drawings also belong to the protection scope of the present application.

[0017] Figure 1 A structural schematic diagram of a multi-channel thrust test bench for an attitude control engine is shown in Figure 1. Figure 2 A structural schematic diagram for obtaining a positive pitch direction deviation coefficient in a multi-channel thrust calibration method is shown in Figure 2. Figure 3 A structural schematic diagram for obtaining a negative pitch direction deviation coefficient in a multi-channel thrust calibration method is shown in Figure 3. Figure 4 A structural schematic diagram for obtaining a positive yaw direction deviation coefficient in a multi-channel thrust calibration method is shown in Figure 4. Figure 5 A structural schematic diagram for obtaining a negative yaw direction deviation coefficient in a multi-channel thrust calibration method is shown in Figure 5. Figure 6 A structural schematic diagram for obtaining a positive roll direction deviation coefficient in a multi-channel thrust calibration method is shown in Figure 6. Figure 7 A structural schematic diagram for obtaining a negative roll direction deviation coefficient in a multi-channel thrust calibration method is shown in Figure 7.

[0018] In the figure: 1, test bench; 2, load-bearing structure; 3, pressure sensor; 4, movable frame; 5, engine calibration simulation piece; 51, first quadrant area; 52, second quadrant area; 53, third quadrant area; 54, fourth quadrant area; 6, calibration loading point; 7, limit protection rod. DETAILED DESCRIPTION

[0019] In order to make those skilled in the art better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without any creative effort also belong to the protection scope of the present application.

[0020] The embodiments of the present application provide a multi-channel thrust test bench for an attitude control engine and a multi-channel thrust calibration method, which can solve the technical problem that a traditional single-channel test bench can only test the thrust of a pitch, yaw or roll channel, and if the performance data of three channels are needed, the test needs to be performed on different single-channel test benches respectively, and the engine needs to be disassembled and assembled multiple times, which not only prolongs the test period, but also may introduce additional deviation due to installation errors.

[0021] Firstly, such as Figure 1 As shown in the embodiment of this application, a multi-channel thrust test bench for attitude control engines is provided, comprising: a moving frame 4, on which an engine calibration simulation component 5 is mounted. The engine calibration simulation component 5 is divided into a first quadrant region 51, a second quadrant region 52, a third quadrant region 53, and a fourth quadrant region 54 via a cross-shaped calibration plate. Each of the first quadrant region 51, the second quadrant region 52, the third quadrant region 53, and the fourth quadrant region 54 is provided with two calibration loading points 6. The eight calibration loading points 6 are located on the same horizontal plane, and the vertical distance from each calibration loading point 6 to the center of the cross-shaped calibration plate is equal. A test bench 1 is provided, on which eight pressure sensors 3 are installed between the test bench 1 and the moving frame 4. The eight pressure sensors 3 correspond one-to-one with the eight calibration loading points 6, and the force measurement direction of the pressure sensors 3 is consistent with the loading direction of the corresponding calibration loading point 6.

[0022] In this embodiment, the attitude control engine multi-channel thrust test bench is equipped with an engine calibration simulation component 5 via a moving frame 4. The engine calibration simulation component 5 is divided into four quadrant regions by a cross calibration plate, and each region has two calibration loading points 6. The eight calibration loading points 6 are located on the same horizontal plane and are equidistant from the center. The eight pressure sensors 3 between the test bench 1 and the moving frame 4 correspond one-to-one with the eight calibration loading points 6, and the force measurement direction is consistent with the loading direction. The above structure allows the test bench to apply force at different calibration loading points 6 and use the corresponding pressure sensors 3 to simultaneously or separately collect force signals from the pitch, yaw, and roll channels. Multi-channel thrust testing can be completed without disassembling and assembling the engine between different single-channel test benches, reducing the number of disassembly and assembly operations, shortening the test cycle, and avoiding additional deviations caused by multiple installations, thereby improving test efficiency and accuracy.

[0023] In conjunction with the first aspect, in one implementation, such as Figure 1 As shown, the attitude control engine multi-channel thrust test bench also includes eight limit protection rods 7, which are installed between the test bench 1 and the moving frame 4. The eight limit protection rods 7 correspond one-to-one with the eight pressure sensors 3, and the length direction of the limit protection rods 7 is consistent with the force measurement direction of the corresponding pressure sensor 3.

