| Citation: | LI Y，HU Y Q，CAI J，et al. Hydroplaning risk of aircraft tire based on variable weight theory-normal cloud model[J]. Journal of Beijing University of Aeronautics and Astronautics，2023，49（9）：2299-2305 （in Chinese） doi: 10.13700/j.bh.1001-5965.2021.0680
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Aiming at the randomness and fuzziness features of hydroplaning behavior of aircraft tires, a new safety evaluation methodology of tire hydroplaning is established on the basis of normal cloud model. The variable weight theory is adopted in order to adjust the weight value dynamically. The penalty function of variable weight is used to reduce the subjective impact of constant weight value on evaluation results. A fluid-solid coupling model of aircraft tire landing on wet pavement is developed for numerical analysis. The selection of five independent variables as the influencing determinants of hydroplaning risk includes aircraft wheel load, taxiing speed, water-film thickness, pavement friction coefficient, and groove depth. The comprehensive membership degree is then calculated based on the digital features of the single-factor cloud model and variable weight vector. The risk level and classification standard of aircraft tire hydroplaning is then established by multivariate decision. The case study of several accident symptoms of tire hydroplaning that took place in an airport located in a rainy mountainous area indicates that only a simplified conclusion of allowed/not-allowed landing or taking off of aircraft can be obtained by using critical hydroplaning speed as an evaluation criterion. By comparing the evaluation results of constant weight and variable weight theory, the safety factor of Case 1 is increased from 1.09 to 1.17 and that of Case 2 is increased from 2.09 to 2.94. The difference in airport runways under different running conditions can be quantitatively described. Although the risk levels of tire hydroplaning are both within the acceptable range, evaluation results derived from variable weight theory can be more conservative. As for Case 3, the safety factor is increased from 3.13 to 3.74 and the risk level is increased to level IV(unacceptable). Although the water-film thickness on the pavement surface complies with the top limit criteria, it is still possible to greatly increase the likelihood of tire hydroplaning, which is compatible with the actual risk scenario. The conclusions can be used as a reference for the classified safety management of pavement operation.
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