| 道面摩阻不平衡对飞机着陆滑行参数影响 |
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| 引用本文： | 蔡靖,张恒,李岳,孙瑞强.道面摩阻不平衡对飞机着陆滑行参数影响[J].交通运输工程学报,2018,18(5):12-24. |
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| 作者姓名： | 蔡靖 张恒 李岳 孙瑞强 |
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| 作者单位： | 1.中国民航大学机场学院, 天津 3003002.上海民航职业技术学院空港管理系, 上海 200232 |
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| 基金项目： | 国家自然科学基金项目51508559中国民航大学省部级科研机构开放基金项目KFJJ2014JCGC07 |
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| 摘 要： | 从运动学原理入手建立飞机着陆滑行力学模型, 引入道面摩阻不平衡度, 基于实测道面摩擦因数及其摩阻不平衡度分析飞机着陆减速和匀速滑行阶段的偏航角与偏航距离的变化趋势, 并设计模型试验分析湿滑道面摩阻不平衡下飞机着陆滑行参数变化规律。研究结果表明: 当跑道中心线两侧摩阻不平衡时, 机体产生绕竖轴扭矩, 导致飞机产生偏航角和偏航距离; 摩阻不平衡度的增大导致飞机偏航角与偏航距离增大, 摩阻不平衡度由0.03增加到0.38时, 偏航角增大4倍, 偏航距离增大1倍; 减小中心线两侧的摩阻不平衡度可以有效降低飞机偏出跑道概率; 滑移率对偏航角和偏航距离影响较小; 道面摩擦因数降低, 减速滑行距离增大, 基本呈线性变化; 随着跑道接地带摩阻不平衡度增大, 飞机所产生的偏航角呈直线增长, 当摩阻不平衡度达0.165时, 偏航角达1.2°; 随着跑道接地带摩阻不平衡度增大, 偏航距离也增大, 由于减速段所产生的偏航角, 加之匀速段滑行距离较长, 70%以上的偏航距离是在匀速阶段发生的; 湿滑道面下随着中心线两侧的水膜厚度差增大, 偏航角和偏航距离均增大, 水膜厚度差从0.05mm增加到2.50mm, 偏航角增大6倍, 偏航距离增大5倍。可见, 在接地带保证飞机主起落架两侧摩阻平衡, 有利于着陆减速过程飞机偏航角的控制。
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| 关 键 词： | 机场道面 着陆滑行 摩阻不平衡 道面摩擦因数 偏航角 滑移率 偏航距离 积水厚度 |
| 收稿时间： | 2018-04-21 |
Influence of unbalanced pavement friction on landing taxiing parameters of aircraft |
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| CAI Jing,ZHANG Heng,LI Yue,SUN Rui-qiang.Influence of unbalanced pavement friction on landing taxiing parameters of aircraft[J].Journal of Traffic and Transportation Engineering,2018,18(5):12-24. |
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| Authors: | CAI Jing ZHANG Heng LI Yue SUN Rui-qiang |
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| Affiliation: | 1.Airport College, Civil Aviation University of China, Tianjin 300300, China2.Department of Airport Management, Shanghai Civil Aviation College, Shanghai 200232, China |
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| Abstract: | A mechanical model of aircraft landing taxiing was established based on the kinematics principle, and the unbalanced pavement friction degree was introduced.On the basis of the in-situ measured pavement friction coefficient and unbalanced friction degree, the variation tendencies of an aircraft's yaw angle and yaw distance during its landing deceleration and taxiing at constant speed were analyzed.The model tests were conducted, and the variation tendencies of landing taxiing parameters under unbalanced pavement friction of a wet runway were analyzed.Analysis result indicates that the unbalanced runway friction at two sides of a runway centerline leads to the aircraft turning around the vertical axis, which leads to the incurrence of yaw angle and yaw distance during aircraft landing taxiing.Increasing unbalanced pavement friction degree causes an increase in yaw angle and yaw distance during aircraft landing taxiing.When the unbalanced friction degree increases from 0.03 to 0.38, the yaw angle increases by 4 times, and the yawdistance increases by 1 time.Therefore, decreasing unbalanced friction degree at two sides of a runway centerline can effectively reduce the probability of an aircraft's runway deviation in landing taxiing.The slip ratio of tires on the aircraft has little influence on yaw angle and distance of the aircraft.When the pavement friction coefficient decreases, the taxiing distance of deceleration increases linearly.With the increase of unbalanced friction degree on the runway's landing strip, the yaw angle increases linearly.As the unbalanced friction degree reaches 0.165, the yaw angle is 1.2°.With the increases of unbalanced friction degree on the runway's landing strip, the yaw distance also increases.For the yaw angle occurring in deceleration taxiing and a long uniform velocity taxiing distance, above 70% yaw distance in landing taxiing occurrs in the uniform section.When the water film thickness difference on the two sides of wet runway center line increases, the yaw angle and yaw distance during the aircraft's landing taxiing increase as well, and as the water film thickness difference increases from 0.05 mm to 2.50 mm, the yaw angle increases by 6 times, and the yaw distance increases by 5 times.Therefore, the balance of friction at the position of the aircraft's main landing gear on the landing strip should be guaranteed, because it is beneficial to the yaw angle control during an aircraft's deceleration section. |
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