CN113420418A - Method for judging sideslip phenomenon of airplane ground running - Google Patents
Method for judging sideslip phenomenon of airplane ground running Download PDFInfo
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- CN113420418A CN113420418A CN202110589970.XA CN202110589970A CN113420418A CN 113420418 A CN113420418 A CN 113420418A CN 202110589970 A CN202110589970 A CN 202110589970A CN 113420418 A CN113420418 A CN 113420418A
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Abstract
The application belongs to the field of airplane design, and particularly relates to a method for judging sideslip phenomenon of airplane ground running. The method comprises the following steps: the method comprises the following steps of firstly, constructing a six-degree-of-freedom airplane ground running multi-body dynamic model, wherein the six-degree-of-freedom airplane ground running multi-body dynamic model comprises a tire dynamic model; acquiring a plurality of groups of airplane running speeds and turning control angles as input variables, and inputting the input variables into the six-degree-of-freedom airplane ground running multi-body dynamic model for simulation to obtain a change curve of the lateral force of the main wheel tire on the inner side of the airplane corresponding to each airplane running speed along with time; step three, judging whether the change curve has the condition that the first preset amplitude is reduced and then the second preset amplitude is increased; if so, defining that the airplane has sideslip; if not, the airplane is defined not to have sideslip. The method and the device can quickly judge the sideslip phenomenon of the ground sliding of the airplane and have great engineering practical value.
Description
Technical Field
The application belongs to the field of airplane design, and particularly relates to a method for judging sideslip phenomenon of airplane ground running.
Background
The ground run characteristic of the airplane is an important content of airplane design, statistics show that more than fifty percent of safety accidents occur in the takeoff and landing stage of the airplane, so that the ground run of the airplane is directly related to the safety of flight tasks, and the ground run safety of the airplane is more and more emphasized in the design and development of modern airplanes. The sideslip phenomenon caused by the ground sliding of the airplane can lead to the out-of-control sliding track of the airplane, the airplane can rush out of a runway even to turn on the side when the airplane is serious, and the effective judgment of the sideslip phenomenon caused by the ground sliding of the airplane is the highest priority of the ground sliding safety of the airplane.
At present, the research on the sideslip phenomenon caused by the ground sliding of the airplane is less at home and abroad, the research on the judgment method for the sideslip phenomenon caused by the ground sliding of the airplane is basically blank in aspects, but the content is an important factor and a precondition for the safety of the ground sliding of the airplane and needs to be paid attention to.
Accordingly, a technical solution is desired to overcome or at least alleviate at least one of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
The application aims to provide a method for judging sideslip phenomenon of airplane ground running so as to solve at least one problem in the prior art.
The technical scheme of the application is as follows:
a method for judging sideslip phenomenon of airplane ground running comprises the following steps:
the method comprises the following steps of firstly, constructing a six-degree-of-freedom airplane ground running multi-body dynamic model, wherein the six-degree-of-freedom airplane ground running multi-body dynamic model comprises a tire dynamic model;
acquiring a plurality of groups of airplane running speeds and turning control angles as input variables, and inputting the input variables into the six-degree-of-freedom airplane ground running multi-body dynamic model for simulation to obtain a change curve of the lateral force of the main wheel tire on the inner side of the airplane corresponding to each airplane running speed along with time;
step three, judging whether the change curve has the condition that the first preset amplitude is reduced and then the second preset amplitude is increased;
if so, defining that the airplane has sideslip;
if not, the airplane is defined not to have sideslip.
In at least one embodiment of the present application, the tire dynamics model comprises: a tire vertical force model, a tire tangential force model, and a tire lateral force model.
In at least one embodiment of the present application, the tire vertical force model is:
wherein, FZIs a tire vertical force, CTAs a damping coefficient of vertical vibration of the tire,
f (δ) is a tire static pressure curve.
In at least one embodiment of the present application, the tire tangential force model is:
FX＝μFZ
wherein, FXIs the tire tangential force, mu is the tire tangential friction coefficient, SgIs the tire heading slip ratio, muxIs the coefficient of tire sliding friction.
Optionally, the tire lateral force model is:
Fy＝Cθθ
wherein, FyFor lateral forces of the tire, CθFor yaw stiffness, θ is the yaw angle.
In at least one embodiment of the present application, the six degree of freedom aircraft ground run multi-body dynamics model further comprises a landing gear bumper model.
