道面摩阻不平衡对飞机着陆滑行参数影响

蔡靖; 张恒; 李岳; 孙瑞强

doi:10.19818/j.cnki.1671-1637.2018.05.002

道面摩阻不平衡对飞机着陆滑行参数影响

doi: 10.19818/j.cnki.1671-1637.2018.05.002

蔡靖^1,,
张恒²,
李岳¹,
孙瑞强¹

1.
中国民航大学机场学院, 天津 300300
2.
上海民航职业技术学院空港管理系, 上海 200232

基金项目:

国家自然科学基金项目 51508559

中国民航大学省部级科研机构开放基金项目 KFJJ2014JCGC07

详细信息

作者简介:
蔡靖(1975-), 女, 河北滦州人, 中国民航大学副教授, 工学博士, 主要从事机场道面结构性能及其监测技术研究

中图分类号: U416.2
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出版历程
- 收稿日期: 2018-04-21
- 刊出日期: 2018-10-25

Influence of unbalanced pavement friction on landing taxiing parameters of aircraft

1.
Airport College, Civil Aviation University of China, Tianjin 300300, China
2.
Department of Airport Management, Shanghai Civil Aviation College, Shanghai 200232, China

More Information

Author Bio:
CAIJing(1975-), female, associate professor, PhD, caijing75@163.com

Article Text (Baidu Translation)

摘要

摘要: 从运动学原理入手建立飞机着陆滑行力学模型, 引入道面摩阻不平衡度, 基于实测道面摩擦因数及其摩阻不平衡度分析飞机着陆减速和匀速滑行阶段的偏航角与偏航距离的变化趋势, 并设计模型试验分析湿滑道面摩阻不平衡下飞机着陆滑行参数变化规律。研究结果表明: 当跑道中心线两侧摩阻不平衡时, 机体产生绕竖轴扭矩, 导致飞机产生偏航角和偏航距离; 摩阻不平衡度的增大导致飞机偏航角与偏航距离增大, 摩阻不平衡度由0.03增加到0.38时, 偏航角增大4倍, 偏航距离增大1倍; 减小中心线两侧的摩阻不平衡度可以有效降低飞机偏出跑道概率; 滑移率对偏航角和偏航距离影响较小; 道面摩擦因数降低, 减速滑行距离增大, 基本呈线性变化; 随着跑道接地带摩阻不平衡度增大, 飞机所产生的偏航角呈直线增长, 当摩阻不平衡度达0.165时, 偏航角达1.2°; 随着跑道接地带摩阻不平衡度增大, 偏航距离也增大, 由于减速段所产生的偏航角, 加之匀速段滑行距离较长, 70%以上的偏航距离是在匀速阶段发生的; 湿滑道面下随着中心线两侧的水膜厚度差增大, 偏航角和偏航距离均增大, 水膜厚度差从0.05mm增加到2.50mm, 偏航角增大6倍, 偏航距离增大5倍。可见, 在接地带保证飞机主起落架两侧摩阻平衡, 有利于着陆减速过程飞机偏航角的控制。
- 机场道面 /
- 着陆滑行 /
- 摩阻不平衡 /
- 道面摩擦因数 /
- 偏航角 /
- 滑移率 /
- 偏航距离 /
- 积水厚度
Abstract: A mechanical model of aircraft landing taxiing was established based on the kinematics principle, and the unbalanced pavement friction degree was introduced.On the basis of the in-situ measured pavement friction coefficient and unbalanced friction degree, the variation tendencies of an aircraft's yaw angle and yaw distance during its landing deceleration and taxiing at constant speed were analyzed.The model tests were conducted, and the variation tendencies of landing taxiing parameters under unbalanced pavement friction of a wet runway were analyzed.Analysis result indicates that the unbalanced runway friction at two sides of a runway centerline leads to the aircraft turning around the vertical axis, which leads to the incurrence of yaw angle and yaw distance during aircraft landing taxiing.Increasing unbalanced pavement friction degree causes an increase in yaw angle and yaw distance during aircraft landing taxiing.When the unbalanced friction degree increases from 0.03 to 0.38, the yaw angle increases by 4 times, and the yawdistance increases by 1 time.Therefore, decreasing unbalanced friction degree at two sides of a runway centerline can effectively reduce the probability of an aircraft's runway deviation in landing taxiing.The slip ratio of tires on the aircraft has little influence on yaw angle and distance of the aircraft.When the pavement friction coefficient decreases, the taxiing distance of deceleration increases linearly.With the increase of unbalanced friction degree on the runway's landing strip, the yaw angle increases linearly.As the unbalanced friction degree reaches 0.165, the yaw angle is 1.2°.With the increases of unbalanced friction degree on the runway's landing strip, the yaw distance also increases.For the yaw angle occurring in deceleration taxiing and a long uniform velocity taxiing distance, above 70% yaw distance in landing taxiing occurrs in the uniform section.When the water film thickness difference on the two sides of wet runway center line increases, the yaw angle and yaw distance during the aircraft's landing taxiing increase as well, and as the water film thickness difference increases from 0.05 mm to 2.50 mm, the yaw angle increases by 6 times, and the yaw distance increases by 5 times.Therefore, the balance of friction at the position of the aircraft's main landing gear on the landing strip should be guaranteed, because it is beneficial to the yaw angle control during an aircraft's deceleration section.
- airport pavement /
- landing taxiing /
- unbalanced friction /
- pavement friction coefficient /
- yaw angle /
- slip ratio /
- yaw distance /
- thickness of water

