CN117184445B - Model parameter equivalent correction method for aircraft tire rigidity test - Google Patents
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Abstract
The invention discloses a model parameter equivalent correction method for testing the rigidity of an aircraft tire, which relates to the technical field of aircraft tests and comprises the following steps: s1, constructing a test system; s2, testing; s3, fitting data. According to the invention, the rigidity test under the influence of various motion states of the aircraft tire can be realized, the equivalent aircraft tire rotating speed and the equivalent vibration frequency which can be completed under the laboratory condition can be obtained according to the actual aircraft tire rotating speed and the vibration frequency, and finally the equivalent aircraft tire rotating speed and the equivalent vibration frequency are imported into a shimmy analysis model, so that the precision of shimmy analysis of the undercarriage can be improved, and the stability analysis precision of the aircraft running can be improved.
Description
Technical Field
The invention relates to the technical field of airplane testing, in particular to a model parameter equivalent correction method for airplane tire rigidity testing.
Background
In the process of shimmy of the landing gear, the lateral force and the aligning moment of the tyre of the aviation aircraft are closely related to the running speed and the vibration frequency of the tyre. The research report of the American Raney center shows that the rigidity of the aircraft tire changes along with the rolling state, running speed and vibration frequency of the tire, and the dynamic characteristics of the rolling tire are greatly different from those of the rolling tire by comparing the dynamic characteristics of the rolling tire, wherein the torsional rigidity of the rolling tire is less than one third of the torsional rigidity of the rolling tire. Tire models used in shimmy analysis, such as Smiley models, moreland models, magic formulas, etc., in which the tire lateral force, the aligning moment are only functions of the tire lateral deformation, and the influence of the tire running speed and vibration frequency on the tire lateral load is not considered, so that the models are not accurate enough, and the errors of the calculated response and the actual physical process are large. The light design requirements of the aircraft and the landing gear are improved, and the accuracy requirements on shimmy analysis are higher, so that the influence of the motion state on the lateral dynamics performance of the aircraft tire is necessary to be considered in the shimmy analysis.
Disclosure of Invention
Aiming at the problems, the invention provides a model parameter equivalent correction method for testing the rigidity of an aircraft tire.
The technical scheme of the invention is as follows:
a model parameter equivalent correction method for testing the rigidity of an aircraft tire comprises the following steps:
s1, constructing a test system: a torsion actuator is arranged between an upper support column and a lower support column of a landing gear of an aircraft to be tested and used for adjusting the deflection angle and the vibration frequency of an aircraft tire, the landing gear is fixed at the bottom of a hanging basket through a clamp, two sides of the hanging basket are in sliding connection with sliding rails through sliding blocks, a vertical actuator is arranged at the top of the hanging basket and is fixedly arranged at the top of a test room, the sliding rails are fixedly arranged on fixed cross beams at two sides of the test room, and a flywheel is arranged below the test room;
s2, testing: the flywheel is driven to rotate, the aircraft tire is lowered through the vertical actuator to be in contact with the rotating flywheel, the angle and the vibration frequency of the aircraft tire are adjusted through the torsion actuator, and under the condition that the ratio of the rotation speed of the aircraft tire to the vibration frequency is the same, the lateral dynamics characteristic of the aircraft tire is approximate, and the rotation speed of the aircraft tire is required to be simulatedv 1 And vibration frequencyf 1 Substituting into an equivalent formula, the equivalent formula is:
λ=f 1 /v 1 ，
in the method, in the process of the invention,λis equivalent coefficient;
due to the on-line measurement ofThe capability of the torsion actuator in the test is limited, and the driving frequency is difficult to reach the vibration frequency which is more than 15Hz of the landing gear of the real aircraft, so that the equivalent aircraft tire rotating speed is adoptedv 2 And equivalent vibration frequencyf 2 Replacing aircraft tyre speeds requiring simulationv 1 And vibration frequencyf 1 Equivalent aircraft tire speedv 2 And equivalent vibration frequencyf 2 Substituted into the equivalent formula to satisfyλ=f 2 /v 2 Thus, at equivalent vibration frequencyf 2 Equivalent coefficientλAfter determination, can passv 2 =f 2 /λCalculating the equivalent aircraft tire rotational speedv 2 ；
S3, fitting data: by equivalent aircraft tyre speedv 2 And equivalent vibration frequencyf 2 Fitting the formula of the change of the correction moment amplitude of the aircraft tire along with the change of the speed and the vibration frequency, wherein the formula is represented by a torsional rigidity correction coefficient, and the formula is as follows:
，
in the method, in the process of the invention,τ t1 for the true torsional stiffness correction factor,τ t2 is an equivalent torsional rigidity correction coefficient;
by equivalent aircraft tyre speedv 2 And equivalent vibration frequencyf 2 Fitting the formula of the lateral force amplitude of the aircraft tire as a function of speed and vibration frequency, expressed by the lateral stiffness correction coefficient, as follows:
，
in the method, in the process of the invention,τ l1 for a true lateral stiffness correction factor,τ l2 is an equivalent lateral stiffness correction coefficient.