In at least one embodiment of the present application, in step three, the first predetermined amplitude and the second predetermined amplitude are both 15%.
In at least one embodiment of the present application, further comprising:
and step four, obtaining the safe sliding speed range for the ground turning control of the airplane according to the change curve of the lateral force of the main wheel tire at the inner side of the airplane corresponding to the sliding speed of each airplane without sideslip.
The invention has at least the following beneficial technical effects:
the method for judging the sideslip phenomenon of the ground sliding of the airplane can quickly judge the sideslip phenomenon of the ground sliding of the airplane, is suitable for the overall design of the airplane and guides the safety assessment of the ground sliding of the airplane, and has great engineering practical value.
Drawings
FIG. 1 is a diagram illustrating lateral dynamics of a tire in a method for determining sideslip during ground run-out of an aircraft according to an embodiment of the present application;
FIG. 2 is a graph of the lateral force of an inboard main wheel tire of an aircraft over time for various skating speeds in accordance with one embodiment of the present application.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are a subset of the embodiments in the present application and not all embodiments in the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
In the description of the present application, it is to be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present application and for simplifying the description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and therefore should not be construed as limiting the scope of the present application.
The present application is described in further detail below with reference to fig. 1-2.
The application provides a method for judging sideslip phenomenon of airplane ground running, which comprises the following steps:
the method comprises the following steps of firstly, constructing a six-degree-of-freedom airplane ground running multi-body dynamic model, wherein the six-degree-of-freedom airplane ground running multi-body dynamic model comprises a tire dynamic model;
step two, acquiring a plurality of groups of airplane running speeds and turning control angles as input variables, and inputting the input variables into a six-degree-of-freedom airplane ground running multi-body dynamic model for simulation to obtain a change curve of the lateral force of the main wheel tire on the inner side of the airplane corresponding to each airplane running speed along with time;
step three, judging whether the change curve has the condition that the first preset amplitude is reduced and then the second preset amplitude is increased;
if so, defining that the airplane has sideslip;
if not, the airplane is defined not to have sideslip.
Further comprising:
and step four, obtaining the safe sliding speed range for the ground turning control of the airplane according to the change curve of the lateral force of the main wheel tire at the inner side of the airplane corresponding to the sliding speed of each airplane without sideslip.
When the running speed is too high or the steering angle is too large, the lateral force of the tire is not enough to provide the centripetal force required by turning, the tire can slide laterally to cause sharp turning, and severe sideslip even can cause the aircraft to turn over, thereby influencing the ground sliding safety of the aircraft. The undercarriage three-point layout that the aircraft extensively adopted, aircraft owner undercarriage load is greater than nose wheel load in ground motion phase, and the vertical load of mainly playing the tire is greater than the tire that rises forward, and it is nearer apart from the instantaneous center that the aircraft is decided to be normal to mainly play the tire simultaneously, and turning radius is less, and the yawing force that mainly plays the tire and provide is usually far greater than the rising forward, and the yawing force change that mainly plays the tire sideslip and arouse also is far greater than the yawing force change that the tire sideslip of rising forward brought. The slip angle of the inner leading tire is larger than that of the outer leading tire during cornering, so the inner leading tire is more likely to reach the lateral force limit and slip. And when the main tire sideslips, the turning radius of the airplane is reduced, and the sideslip phenomenon is further worsened due to the increase of the lateral force required by turning. To sum up, the method for judging sideslip phenomenon of airplane ground sliding has selected the inner main wheel to be analyzed as an airplane sliding sideslip judging point.
In a preferred embodiment of the present application, the tire dynamics model comprises: a tire vertical force model, a tire tangential force model, and a tire lateral force model.
Specifically, the tire vertical force model is as follows:
wherein, FZIs a tire vertical force, CTAs a damping coefficient of vertical vibration of the tire,
f (δ) is a tire static pressure curve.
The tire tangential force model is as follows:
FX＝μFz
in the formula, the tangential friction coefficient mu of the tire and the course slip ratio S of the tiregThe specific relationship is as follows:
wherein, FXIs the tire tangential force, mu is the tire tangential friction coefficient, SgIs the tire heading slip ratio, muxIs the coefficient of tire sliding friction.
The tire lateral force model is as follows:
Fy＝Cθθ
wherein, FyFor lateral forces of the tire, CθFor yaw stiffness, θ is the yaw angle.