[0024] In this embodiment, eight limit protection rods 7 are installed between the test bed 1 and the movable frame 4 and correspond to the eight pressure sensors 3 one by one. The length direction of the limit protection rod 7 is consistent with the force measuring direction of the corresponding pressure sensor 3. When the pressure sensor 3 bears a load exceeding the rated range, the limit protection rod 7 can limit the excessive displacement of the movable frame 4 through the rigid support in the length direction, thereby avoiding damage to the pressure sensor 3 due to overload. At the same time, the corresponding arrangement and direction consistency of the limit protection rod 7 and the pressure sensor 3 ensure that the sensors are provided with targeted protection without interfering with the normal force measuring direction of the pressure sensor 3, thereby ensuring the structural safety of the test bed during calibration and testing, and further maintaining the stability and reliability of the multi-channel thrust test.

[0025] In combination with the first aspect, in an implementation manner, as shown in Figure 1 , the pressure sensor 3 and the limit protection rod 7 are installed on the test bed 1 through the load-bearing structure 2. The load-bearing structure 2 bears the weight and thrust of the attitude control engine.

[0026] The second aspect, as shown in Figure 2 , the application embodiment provides a multi-channel thrust calibration method based on the attitude control engine multi-channel thrust test bed in some embodiments above, which comprises S1, S1 comprises the following steps: S1-1: applying a standard positive pitch force FS1 based on the calibration loading points 6 of the first quadrant region 51 towards the fourth quadrant region 54 and the calibration loading points 6 of the second quadrant region 52 towards the third quadrant region 53; S1-2: recording the values of the four pressure sensors 3 in the same parallel direction as the standard positive pitch force FS1, calculating the FS positive pitch force, and calculating the positive pitch direction deviation coefficient.

[0027] In this embodiment, by applying a standard positive pitch force FS1 based on the calibration loading points 6 of the first quadrant region 51 towards the fourth quadrant region 54 and the calibration loading points 6 of the second quadrant region 52 towards the third quadrant region 53, recording the values of the four pressure sensors 3 in the same parallel direction as the standard positive pitch force FS1, calculating the FS positive pitch force, and calculating the positive pitch direction deviation coefficient, the method can directly realize the positive calibration of the pitch channel on the same test bed by means of the one-to-one correspondence between the eight calibration loading points 6 and the eight pressure sensors 3 of the test bed, without the need to replace the test bed or disassemble the engine, thereby reducing the deviation caused by multiple installations. At the same time, by calculating the deviation coefficient based on the values of the corresponding pressure sensors 3, a calibration basis is provided for subsequent accurate acquisition of pitch channel thrust data, thereby improving the efficiency and accuracy of multi-channel thrust test.

[0028] In combination with the second aspect, in an implementation manner, as shown in Figure 3 , the multi-channel thrust calibration method further comprises S2, S2 comprises the following steps: S2-1: applying a standard negative pitch force FS2 based on the calibration loading point 6 of the fourth quadrant region 54 towards the first quadrant region 51 and the calibration loading point 6 of the third quadrant region 53 towards the second quadrant region 52; S2-2: recording the values of the four pressure sensors 3 in the same parallel direction as the standard negative pitch force FS2, calculating the FS negative pitch force, and obtaining the negative pitch direction deviation coefficient.

[0029] In this embodiment, by applying a standard negative pitch force FS2 based on the calibration loading point 6 of the fourth quadrant region 54 towards the first quadrant region 51 and the calibration loading point 6 of the third quadrant region 53 towards the second quadrant region 52, recording the values of the four pressure sensors 3 in the same parallel direction as the standard negative pitch force FS2, calculating the FS negative pitch force, and obtaining the negative pitch direction deviation coefficient, the method utilizes the one-to-one correspondence between the eight calibration loading points 6 of the test bench and the pressure sensors 3 to realize negative pitch calibration of the pitch channel on the same test bench, without the need to replace the test bench or disassemble the engine, avoiding the deviation introduced by multiple installations, and through the negative pitch direction deviation coefficient calculated by the corresponding pressure sensor 3 values, in cooperation with the positive pitch direction deviation coefficient, providing a calibration basis for bidirectional thrust testing of the pitch channel, and improving the integrity and accuracy of multi-channel thrust testing.