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图 1 飞机二维运动受力

Figure 1. Aircraft's two dimensional motion force

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图 2 摩阻不平衡度对滑行参数影响

Figure 2. Influence of unbalanced friction degree on taxiing parameters

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图 3 某机场跑道

Figure 3. Runway of an airport

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图 4 干燥道面摩擦因数

Figure 4. Friction coefficients of dry pavement

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图 5 积水道面摩擦因数

Figure 5. Friction coefficients of water pavement

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图 6 积雪道面摩擦因数

Figure 6. Friction coefficients of snowy pavement

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图 7 减速段滑行距离

Figure 7. Taxiing distance at deceleration section

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图 8 减速段偏航角

Figure 8. Yaw angle at deceleration section

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图 9 减速段偏航距离

Figure 9. Yaw distance at deceleration section

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图 10 匀速段偏航距离

Figure 10. Yaw distance at uniform section

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图 11 着陆滑行全段偏航角

Figure 11. Yaw angle during whole landing taxiing section

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图 12 着陆滑行全段偏航距离

Figure 12. Yaw distance during whole landing taxiing section

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图 13 模型试验

Figure 13. Model test

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图 14 各工况下的偏航角与偏航距离

Figure 14. Yaw angles and yaw distances under different conditions

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表 1 跑道中心线两侧道面条件

Table 1. Pavement conditions at two sides of runway

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表 2 飞机着陆滑行参数

Table 2. Aircraft landing taxiing parameters

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表 3 不同滑移率下的偏航角

Table 3. Yaw angles at different slip ratios (°)

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表 4 不同滑移率下的偏航距离

Table 4. Yaw distances at different slip ratios m

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表 5 干燥道面摩擦因数与摩阻不平衡度

Table 5. Friction coefficients and unbalanced friction degrees of dry pavement

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表 6 积水道面摩擦因数与摩阻不平衡度

Table 6. Friction coefficients and unbalanced friction degrees of water pavement

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表 7 积雪道面摩擦因数与摩阻不平衡度

Table 7. Friction coefficients and unbalanced friction degrees of snowy pavement

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表 8 跑道X端减速段滑行参数

Table 8. Taxiing parameters at deceleration section of X end

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表 9 跑道Y端减速段滑行参数

Table 9. Taxiing parameters at deceleration section of Y end

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表 10 跑道X端匀速段滑行参数

Table 10. Taxiing parameters at uniform section of X end

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表 11 跑道Y端匀速段滑行参数

Table 11. Taxiing parameters at uniform section of Y end

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表 12 着陆滑行参数

Table 12. Parameters of landing taxiing

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表 13 亚克力板摩擦因数

Table 13. Friction coefficients of acrylic plate

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表 14 水膜厚度与摩阻不平衡度

Table 14. Water film thicknesses and unbalanced friction degrees

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表 15 各工况下试验结果

Table 15. Test results under different conditions

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表 16 各工况下试验结果(还原)

Table 16. Test results under different conditions (reduction)

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表 17 试验结果对比

Table 17. Comparison of test results

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