侧风湿滑条件飞机着陆滑跑姿态人机闭环动力学仿真分析

蔡靖; 牛玉发; 王岩; 李岳; 戴轩

doi:10.13700/j.bh.1001-5965.2023.0599

侧风湿滑条件飞机着陆滑跑姿态人机闭环动力学仿真分析

doi: 10.13700/j.bh.1001-5965.2023.0599

蔡靖^{1, 2, ,},
牛玉发¹,
王岩^{1, 3},
李岳¹,
戴轩¹

1.
中国民航大学交通科学与工程学院，天津 300300
2.
民航机场智能建造与工业化工程技术研究中心，天津 300300
3.
江苏方洋建设投资有限公司，连云港 222000

基金项目:

国家自然科学基金面上项目(52472369)；天津市技术创新引导专项(基金)-企业科技特派员项目(25YDTPJC00370)；中央高校基本科研业务费专项资金(3122022043)

详细信息

通讯作者:
E-mail：caijing75@163.com

中图分类号: U491.7
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出版历程
- 收稿日期: 2023-09-22
- 录用日期: 2023-12-15
- 网络出版日期: 2024-01-19
- 整期出版日期: 2025-11-25

Simulation analysis of human-machine closed-loop dynamics of aircraft landing and taxiing attitude under crosswind and wet runway conditions

CAI Jing^{1, 2
, ,},
NIU Yufa¹,
WANG Yan^{1, 3},
LI Yue¹,
DAI Xuan¹

1.
School of Transportation Science and Engineering，Civil Aviation University of China，Tianjin 300300，China
2.
Civil Aviation Airport Intelligent Construction and Industrialized Engineering Technology Research Center，Tianjin 300300，China
3.
Jiangsu Fangyang Construction Investment Co.，Ltd.，Lianyungang 222000，China

Funds:

General Program of the National Natural Science Foundation of China (52472369); Tianjin Special Project for Technological Innovation Guidance (Fund)-Enterprise Science and Technology Commissioner Program (25YDTPJC00370); The Fundamental Research Funds for the Central Universities (3122022043)

More Information

Corresponding author: E-mail：caijing75@163.com

摘要

摘要:
针对飞机在侧风湿滑条件下着陆滑跑易偏出跑道的问题，以民用客机A320为研究对象，利用Simulink建立了基于轮胎-湿滑道面相互作用的飞机着陆滑跑动力学模型，并基于该模型进行湿滑道面和侧风条件下的飞机着陆滑跑人机闭环仿真。对不同积水厚度、不平衡摩阻及侧风强度下的飞机着陆滑跑姿态和偏航距离进行分析，结果表明：积水厚度对飞机的侧向操纵性影响较大，较大的积水厚度会导致偏航角的峰值和终值均增大，进而使偏航距离和滑跑距离均大幅增加；10 mm及以上的道面积水厚度会使飞机在着陆滑跑的后期产生滚转振荡，极大影响飞机的侧向稳定性；道面摩阻不平衡对偏出跑道事故的影响较大，最大偏航距离达24.75 m，飞机已偏出跑道，极大影响飞机着陆滑跑的安全性；侧风强度越大，驾驶员对飞机的姿态操纵效果越差；当侧风强度增加至13.9 m/s时，滚转角在滑跑的第7.7 s便超过6°的安全限值，此时飞机的发动机或翼尖可能已经触地，其峰值达到6.57°，但此侧风强度条件下的偏航距离未超过跑道半幅宽度，可见侧风强度对飞机滚转角有着较大影响，且影响程度远超其对偏航距离的影响。在湿滑跑道管理中，应对积水厚度给予严格的13 mm禁止起降的管理，同时侧风也应小于13.9 m/s。
- 湿滑道面 /
- 侧风 /
- 人机闭环 /
- 偏出跑道 /
- 飞机姿态
Abstract:
Aiming at the problem that the aircraft is easy to deviate from the runway when landing and taxiing under slippery crosswind conditions, this paper takes the large civil aircraft A320 as the research object and uses Simulink to establish a dynamic model of aircraft landing and taxiing, including four components: wheels, landing gear, aircraft body, and pilot. Based on this model, a human-machine closed-loop simulation of aircraft taxiing under wet runway and crosswind conditions is conducted. An analysis is carried out on the landing roll attitude and yaw distance of the aircraft under different water film thicknesses, unbalanced friction, and crosswind intensities. The following conclusions are drawn: the water film thickness has a significant impact on the lateral controllability of the aircraft. A larger water thickness leads to increased peak and final values of the yaw angle, thus significantly increasing both the yaw distance and roll distance. A water film thickness of 10 mm or more can cause roll oscillations during the later stages of landing and taxiing, which greatly affects the aircraft’s lateral stability. Pavement friction imbalance has a considerable impact on runway excursion risk, with the maximum yaw distance reaching 24.75 m. The aircraft has already deviated from the runway, severely compromising landing and taxiing safety. The stronger the crosswind, the less effective the pilot’s attitude control becomes. When the crosswind speed increases to 13.9 m/s, the roll angle exceeds the safety threshold of 6° at 7.7 seconds into the taxiing phase. At this point, the aircraft’s engine or wingtip may have touched the ground, and the roll angle peaks at 6.57°. However, under this crosswind intensity, the yaw distance does not exceed half the width of the runway. This indicates that crosswind intensity has a significant effect on roll angle, far exceeding its impact on yaw distance. In wet runway management, strict control should be applied to water film thickness, with takeoff and landing prohibited at or above 13 mm, and crosswind speeds should be kept below 13.9 m/s.
- wet runway /
- crosswind /
- human-machine closed-loop /
- runway excursion /
- aircraft attitude