Further, in the step S1, the flywheel is driven by a driving motor, two shock absorbers are respectively arranged on two sides of the top of the hanging basket, and the bottom of each shock absorber is connected with the fixed cross beam.
Description: the problem that data fluctuation is too large in the test process is avoided through the shock absorber.
Further, strain gauges are adhered to the torque arms on two sides of the landing gear in the step S1.
Description: dynamic response data is monitored by strain gauges.
Further, the vibration frequency in the step S2f 1 The range of the value is 10-20 Hz, and the equivalent vibration frequencyf 2 The range of the value is 0.25-1 Hz.
Description: the defined vibration frequency range is the usual vibration frequency range of an aircraft tire in general.
Further, the aircraft tire rotational speed in the step S2v 1 The value range of the speed is 10-125 m/s, and the rotation speed of the tire of the equivalent aircraft is the same as that of the tire of the equivalent aircraftv 2 The value range of the catalyst is 2-20 m/s.
Description: the defined rotational speed of the aircraft tire is the usual rotational speed of the aircraft tire in general.
Further, in the step S2, 10-20 groups of dynamic response data of the aircraft tires are tested together, wherein the dynamic response data includes deflection angles of the aircraft tiresαVertical load of aircraft tireF z And the side loads and aligning moments of the aircraft tires.
Description: and (5) collecting multiple groups of dynamic response data through monitoring so as to realize data fitting.
Furthermore, the data needs to be standardized before the data fitting in the step S3, and the standardized processing method is as follows: assuming the aircraft tire speedv 1 Correction moment amplitude of aircraft tire in rangeMIs 1, and the amplitude of the aligning moment of the aircraft tyreMDetermined by the following formula:
，
in the method, in the process of the invention,k α is a correction moment coefficient, 1m/rad is taken,α m is to limit the angle, take 0.1745rad,αis the deflection angle of the aircraft tire,F z is the vertical load of the aircraft tire;
deflection angles of multiple sets of aircraft tires obtained from dynamic response dataαVertical load of aircraft tireF z Data of (2) and equivalent aircraft tire rotational speedv 2 With equivalent vibration frequencyf 2 Changing the data to obtain the equivalent torsional rigidity correction coefficientτ t2 Is shown as follows:
simultaneously obtaining a parameter a through data inversion 1 、a 2 、a 3 、a 4 、a 5 Is a value of (2);
assuming the aircraft tire speedv 1 Transverse forces of aircraft tyres in rangeFAmplitude maximum 1, while the lateral force of the aircraft tyreFDetermined by the following formula:
，
in the method, in the process of the invention,k λ is the lateral force coefficient of the aircraft tire;
by equivalent aircraft tyre speedv 2 With equivalent vibration frequencyf 2 Changing the data to obtain the equivalent lateral rigidity correction coefficientτ l2 Is shown as follows:
，
simultaneously obtaining a parameter a through data inversion 6 Is a value of (2).
Description: the influence of the running speed and the vibration frequency of the aircraft tire on the side load of the aircraft tire is added into the model, so that the landing gear runout calculation model is more accurate, and the error between the calculation response and the actual physical process is greatly reduced.