[0030] In combination with the second aspect, in an embodiment, as shown in Figure 4 the multi-channel thrust calibration method further includes S3, S3 includes the following steps: S3-1: applying a standard positive yaw force FS3 based on the calibration loading point 6 of the first quadrant region 51 towards the second quadrant region 52 and the calibration loading point 6 of the fourth quadrant region 54 towards the third quadrant region 53; S3-2: recording the values of the four pressure sensors 3 in the same parallel direction as the standard positive yaw force FS3, calculating the FS positive yaw force, and obtaining the positive yaw direction deviation coefficient.

[0031] In the embodiment, the standard positive yaw force FS3 is applied to the calibration loading point 6 of the second quadrant region 52 towards the first quadrant region 51 and the calibration loading point 6 of the third quadrant region 53 towards the fourth quadrant region 54, the values of the four pressure sensors 3 in the same parallel direction as the standard positive yaw force FS3 are recorded, the FS positive yaw force is calculated, and the positive yaw direction deviation coefficient is obtained. The method relies on the one-to-one correspondence between the eight calibration loading points 6 of the test bench and the pressure sensors 3, completes the positive yaw channel calibration on the same test bench, does not need to replace the test bench or disassemble the engine, reduces the deviation caused by multiple installations, and provides a calibration basis for the positive yaw channel thrust test through the positive yaw direction deviation coefficient calculated based on the values of the corresponding pressure sensors 3. In combination with the calibration of the pitch channel, the multi-channel collaborative calibration is realized, and the comprehensiveness and accuracy of the multi-channel thrust test are improved.

[0032] In combination with the second aspect, in an implementation manner, as shown in Figure 5 the multi-channel thrust calibration method further includes S4, and S4 includes the following steps: S4-1: a standard negative yaw force FS4 is applied to the calibration loading point 6 of the second quadrant region 52 towards the first quadrant region 51 and the calibration loading point 6 of the third quadrant region 53 towards the fourth quadrant region 54; S5-2: the values of the four pressure sensors 3 in the same parallel direction as the standard negative yaw force FS4 are recorded, the FS negative yaw force is calculated, and the negative yaw direction deviation coefficient is obtained.

[0033] In the embodiment, the standard negative yaw force FS4 is applied to the calibration loading point 6 of the second quadrant region 52 towards the first quadrant region 51 and the calibration loading point 6 of the third quadrant region 53 towards the fourth quadrant region 54, the values of the four pressure sensors 3 in the same parallel direction as the standard negative yaw force FS4 are recorded, the FS negative yaw force is calculated, and the negative yaw direction deviation coefficient is obtained. The method relies on the one-to-one correspondence between the eight calibration loading points 6 of the test bench and the pressure sensors 3, realizes the negative yaw channel calibration on the same test bench, does not need to replace the test bench or disassemble the engine, reduces the deviation caused by multiple installations, and provides a calibration basis for the bidirectional thrust test of the yaw channel through the negative yaw direction deviation coefficient calculated based on the values of the corresponding pressure sensors 3 in cooperation with the positive yaw direction deviation coefficient. In combination with the calibration of the pitch channel, the multi-channel collaborative calibration is realized, and the integrity and accuracy of the multi-channel thrust test are improved.

[0034] In combination with the second aspect, in an implementation manner, as shown in Figure 6 the multi-channel thrust calibration method further includes S5, and S5 includes the following steps: S5-1: applying a standard forward roll force FS5 based on the calibration loading points 6 of the second quadrant region 52 towards the third quadrant region 53 and the calibration loading points 6 of the fourth quadrant region 54 towards the first quadrant region 51; S5-2: recording the values of the eight pressure sensors 3, calculating the FS forward roll force, and obtaining the forward roll direction deviation coefficient.

