Hydroplaning behavior of aircraft wheel group and additional resistance due to accumulated water on pavement
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摘要:
针对飞机在不同滑行状态与道面积水条件下的轮组滑水行为特征差异问题，开展道面积水附加阻力研究，改进基于道面对轮胎竖向支撑力指标的临界滑水状态判定条件。以空客A320机型主起落架为研究对象，建立双轮轮组-积水道面流固耦合滑水分析模型，对道面积水附加阻力影响因素进行规律分析。结果表明：积水附加阻力在轮胎临界滑水状态达到最大，所得临界滑水速度与NASA公式计算结果相差小于5%，且在滑水过后持续影响滑行状态，较道面支撑力更适合作为滑水分析指标；飞机着陆时轮胎高速接地可发生瞬时滑水，同等参数条件下道面积水阻力始终低于起飞过程，着陆阶段临界滑水速度较起飞阶段低8.3%~10.6%，着陆阶段飞机滑水风险更高，符合事故统计规律；轮辙变形改变道面积水条件并引起轮组内部滑水过程时空差异；仅对平整道面理想积水情况，道面积水阻力轮组系数可近似按轮胎数量计算，有轮辙道面条件下双轮轮组系数中位数低于2.0，造成着陆减速滑行过程延长。
Abstract:Aiming at the difference of hydroplaning behavior characteristics of aircraft wheel group during different taxiing processes and under various accumulated water conditions, the additional resistance of accumulated water is studied in this paper. The critical judgment index of hydroplaning traditionally based on the vertical supporting force on the tire print is improved.The main landing gear of Airbus A320 model is studied as an example. A fluid-solid coupling model of two-wheel configuration running on the pavement surface with accumulated water is established for hydroplaning analysis. Regular analysis of influence factors related to additional resistance is then carried out. Results show that the additional resistance reaches its maximum value at the critical condition of tire hydroplaning. The difference of the hydroplaning speed between the numerical simulation and NASA’s equation calculation is less than 5%. As compared with the supporting force, the additional resistance of accumulated water is considered to be more suitable for hydroplaning analysis, which may continuously affect the taxing process of aircraft after the critical state. Instantaneous hydroplaning may occur when aircraft tires land on the pavement at a rather high speed. The water resistance during landing is smaller than that during take-off. The critical hydroplaning speed during landing is reduced by 8.3%~10.6% as compared with that during take-off. Therefore, the risk of aircraft hydroplaning during landing is increased, which is in good accordance with the rules of accidental statistics. The distribution of accumulated water is affected by rut deformation of the pavement surface, which may lead to temporal and spatial differences of hydroplaning development within the wheel group.The number of tires can be approximately taken as the wheel group coefficient of water resistance with an idealized water distribution. The median value of such a coefficient is smaller than 2.0 for wheel groups running on the rut pavement surface. Thus, the overall deceleration of landing aircraft can be postponed.
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图 5 飞机轮组滑水仿真模型
Figure 5. Simulation model of hydroplaning analysis of aircraft landing gears
图 7 着陆滑行过程道面积水分布
Figure 7. Distribution of accumulated water on pavement surface during landing
图 8 不同滑行状态下道面积水阻力
Figure 8. Drag force of accumulated water on pavement surface under different taxing conditions
图 10 不同加载荷位时道面积水阻力
Figure 10. Drag force of accumulated water on pavement surface at different loading positions
图 11 轮组系数随滑行速度的变化曲线
Figure 11. Variation cures of wheel configuration coefficient versus taxing speed
指标 数值 橡胶正定常数C10 $9.9 \times {10^6}$ 橡胶正定常数C01 $8.8 \times {10^6}$ 橡胶不可压缩系数D1 $1.0 \times {10^{ - 7}}$ 
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表 2 不同加载荷位临界滑水速度比较
Table 2. Comparison of hydroplaning speed at different loading positions
测点 左轮vP/
（km·h−1）右轮vP/
（km·h−1）左右轮
相差/%与平整道面相差
（较低一侧）/%平整道面 229.7 229.7 0.0 0.0 A1加载荷位 210.7 203.6 3.5 12.8 A2加载荷位 206.8 218.5 5.7 10.0 A3加载荷位 216.4 214.1 1.1 6.8
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