HTML全文

图 1 机轮滑跑刹车的受力情况

Figure 1. Force analysis of wheel braking during landing roll

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图 2 机轮Simulink计算模型

Figure 2. Simulink model of wheel model

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图 3 起落架Simulink计算模型

Figure 3. Simulink model of landing gear

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图 4 正交风法示意图

Figure 4. Orthogonal wind method

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图 5 机身湍流状态对比

Figure 5. Comparison of fuselage turbulent states

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图 6 机体Simulink计算模型

Figure 6. Simulink model of aircraft fuselage

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图 7 人机闭环仿真示意图

Figure 7. Human-machine closed-loop simulation

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图 8 飞机偏航轨迹

Figure 8. Yaw trajectory of aircraft

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图 9 飞机偏航距离及姿态角计算结果

Figure 9. Calculation results of yaw distance and attitude angles of aircraft

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图 10 积水厚度对飞机着陆滑跑姿态角的影响

Figure 10. Effect of water film thickness on aircraft landing and taxiing attitude angles

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图 11 不同积水厚度的飞机偏航距离变化曲线

Figure 11. Yaw distance curves of aircraft under different water film thicknesses

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图 12 摩阻不平衡度对飞机着陆滑跑姿态角的影响

Figure 12. Effect of friction imbalance level on landing and taxiing attitude angles of aircraft

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图 13 不同摩阻不平衡度的飞机偏航距离变化曲线

Figure 13. Yaw distance curves of aircraft under different friction imbalance levels

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图 14 侧风强度对飞机着陆滑跑偏航角的影响

Figure 14. Effect of crosswind intensity on yaw angle of aircraft during landing roll

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图 15 侧风强度对飞机着陆滑跑滚转角的影响

Figure 15. Effect of crosswind intensity on roll angle of aircraft during landing roll

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图 16 不同侧风强度的飞机偏航距离变化曲线

Figure 16. Yaw distance curves of aircraft under different crosswind intensities

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表 1 纵向摩擦系数参数

Table 1. Longitudinal friction coefficient parameters

积水厚度/mm	i
0（干燥）	−0.3×10⁻³
3	−0.9×10⁻³
5	−2.1×10⁻³
7.66	−2.9×10⁻³
10	−3.1×10⁻³
13	−4.1×10⁻³

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表 2 侧向摩擦系数参数

Table 2. Lateral friction coefficient parameters

积水厚度/mm	$ {k_1} $	$ {k_2} $
3	1.7286×10⁻⁴	−1.8571×10⁻⁶
5	3.4786×10⁻⁴	−4.500×10⁻⁶
7.66	4.6429×10⁻⁴	−6.4286×10⁻⁶
10	4.0357×10⁻⁴	−6.6429×10⁻⁶
13	6.4857×10⁻⁴	−9.4286×10⁻⁶