[0035] In this embodiment, by applying a standard forward roll force FS5 based on the calibration loading points 6 of the second quadrant region 52 towards the third quadrant region 53 and the calibration loading points 6 of the fourth quadrant region 54 towards the first quadrant region 51, recording the values of the eight pressure sensors 3, calculating the FS forward roll force, and obtaining the forward roll direction deviation coefficient, the method relies on the one-to-one correspondence between the eight calibration loading points 6 of the test bench and the pressure sensors 3 to complete the forward roll channel calibration on the same test bench, without the need to change the test bench or disassemble the engine, reducing the deviation caused by multiple installations, calculating the forward roll direction deviation coefficient through the values of the eight pressure sensors 3, providing a calibration basis for the forward roll channel thrust test, and realizing multi-channel collaborative calibration in combination with the calibration of the pitch and yaw channels, improving the comprehensiveness and accuracy of multi-channel thrust test.

[0036] In combination with the second aspect, in an implementation manner, as shown in Figure 7 the multi-channel thrust calibration method further includes S6, and S6 includes the following steps: S6-2: applying a standard negative roll force FS6 based on the calibration loading points 6 of the first quadrant region 51 towards the fourth quadrant region 54 and the calibration loading points 6 of the third quadrant region 53 towards the second quadrant region 52; S6-2: recording the values of the eight pressure sensors 3, calculating the FS negative roll force, and obtaining the negative roll direction deviation coefficient.

[0037] In this embodiment, by applying a standard negative roll force FS6 based on the calibration loading points 6 of the first quadrant region 51 towards the fourth quadrant region 54 and the calibration loading points 6 of the third quadrant region 53 towards the second quadrant region 52, recording the values of the eight pressure sensors 3, calculating the FS negative roll force, and obtaining the negative roll direction deviation coefficient, the method relies on the one-to-one correspondence between the eight calibration loading points 6 of the test bench and the pressure sensors 3 to realize the negative roll channel calibration on the same test bench, without the need to change the test bench or disassemble the engine, reducing the deviation caused by multiple installations, and the negative roll direction deviation coefficient calculated through the values of the eight pressure sensors 3 cooperates with the forward roll direction deviation coefficient to provide a calibration basis for the bidirectional roll channel thrust test, realize multi-channel collaborative calibration in combination with the calibration of the pitch and yaw channels, and improve the integrity and accuracy of multi-channel thrust test.

[0038] In combination with the second aspect, in an embodiment, before S1, the method further comprises the following steps: S0: leveling the movable rack 4.

[0039] In this embodiment, the leveling of the movable rack 4 is performed before S1, which ensures that the engine calibration simulator 5 is in a horizontal state, so that the plane on which the eight calibration load points 6 are located remains horizontal and the vertical distance from each calibration load point 6 to the center of the cross calibration plate is consistent and is not affected by the inclination, thereby ensuring that the horizontal component of the force applied to each calibration load point 6 is accurately transmitted to the corresponding pressure sensor 3, avoiding additional angular error caused by the inclination of the movable rack 4, providing a reference level condition for the subsequent application of the standard forward pitch force FS1, sensor value recording and deviation coefficient calculation, and improving the initial accuracy of the calibration process and the reliability of the deviation coefficient of each channel.

[0040] In combination with the second aspect, in an embodiment, in S0, the method further comprises the following steps: S0-1: applying a pre-tightening force to the eight pressure sensors 3, and leveling the movable rack 4; after leveling the movable rack 4, the measurement and control system is used to zero the pressure sensors 3.

[0041] In this embodiment, applying a pre-tightening force to the pressure sensors 3 can eliminate the installation gap of the sensors, ensuring that the sensors can respond sensitively in the initial stage of force, and zeroing the sensors after leveling the movable rack 4 makes the measurement value when the force is applied later based on the pre-tightening state, avoiding zero drift error caused by the initial installation state difference or the inclination of the movable rack, ensuring that the value collected by the pressure sensor 3 after the standard forward pitch force FS1 is applied only reflects the change of the actual load, providing an accurate initial reference for the calculation of the deviation coefficient of each channel, and improving the accuracy and consistency of the calibration result.

[0042] In combination with the second aspect, in an embodiment, S1, S2, S3, S4, S5 and S6 are not in a sequential step relationship.