Preferably, when the frequency of vibrationf 1 When the frequency of the frequency is 20Hz,a 1 ＝0.88，a 2 =2.1，a 3 ＝0.75，a 4 ＝0.5，a 5 ＝20，a 6 =20。
preferably, the aircraft tyre is subjected to vertical loadsF z The range of the value is 30-700 kN.
The beneficial effects of the invention are as follows:
(1) According to the model parameter equivalent correction method for the aircraft tire rigidity test, a test system of the aircraft tire rigidity is constructed, the rigidity test under the influence of various motion states of the aircraft tire can be realized, the equivalent aircraft tire rotating speed and the equivalent vibration frequency which can be completed under the laboratory condition are obtained in an equivalent manner according to the real rotating speed and the vibration frequency of the aircraft tire, and finally the equivalent aircraft tire rotating speed and the equivalent vibration frequency are imported into a shimmy analysis model, so that the precision of shimmy analysis of an undercarriage can be improved, and the analysis precision of the running stability of the aircraft can be improved;
(2) According to the model parameter equivalent correction method for the aircraft tire rigidity test, data fitting is achieved by monitoring and collecting multiple groups of dynamic response data, and the influences of the aircraft tire running speed and the vibration frequency on the side load of the aircraft tire are added into the model, so that the landing gear runout calculation model is more accurate, and errors between calculation response and actual physical processes are greatly reduced.
Drawings
FIG. 1 is a schematic diagram of a test system in a model parameter equivalent correction method for testing the rigidity of an aircraft tire;
FIG. 2 is a flow chart of a model parameter equivalent correction method for testing the rigidity of an aircraft tire;
FIG. 3 shows the equivalent torsional rigidity correction factor in the experimental example of the present inventionτ t2 Is a fitting coefficient curve of (1);
FIG. 4 shows an equivalent lateral stiffness correction system in the experimental example of the present inventionNumber of digitsτ l2 Is a fitting coefficient curve of (1);
the device comprises a 1-torsion actuator, a 2-clamp, a 3-hanging basket, a 4-sliding block, a 5-sliding rail, a 6-vertical actuator, a 7-fixed cross beam, an 8-flywheel, a 9-driving motor and a 10-shock absorber.
Description of the embodiments
Example 1: the model parameter equivalent correction method for the aircraft tire rigidity test is shown in fig. 1, and comprises the following steps:
s1, constructing a test system: as shown in fig. 2, a torsion actuator 1 is installed between an upper support and a lower support of a landing gear of an aircraft to be tested, the landing gear is fixed at the bottom of a hanging basket 3 through a clamp 2, two sides of the hanging basket 3 are in sliding connection with a sliding rail 5 through sliding blocks 4, a vertical actuator 6 is arranged at the top of the hanging basket 3, the vertical actuator 6 is fixedly arranged at the top of a test room, the sliding rail 5 is fixedly arranged on a fixed cross beam 7 at two sides of the test room, a flywheel 8 is arranged below the test room, strain gauges are adhered on the torsion arms at two sides of the landing gear, the flywheel 8 is driven by a driving motor 9, a shock absorber 10 is respectively arranged at two sides of the top of the hanging basket 3, and the bottom of the shock absorber 10 is connected with the fixed cross beam 7;
s2, testing: the flywheel 8 is driven to rotate, the aircraft tire is lowered through the vertical actuator 6 to be in contact with the rotating flywheel 8, the angle and the vibration frequency of the aircraft tire are adjusted through the torsion actuator 1, and under the condition that the ratio of the rotation speed and the vibration frequency of the aircraft tire is the same, the lateral dynamics characteristic of the aircraft tire is approximate, and the rotation speed of the aircraft tire is required to be simulatedv 1 And vibration frequencyf 1 Substituting into an equivalent formula, the equivalent formula is:
λ=f 1 /v 1 ，
in the method, in the process of the invention,λis equivalent coefficient;
