湿滑道面飞机轮胎临界滑水速度数值仿真

李岳; 蔡靖; 宗一鸣

湿滑道面飞机轮胎临界滑水速度数值仿真

中国民航大学机场学院, 天津 300300

基金项目:

国家自然科学基金项目 51508559

天津市科技计划项目 14ZCZDGX00001

中央高校基本科研业务费专项资金项目 3122014Co13

中国民航大学省部级科研机构开放基金项目 KFJJ2014JCGCO7

详细信息

作者简介:
李岳(1984-), 男, 天津人, 中国民航大学讲师, 工学博士, 从事机场工程研究

通讯作者:
蔡靖(1975-), 女, 河北唐山人, 中国民航大学副教授, 工学博士

中图分类号: V226.8
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出版历程
- 收稿日期: 2017-07-13
- 刊出日期: 2017-10-25

Numerical simulation of critical hydroplaning speed of aircraft tire under wet pavement condition

Airport College, Civil Aviation University of China, Tianjin 300300, China

More Information

Author Bio:
LI Yue(1984-), male, lecturer, PhD, leoliyue@163.com

Corresponding author: CAI Jing(1975-), female, associate professor, PhD, jcai@cauc.edu.cn

摘要

摘要: 采用ABAQUS建立了基于CEL算法的飞机轮胎与积水道面流固耦合分析模型, 推导了轮胎接触面动水压强与道面竖向支撑力表达式, 对比了飞机起飞与着陆过程中的滑行状态, 提出了临界滑水速度的上下限解概念, 校核了轮胎模型静态变形与动态滑水特征, 研究了胎压、胎纹与水膜厚度的影响规律, 分析了轮胎接地面积与动水压强分布。仿真结果表明: 在76.6kN轴载作用下, 轮胎模型接地面积为0.076m2, 轮胎中心竖向变形约为3.27cm, 轮胎临界滑水速度为128.5~222.4km·h^-1, 与NASA轮胎滑水试验数据一致, 验证了仿真模型的合理性和适用性; 在胎压为1 140kPa时, 减速冲击条件下飞机轮胎临界滑水速度为163km·h^-1, 小于加速冲击时的上限226km·h^-1, 轮胎接地面积明显减小, 道面支撑力低于机轮轴载的10%;在450~1 109kPa胎压范围内, 减速冲击时临界滑水速度下限较NASA经验公式计算结果更为保守, 两者相差30⁷0km·h^-1; 轮胎纵向沟槽排水可降低轮胎前缘动水压强峰值, 增大轮胎接地面积, 减速冲击时带纹轮胎临界滑水速度较光滑轮胎提高了26.9%~28.8%, 增幅约为加速冲击时的2倍; 当道面水膜厚度由3mm增加至13mm时, 胎压为1 140kPa的飞机轮胎临界滑水速度上下限分别降低了85km·h^-1和43km·h^-1; 在低胎压、厚水膜与减速冲击条件下, 临界滑水速度下限仅为127km·h^-1, 低于常见飞机进近接地速度205~250km·h^-1, 因此, 滑水事故风险增加。
- 飞机轮胎 /
- 湿滑道面 /
- 流固耦合分析模型 /
- 临界滑水速度 /
- CEL算法 /
- 轮胎接地轮廓 /
- 动水压强
Abstract: A fluid-solid coupling analysis model of aircraft tire and wet pavement based on CEL algorithm was developed by using ABAQUS.The expressions of hydrodynamic pressure of tire contact and vertical supporting force of pavement were derived.The taxiing conditions between aircraft take-off and landing process were compared.The concepts of upper and lower limit solutions of critical hydroplaning speed were proposed.The features of static deformation and dynamic hydroplaning of tire model were verified.The influence rules of tire pressure, tire pattern and water-film thickness were discussed. The contact area and distribution of hydrodynamic pressure for tire were analyzed.Simulation result indicates that the tire contact area is0.076 m2 under axle load of 76.6 kN, the vertical deformation at the centre of tire is 3.27 cm, and thecritical hydroplaning speed is 128.5-222.4 km·h^-1, which is in consistence with the result of NASA's tire hydroplaning test.Therefore, the rationality and feasibility of simulation model are proved.When tire pressure is 1 140 kPa, the critical hydroplaning speed of aircraft tire under decelerating impact is 163 km·h^-1 and lower than upper limit of accelerating impact (226 km·h^-1), the tire contact area obviously reduces, and the supporting force from the pavement to the tire is less than 10% of wheel load.In comparison with the calculation result of NASA's empirical equation, the lower limits of critical hydroplaning speed under decelerating impact are more conservative within the scope of tire pressure from 450 kPa to 1 109 kPa, and the difference is30-70 km·h^-1.The drainage effect of radial tire pattern can reduce the peak value of hydrodynamic pressure at the leading edge of aircraft tire and increase the tire contact area.The critical hydroplaning speed of aircraft tire with tire pattern under decelerating impact increases by26.9%-28.8% comparing with the speed of smooth tire, and the amplification is twice as much as that of accelerating impact.As the water-film thickness increases from 3 mm to 13 mm, the upper and lower limits of critical hydroplaning speed of aircraft tire respectively reduce by 85 km·h^-1 and 43 km·h^-1 when the tire pressure is 1 140 kPa.In case of lower tire pressure and thicker water-film, the lower limit of critical hydroplaning speed is merely 127 km·h^-1 under decelerating impact and lower than most aircrafts'landing speeds 205-250 km·h^-1, so the risk of hydroplaning accident increases.
- aircraft tire /
- wet pavement /
- fluid-solid coupling analysis model /
- critical hydroplaning speed /
- Coupled Eulerian-Lagrangian algorithm /
- tire print /
- hydrodynamic pressure