[0043] In summary, the multi-channel thrust test bench is calibrated before the attitude control engine test. During the test, the pressure data of the eight pressure sensors 3 is collected, and the distribution of the eight pressure sensors 3 in Figure 1 is shown in Figures 2 to 7 , and the collected values of the 1#, 2#, 3#, 4#, 5#, 6#, 7# and 8# sensors are Fb1, Fb2, Fb3, Fb4, Fb5, Fb6, Fb7 and Fb8, respectively.

[0044] First, a pre-tightening force is applied to each group of pressure sensors, and the movable rack 4 of the multi-channel thrust test bench is leveled, and after leveling the movable rack 4 of the test bench 1, the measurement and control system is used to zero the pressure sensors 3.

[0045] Secondly, such as Figure 2 As shown, a standard positive pitch force FS1 is gradually applied to two calibration loading points 6 (the calibration loading point 6 from the first quadrant region 51 to the fourth quadrant region 54 and the calibration loading point 6 from the second quadrant region 52 to the third quadrant region 53) of the crosshair calibration plate of the engine calibration simulator 5. The standard positive pitch force FS1 applies equal force values ​​to the two calibration loading points 6, and the forces are applied in the same direction and parallel. The values ​​of sensors 5#, 6#, 7#, and 8# are recorded at this time. FS positive pitch = Fb5 - Fb6 + Fb7 - Fb8. The positive pitch direction deviation coefficient at this time is FS1 / FS positive pitch. Figure 3 As shown, a standard negative pitch force FS2 is applied to two calibration loading points 6 of the engine calibration simulation component 5 (the calibration loading point 6 in the fourth quadrant region 54 toward the first quadrant region 51 and the calibration loading point 6 in the third quadrant region 53 toward the second quadrant region 52). The standard negative pitch force FS2 applies equal force values ​​to the two calibration loading points 6, and the forces are applied in the same direction and parallel. FS negative pitch = Fb5 - Fb6 + Fb7 - Fb8. At this time, the negative pitch direction deviation coefficient is FS2 / FS negative pitch. Similarly, such as Figure 4 As shown, a standard positive yaw force FS3 is applied to two calibration loading points 6 of the engine calibration simulator 5 (calibration loading point 6 from the first quadrant region 51 toward the second quadrant region 52 and calibration loading point 6 from the fourth quadrant region 54 toward the third quadrant region 53). The standard positive yaw force FS3 applies equal force values ​​to the two calibration loading points 6, and the forces are applied in the same direction and parallel. The values ​​of sensors 1#, 2#, 3#, and 4# are recorded at this time. FS positive yaw = Fb1 - Fb2 + Fb3 - Fb4. The positive yaw direction deviation coefficient at this time is FS3 / FS positive yaw. Figure 5 As shown, a standard negative yaw force FS4 is applied to two calibration loading points 6 of the engine calibration simulation component 5 (calibration loading point 6 from the second quadrant region 52 toward the first quadrant region 51 and calibration loading point 6 from the third quadrant region 53 toward the fourth quadrant region 54). The standard negative yaw force FS4 applies equal force values ​​to the two calibration loading points 6, and the forces are applied in the same direction and parallel. The values ​​of sensors 1#, 2#, 3#, and 4# are recorded at this time. FS negative yaw = Fb1 - Fb2 + Fb3 - Fb4. At this time, the negative yaw direction deviation coefficient is FS4 / FS negative yaw. Similarly, such as Figure 6As shown, for the rolling direction, two calibration load points 6 of the engine calibration simulation 5 (the calibration load points 6 of the second quadrant area 52 towards the third quadrant area 53 and the calibration load points 6 of the fourth quadrant area 54 towards the first quadrant area 51) are applied with a standard positive rolling force FS5, wherein the standard positive rolling force FS5 applies the same force value to the two calibration load points 6 to achieve positive rolling, the force directions are opposite and parallel to each other, and the 1#, 2#, 3#, 4#, 5#, 6#, 7# and 8# sensor values at this time are recorded, FS positive rolling = (Fb1-Fb2) + (Fb3-Fb4) - (Fb5-Fb6) - (Fb7-Fb8), and the positive rolling direction deviation coefficient at this time is FS5 / FS positive rolling; two calibration load points 6 of the engine calibration simulation 5 (the calibration load points 6 of the first quadrant area 51 towards the fourth quadrant area 54 and the calibration load points 6 of the third quadrant area 53 towards the second quadrant area 52) are applied with a standard negative rolling force FS6, wherein the standard negative rolling force FS6 applies the same force value to the two calibration load points 6 to achieve negative rolling, the force directions are opposite and parallel to each other, and the 1#, 2#, 3#, 4#, 5#, 6#, 7# and 8# sensor values at this time are recorded, FS positive yaw = (Fb1-Fb2) + (Fb3-Fb4) - (Fb5-Fb6) - (Fb7-Fb8), and the negative rolling direction deviation coefficient at this time is FS6 / FS negative rolling; through the calibration process, the calibration error of each channel of the multi-channel test bench is determined.