because the capability of the torsion actuator 1 is limited in the test, the driving frequency is difficult to reach the vibration frequency which is more than 15Hz of a real aircraft landing gear, and the equivalent aircraft tire rotating speed is adoptedv 2 And equivalent vibration frequencyf 2 Instead of requiring simulationAircraft tire rotational speedv 1 And vibration frequencyf 1 Equivalent aircraft tire speedv 2 And equivalent vibration frequencyf 2 Substituted into the equivalent formula to satisfyλ=f 2 /v 2 Thus, at equivalent vibration frequencyf 2 Equivalent coefficientλAfter determination, can passv 2 =f 2 /λCalculating the equivalent aircraft tire rotational speedv 2 The method comprises the steps of carrying out a first treatment on the surface of the Frequency of vibrationf 1 The minimum value of (2) is 10Hz, the maximum value is 20Hz, and the equivalent vibration frequency isf 2 The minimum value of (2) is 0.25Hz, the maximum value is 1Hz, and the rotating speed of the aircraft tire is the same as that of the aircraft tirev 1 The minimum value of (2) is 10m/s, the maximum value is 125m/s, and the equivalent aircraft tire rotating speed is the same as that of the aircraft tirev 2 The minimum value of (2) is 2m/s and the maximum value is 20m/s;
a total of 15 sets of dynamic response data for aircraft tires are tested, the dynamic response data including deflection angles of the aircraft tiresαVertical load of aircraft tireF z And side loads and aligning moments of the aircraft tires;
s3, fitting data: by equivalent aircraft tyre speedv 2 And equivalent vibration frequencyf 2 Fitting the formula of the change of the correction moment amplitude of the aircraft tire along with the change of the speed and the vibration frequency, wherein the formula is represented by a torsional rigidity correction coefficient, and the formula is as follows:
，
in the method, in the process of the invention,τ t1 for the true torsional stiffness correction factor,τ t2 is an equivalent torsional rigidity correction coefficient;
by equivalent aircraft tyre speedv 2 And equivalent vibration frequencyf 2 Fitting the formula of the lateral force amplitude of the aircraft tire as a function of speed and vibration frequency, expressed by the lateral stiffness correction coefficient, as follows:
，
in the method, in the process of the invention,τ l1 for a true lateral stiffness correction factor,τ l2 is an equivalent lateral stiffness correction coefficient;
and step S3, before data fitting, data are required to be subjected to standardized processing, wherein the standardized processing method comprises the following steps: assuming the aircraft tire speedv 1 Correction moment amplitude of aircraft tire in rangeMIs 1, and the amplitude of the aligning moment of the aircraft tyreMDetermined by the following formula:
，
in the method, in the process of the invention,k α is a correction moment coefficient, 1m/rad is taken,α m is to limit the angle, take 0.1745rad,αis the deflection angle of the aircraft tire,F z is the vertical load of the aircraft tyre,F z the minimum value of (2) is 30kN, and the maximum value is 700kN;
deflection angle of 15 groups of aircraft tires obtained from dynamic response dataαVertical load of aircraft tireF z Data of (2) and equivalent aircraft tire rotational speedv 2 With equivalent vibration frequencyf 2 Changing the data to obtain the equivalent torsional rigidity correction coefficientτ t2 Is shown as follows:
simultaneously obtaining a parameter a through data inversion 1 、a 2 、a 3 、a 4 、a 5 Is a value of (2);
assuming the aircraft tire speedv 1 Transverse forces of aircraft tyres in rangeFAmplitude maximum 1, while the lateral force of the aircraft tyreFDetermined by the following formula:
，
in the method, in the process of the invention,k λ is the lateral force coefficient of the aircraft tire;
by equivalent aircraft tyre speedv 2 With equivalent vibration frequencyf 2 Changing the data to obtain the equivalent lateral rigidity correction coefficientτ l2 Is shown as follows:
，
simultaneously obtaining a parameter a through data inversion 6 Is a value of (2);
at the vibration frequencyf 1 When the frequency of the frequency is 20Hz,a 1 ＝0.88，a 2 =2.1，a 3 ＝0.75，a 4 ＝0.5，a 5 ＝20，a 6 =20。
example 2: this embodiment differs from embodiment 1 in that:
in step S2, dynamic response data of 10 sets of aircraft tires are tested together.