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表 3 PID控制参数

Table 3. PID control parameters

通道	K_p	K_I	K_D
滚转	1.39	1.27	0.48
俯仰	7.64	9.38	1.86
偏航	−4.28	−6.44	2.15

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表 4 驾驶员模型参数

Table 4. Pilot model parameters

通道	K_M	T_L/s	T_I/s	T_N/s	$ \tau $/s
滚转	8	0.05	0.05	0.55	0.12
俯仰	6	0.5	0.2	0.01	0.08
偏航	2.63	0.05	0.05	0.08	0.12

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表 5 不同积水厚度下滑跑参数

Table 5. Landing roll parameters under different water film thicknesses

积水厚度/mm	滑跑时间/s	偏航距离/m
0（干燥）	15.2	4.69
3	16.3	6.53
5	18.4	9.71
7.66	22.7	13.05
10	25.9	17.50
13	31.1	22.73

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表 6 不同摩阻不平衡度的滑跑参数

Table 6. Landing roll parameters under different friction imbalance levels

摩阻不平衡度	滑跑时间/s	偏航距离/m
3 mm-3 mm	16.3	6.53
3 mm-5 mm	16.4	11.34
3 mm-7.66 mm	16.6	14.58
3 mm-10 mm	17.1	17.81
3 mm-13 mm	18.1	24.75

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表 7 有/无驾驶员操纵状况下3 s时偏航角差值

Table 7. Yaw angle difference at 3 s with and without pilot control

侧风强度/（m·s⁻¹）	偏航角差值/（°）
3.4	0.20
5.5	0.17
8.0	0.14
10.8	0.12
13.9	0.10
17.2	0.07

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表 8 有/无驾驶员操纵状况下3 s时滚转角差值

Table 8. Roll angle difference at 3 s with and without pilot control

侧风强度/（m·s⁻¹）	滚转角差值/（°）
3.4	0.35
5.5	0.33
8.0	0.31
10.8	0.23
13.9	0.18
17.2	0.16

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表 9 不同侧风强度下偏航距离峰值

Table 9. Peak yaw distance under different crosswind intensities

侧风强度/（m·s⁻¹）	偏航距离峰值/m	偏航距离增量
3.4	3.55
5.5	5.47	1.92
8.0	7.57	2.10
10.8	9.71	2.14
13.9	11.77	2.06
17.2	14.69	2.92

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表 10 有/无驾驶员操纵状况下3 s时偏航距离差值

Table 10. Yaw distance difference at 3 s with and without pilot control

侧风强度/（m·s⁻¹）	偏航距离差值/m
3.4	0.63
5.5	0.62
8.0	0.60
10.8	0.57
13.9	0.47
17.2	0.42

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表 11 极差分析结果

Table 11. Range analysis results

着陆滑跑效果	影响因素	N₁	N₂	N₃	N₄	N₅	n₁	n₂	n₃	n₄	n₅	极差R_R
偏航距离	积水厚度	65.05	24.01	93.87	130.40	131.90	13.01	4.803	18.77	26.08	26.39	21.58
	摩阻不平衡度	48.05	76.62	104.40	115.20	101.00	9.61	15.32	20.88	23.05	20.19	13.44
	侧风强度	104.90	48.43	95.43	74.26	122.30	20.98	9.69	19.09	14.85	24.45	14.76
滚转角	积水厚度	18.19	16.15	17.44	17.46	19.18	3.64	3.23	3.49	3.49	3.84	0.61
	摩阻不平衡度	15.39	19.03	20.03	17.1	16.87	3.08	3.81	4.01	3.42	3.38	0.93
	侧风强度	11.57	11.79	13.60	22.32	29.15	2.31	2.36	2.72	4.46	5.83	3.52
偏航角	积水厚度	18.41	11.93	26.64	28.75	55.04	3.68	2.39	5.33	5.75	11.01	8.62
	摩阻不平衡度	16.14	15.96	30.36	40.37	37.93	3.229	3.19	6.07	8.07	7.59	4.88
	侧风强度	28.71	15.62	29.46	31.09	35.88	5.74	3.12	5.893	6.22	7.18	4.05

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