[0046] After the calibration is completed, the engine calibration simulation 5 is removed and replaced with the actual attitude control engine for testing. During the test, the 1#, 2#, 3#, 4#, 5#, 6#, 7# and 8# sensor values are collected as Fc1, Fc2, Fc3, Fc4, Fc5, Fc6, Fc7 and Fc8. Through the calibration error of each channel and the measured values Fc1, Fc2, Fc3, Fc4, Fc5, Fc6, Fc7 and Fc8, the actual working pitch force, yaw force, rolling force and rolling torque of the attitude control engine are obtained, and the specific thrust of each channel of the attitude control engine is as follows: F positive pitch = (Fc5-Fc6+Fc7-Fc8)*FS1 / FS positive pitch; F negative pitch = (Fc5-Fc6+Fc7-Fc8)*FS2 / FS negative pitch; F positive yaw = (Fc1-Fc2+Fc3-Fc4)*FS3 / FS positive yaw; F negative yaw = (Fc1-Fc2+Fc3-Fc4)*FS4 / FS negative yaw; F positive rolling = [(Fb1-Fb2) + (Fb3-Fb4) - (Fb5-Fb6) - (Fb7-Fb8)]*FS5 / FS positive rolling; F negative roll = [(Fb1 - Fb2) + (Fb3 - Fb4) - (Fb5 - Fb6) - (Fb7 - Fb8)] * FS6 / FS negative roll; M positive roll = test bench roll arm LI / attitude control engine roll arm L2 * F positive roll; M negative roll = test bench roll arm LI / attitude control engine roll arm L2 * F negative roll.

[0047] In the description of the present application, it needs to be explained that the terms "upper", "lower" and the like indicate the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be mechanical connection, or electrical connection; it can be direct connection, or indirect connection through intermediate medium, or internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0048] It should be noted that in the present application, relational terms such as "first" and "second" and the like are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or equipment. Without more limitations, the element defined by the sentence "including a" does not exclude the presence of other identical elements in the process, method, article or equipment including the element.

[0049] The above is only a specific embodiment of the present application, which enables those skilled in the art to understand or implement the present application. Various modifications of these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features applied herein.

Claims

1. A multi-channel thrust test bench for attitude control engines, characterized in that, It includes: The moving frame (4) is equipped with an engine calibration simulation component (5). The engine calibration simulation component (5) is divided into a first quadrant region (51), a second quadrant region (52), a third quadrant region (53), and a fourth quadrant region (54) via a cross calibration plate. Each of the first quadrant region (51), the second quadrant region (52), the third quadrant region (53), and the fourth quadrant region (54) is provided with two calibration loading points (6). The eight calibration loading points (6) are located on the same horizontal plane, and the vertical distance from each calibration loading point (6) to the center of the cross calibration plate is equal. The test bench (1) is equipped with eight pressure sensors (3) between the test bench (1) and the moving frame (4). The eight pressure sensors (3) correspond one-to-one with the eight calibration loading points (6), and the force measurement direction of the pressure sensor (3) is consistent with the loading direction of the corresponding calibration loading point (6).

2. The attitude control engine multi-channel thrust test bench as described in claim 1, characterized in that, The attitude control engine multi-channel thrust test bench also includes: Eight limit protection rods (7) are installed between the test bench (1) and the moving frame (4). The eight limit protection rods (7) correspond one-to-one with the eight pressure sensors (3), and the length direction of the limit protection rods (7) is consistent with the force measuring direction of the corresponding pressure sensor (3).