HTML全文

图 1 轮胎与积水道面相互作用模型

Figure 1. Interaction model of tire and wet pavement

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图 2 滑水分析有限元模型

Figure 2. FEM of hydroplaning analysis

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图 3 轮胎接地面积曲线

Figure 3. Curve of tire contact area

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图 4 轮胎竖向变形曲线

Figure 4. Vertical deformation curve of tire

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图 5 流固耦合面特征

Figure 5. Feature of fluid-solid coupling interface

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图 6 支撑力曲线

Figure 6. Curves of supporting force

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图 7 加速与减速冲击时支撑力曲线

Figure 7. Curves of supporting force under accelerating and decelerating impact

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图 8 轮胎接地面特征

Figure 8. Tire contact features

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图 9 减速冲击时支撑力曲线

Figure 9. Curves of supporting force under deceleration impact

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图 10 临界滑水速度比较

Figure 10. Comparison of critical hydroplaning speeds

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图 11 不同胎纹轮胎接地面特征

Figure 11. Tire contact features with different tire patterns

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图 12 水膜厚度3mm时轮胎接地面特征

Figure 12. Tire contact features when water-film thickness is 3mm

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图 13 水膜厚度5mm时轮胎接地面特征

Figure 13. Tire contact features when water-film thickness is 5mm

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图 14 水膜厚度7.66mm时轮胎接地面特征

Figure 14. Tire contact features when water-film thickness is 7.66mm

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图 15 水膜厚度10mm时轮胎接地面特征

Figure 15. Tire contact features when water-film thickness is 10mm

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图 16 水膜厚度13mm时轮胎接地面特征

Figure 16. Tire contact features when water-film thickness is 13mm

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图 17 不同水膜厚度时临界滑水速度曲线

Figure 17. Curves of critical hydroplaning speed under different water-film thickness conditions

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表 1 轮胎参数

Table 1. Tire parameters

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表 2 流体材料参数

Table 2. Parameters of fluid material

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表 3 临界滑水速度比较

Table 3. Comparison of critical hydroplaning speeds km·h^-1

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表 4 胎纹对轮胎临界滑水速度影响

Table 4. Influence of tire pattern on critical hydroplaning speed

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