Example 3: this embodiment differs from embodiment 1 in that:
in step S2, dynamic response data of 20 sets of aircraft tires are tested together.
Experimental example: next, a field test was performed according to the method of example 1, and an equivalent torsional rigidity correction coefficient was finally obtained based on an empirical formula obtained from the curves of 15 sets of dynamic response dataτ t2 The fitting coefficient curve of (2) is shown in figure 3, and the abscissa in figure 3 represents the equivalent aircraft tire rotational speedv 2 The ordinate is the aligning moment coefficientk α The method comprises the steps of carrying out a first treatment on the surface of the According to the empirical formula obtained by the curves of 15 groups of dynamic response data, the equivalent lateral stiffness correction coefficient is finally obtainedτ l2 The fitting coefficient curve of (2) is shown in FIG. 4, and the abscissa in FIG. 4 represents the equivalent aircraft tire rotational speedv 2 The ordinate is the coefficient of lateral force of the aircraft tyrek λ In combination with the simulation in FIG. 4The result is obtained by inversion of the data, when the equivalent vibration frequency isf 2 When the frequency of the frequency is 20Hz,a 1 ＝0.88，a 2 =2.1，a 3 ＝0.75，a 4 ＝0.5，a 5 ＝20，a 6 =20。
Claims (9)
1. the model parameter equivalent correction method for the aircraft tire rigidity test is characterized by comprising the following steps of:
s1, constructing a test system: a torsion actuator (1) is arranged between an upper support and a lower support of a landing gear of an aircraft to be tested and used for adjusting the deflection angle and the vibration frequency of an aircraft tire, the landing gear is fixed at the bottom of a hanging basket (3) through a clamp (2), two sides of the hanging basket (3) are in sliding connection with a sliding rail (5) through sliding blocks (4), a vertical actuator (6) is arranged at the top of the hanging basket (3), the vertical actuator (6) is fixedly arranged at the top of a test room, the sliding rail (5) is fixedly arranged on a fixed cross beam (7) at two sides of the test room, and a flywheel (8) is arranged below the test room;
s2, testing: the flywheel (8) is driven to rotate, the aircraft tire is lowered through the vertical actuator (6) to be in contact with the rotating flywheel (8), the angle and the vibration frequency of the aircraft tire are adjusted through the torsion actuator (1), and under the condition that the ratio of the rotation speed of the aircraft tire to the vibration frequency is the same, the lateral dynamics characteristic of the aircraft tire is approximate, and the rotation speed of the aircraft tire needs to be simulatedv 1 And vibration frequencyf 1 Substituting into an equivalent formula, the equivalent formula is:
λ=f 1 /v 1 ，
in the method, in the process of the invention,λis equivalent coefficient;
because the capability of the torsion actuator (1) is limited in the test, the driving frequency is difficult to reach the vibration frequency which is more than 15Hz of a real aircraft landing gear, and the equivalent aircraft tire rotating speed is adoptedv 2 And equivalent vibration frequencyf 2 Replacing aircraft requiring simulationTyre speedv 1 And vibration frequencyf 1 Equivalent aircraft tire speedv 2 And equivalent vibration frequencyf 2 Substituted into the equivalent formula to satisfyλ=f 2 /v 2 Thus, at equivalent vibration frequencyf 2 Equivalent coefficientλAfter determination, can passv 2 =f 2 /λCalculating the equivalent aircraft tire rotational speedv 2 ；
S3, fitting data: by equivalent aircraft tyre speedv 2 And equivalent vibration frequencyf 2 Fitting the formula of the change of the correction moment amplitude of the aircraft tire along with the change of the speed and the vibration frequency, wherein the formula is represented by a torsional rigidity correction coefficient, and the formula is as follows:
，
in the method, in the process of the invention,τ t1 for the true torsional stiffness correction factor,τ t2 is an equivalent torsional rigidity correction coefficient;
by equivalent aircraft tyre speedv 2 And equivalent vibration frequencyf 2 Fitting the formula of the lateral force amplitude of the aircraft tire as a function of speed and vibration frequency, expressed by the lateral stiffness correction coefficient, as follows:
，
in the method, in the process of the invention,τ l1 for a true lateral stiffness correction factor,τ l2 is an equivalent lateral stiffness correction coefficient.