3. A multi-channel thrust calibration method based on the attitude control engine multi-channel thrust test bench as described in any one of claims 1-2, characterized in that, It includes the following steps: A standard positive pitching force FS1 is applied based on the calibration loading point (6) of the first quadrant region (51) towards the fourth quadrant region (54) and the calibration loading point (6) of the second quadrant region (52) towards the third quadrant region (53). Record the values ​​of four pressure sensors (3) in the same direction as the standard positive pitch force FS1, calculate the positive pitch force FS, and determine the positive pitch direction deviation coefficient.

4. The multi-channel thrust calibration method for the attitude control engine multi-channel thrust test bench as described in claim 3, characterized in that, The multi-channel thrust calibration method further includes the following steps: A standard negative pitching force FS2 is applied based on the calibration loading point (6) of the fourth quadrant region (54) towards the first quadrant region (51) and the calibration loading point (6) of the third quadrant region (53) towards the second quadrant region (52); Record the values ​​of four pressure sensors (3) in the same direction as the standard negative pitch force FS2, calculate the negative pitch force FS, and determine the negative pitch direction deviation coefficient.

5. The multi-channel thrust calibration method for the attitude control engine multi-channel thrust test bench as described in claim 3, characterized in that, The multi-channel thrust calibration method further includes the following steps: A standard positive yaw force FS3 is applied based on the calibration loading point (6) of the first quadrant region (51) towards the second quadrant region (52) and the calibration loading point (6) of the fourth quadrant region (54) towards the third quadrant region (53). Record the values ​​of four pressure sensors (3) in the same direction as the standard positive yaw force FS3, calculate the positive yaw force FS, and determine the positive yaw direction deviation coefficient.

6. The multi-channel thrust calibration method for the attitude control engine multi-channel thrust test bench as described in claim 3, characterized in that, The multi-channel thrust calibration method further includes the following steps: A standard negative yaw force FS4 is applied based on the calibration loading point (6) of the second quadrant region (52) towards the first quadrant region (51) and the calibration loading point (6) of the third quadrant region (53) towards the fourth quadrant region (54). Record the values ​​of four pressure sensors (3) in the same direction as the standard negative yaw force FS4, calculate the negative yaw force FS, and determine the negative yaw direction deviation coefficient.

7. The multi-channel thrust calibration method for the attitude control engine multi-channel thrust test bench as described in claim 3, characterized in that, The multi-channel thrust calibration method further includes the following steps: A standard positive rolling force FS5 is applied based on the calibration loading point (6) of the second quadrant region (52) towards the third quadrant region (53) and the calibration loading point (6) of the fourth quadrant region (54) towards the first quadrant region (51); Record the values ​​of eight pressure sensors (3), calculate the FS positive roll force, and determine the positive roll direction deviation coefficient.

8. The multi-channel thrust calibration method for the attitude control engine multi-channel thrust test bench as described in claim 7, characterized in that, The multi-channel thrust calibration method further includes the following steps: A standard negative rolling force FS6 is applied based on the calibration loading point (6) of the first quadrant region (51) towards the fourth quadrant region (54) and the calibration loading point (6) of the third quadrant region (53) towards the second quadrant region (52); Record the values ​​of eight pressure sensors (3), calculate the negative roll force of FS, and determine the negative roll direction deviation coefficient.

9. The multi-channel thrust calibration method for the attitude control engine multi-channel thrust test bench as described in claim 3, characterized in that, Before applying the standard positive pitch force FS1 based on the calibration loading point (6) from the first quadrant region (51) toward the fourth quadrant region (54) and the calibration loading point (6) from the second quadrant region (52) toward the third quadrant region (53), the following steps are also included: The moving frame (4) is leveled.

10. The multi-channel thrust calibration method for the attitude control engine multi-channel thrust test bench as described in claim 9, characterized in that, The leveling process for the moving frame (4) includes: Pre-tightening force is applied to the eight pressure sensors (3), and the moving frame (4) is leveled. After the moving frame (4) is leveled, the pressure sensors (3) are zeroed through the measurement and control system.

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