The dynamics of the tire lateral force are shown in fig. 1.
According to the method for judging the sideslip phenomenon of the ground sliding of the airplane, the six-degree-of-freedom airplane ground sliding multi-body dynamics model further comprises an undercarriage buffer model.
According to the method for judging the sideslip phenomenon of the ground run of the airplane, multiple groups of information including the ground run speed of the airplane, the turning control angle and the like are given as variable input values, the ground run of the airplane is simulated, and the change curve of the lateral force of the main wheel tire on the inner side of the airplane corresponding to each ground run speed along with the time is output, as shown in fig. 2.
According to the method for judging the sideslip phenomenon in the ground sliding of the airplane, the change of the lateral force of the main wheel at the inner side is selected as the judgment condition of the sideslip phenomenon in the process of turning and sliding of the ground of the airplane. When the lateral force of the inner main wheel is obviously reduced and then obviously increased, the airplane is considered to sideslip, the reason for the phenomenon is that the lateral force is not enough to provide centripetal force after the airplane enters a steady turning stage to cause the tire to sideslip, the sliding friction force provided when the tire sideslip is caused is smaller than the static friction force when the tire does not sideslip, the lateral force of the tire is reduced, the airplane generates sideslip to change a turning parameter, and then the airplane enters a new steady turning stage again to recover the lateral force.
In a preferred embodiment of the present application, an aircraft is considered to have a sideslip when the change curve decreases by 15% and then increases by 15%.
According to the method for judging the sideslip phenomenon of the ground run of the airplane, the safe run speed range of the ground turn control of the airplane is obtained according to the curve of the lateral force of the main wheel tire on the inner side of the airplane corresponding to each run speed without sideslip along with the time, and then the airplane is controlled to be in the safe range in the actual ground run process of the airplane.
The method for judging the sideslip phenomenon during the ground sliding of the airplane judges the sideslip phenomenon during the ground sliding of the airplane, can avoid the risk of rushing out of a runway or even turning over the side during the ground turning sliding of the airplane, ensures the safety of the ground sliding and has great engineering practical value.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (8)
1. A method for judging sideslip phenomenon of airplane ground running is characterized by comprising the following steps:
the method comprises the following steps of firstly, constructing a six-degree-of-freedom airplane ground running multi-body dynamic model, wherein the six-degree-of-freedom airplane ground running multi-body dynamic model comprises a tire dynamic model;
acquiring a plurality of groups of airplane running speeds and turning control angles as input variables, and inputting the input variables into the six-degree-of-freedom airplane ground running multi-body dynamic model for simulation to obtain a change curve of the lateral force of the main wheel tire on the inner side of the airplane corresponding to each airplane running speed along with time;
step three, judging whether the change curve has the condition that the first preset amplitude is reduced and then the second preset amplitude is increased;
if so, defining that the airplane has sideslip;
if not, the airplane is defined not to have sideslip.
2. The method of claim 1, wherein the tire dynamics model comprises: a tire vertical force model, a tire tangential force model, and a tire lateral force model.
3. The method of claim 2, wherein the tire vertical force model is:
wherein, FZIs a tire vertical force, CTAs a damping coefficient of vertical vibration of the tire,
f (δ) is a tire static pressure curve.
4. The method of claim 3, wherein the tire tangential force model is:
FX＝μFZ
wherein, FXIs the tire tangential force, mu is the tire tangential friction coefficient, SgIs the tire heading slip ratio, muxIs the coefficient of tire sliding friction.
5. The method of claim 4, wherein the tire lateral force model is:
Fy＝Cθθ
wherein, FyFor lateral forces of the tire, CθFor yaw stiffness, θ is the yaw angle.
6. The method of claim 1, wherein the six-DOF model of aircraft ground run multi-body dynamics further comprises a landing gear bumper model.
7. The method of claim 1, wherein the first predetermined magnitude and the second predetermined magnitude are both 15% in step three.
8. The method of determining sideslip during ground run of an aircraft according to claim 1, further comprising:
and step four, obtaining the safe sliding speed range for the ground turning control of the airplane according to the change curve of the lateral force of the main wheel tire at the inner side of the airplane corresponding to the sliding speed of each airplane without sideslip.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114313305A (en) * | 2021-12-15 | 2022-04-12 | 中国航空工业集团公司成都飞机设计研究所 | Inspection method for reducing ground test run slippage risk of jet plane |
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Cited By (2)
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