2. The model parameter equivalent correction method for the aircraft tire rigidity test according to claim 1, wherein in the step S1, the flywheel (8) is driven by a driving motor (9), two shock absorbers (10) are respectively arranged on two sides of the top of the hanging basket (3), and the bottom of each shock absorber (10) is connected with the fixed cross beam (7).
3. The method for equivalently correcting parameters of a model for testing the rigidity of an aircraft tire according to claim 1, wherein strain gauges are adhered to torsion arms on two sides of the landing gear in the step S1.
4. The method for model parameter equivalent correction for aircraft tire stiffness test according to claim 1, wherein the vibration frequency in step S2 is as followsf 1 The range of the value is 10-20 Hz, and the equivalent vibration frequencyf 2 The range of the value is 0.25-1 Hz.
5. The method for model parameter equivalent correction for aircraft tire stiffness test according to claim 1, wherein in step S2, the aircraft tire rotational speed isv 1 The value range of the speed is 10-125 m/s, and the rotation speed of the tire of the equivalent aircraft is the same as that of the tire of the equivalent aircraftv 2 The value range of the catalyst is 2-20 m/s.
6. The method for model parameter equivalent correction for aircraft tire rigidity testing according to claim 1, wherein in the step S2, 10-20 groups of dynamic response data of aircraft tires are tested together, and the dynamic response data comprise deflection angles of the aircraft tiresαVertical load of aircraft tireF z And the side loads and aligning moments of the aircraft tires.
7. The model parameter equivalent correction method for testing the rigidity of an aircraft tire according to claim 6, wherein the data is required to be standardized before the fitting of the data in the step S3, and the standardized processing method is as follows: assuming the aircraft tire speedv 1 Correction moment amplitude of aircraft tire in rangeMIs 1, and the amplitude of the aligning moment of the aircraft tyreMDetermined by the following formula:
，
in the method, in the process of the invention,k α is a correction moment coefficient, 1m/rad is taken,α m is to limit the angle, take 0.1745rad,αis the deflection angle of the aircraft tire,F z is the vertical load of the aircraft tire;
deflection angles of multiple sets of aircraft tires obtained from dynamic response dataαVertical load of aircraft tireF z Data of (2) and equivalent aircraft tire rotational speedv 2 With equivalent vibration frequencyf 2 Changing the data to obtain the equivalent torsional rigidity correction coefficientτ t2 Is shown as follows:
simultaneously obtaining a parameter a through data inversion 1 、a 2 、a 3 、a 4 、a 5 Is a value of (2);
assuming the aircraft tire speedv 1 Transverse forces of aircraft tyres in rangeFAmplitude maximum 1, while the lateral force of the aircraft tyreFDetermined by the following formula:
，
in the method, in the process of the invention,k λ is the lateral force coefficient of the aircraft tire;
by equivalent aircraft tyre speedv 2 With equivalent vibration frequencyf 2 Changing the data to obtain the equivalent lateral rigidity correction coefficientτ l2 Is shown as follows:
，
simultaneously obtaining a parameter a through data inversion 6 Is a value of (2).
8. The method for model parameter equivalent correction for aircraft tire stiffness testing according to claim 7, wherein when the vibration frequency isf 1 When the frequency of the frequency is 20Hz,a 1 ＝0.88，a 2 =2.1，a 3 ＝0.75，a 4 ＝0.5，a 5 ＝20，a 6 =20。
9. the method for model parameter equivalent correction for aircraft tire stiffness testing according to claim 7, wherein the aircraft tire vertical loadF z The range of the value is 30-700 kN.
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| JP3876244B2 (en) * | 2003-09-19 | 2007-01-31 | 横浜ゴム株式会社 | Tire parameter value derivation method, tire cornering characteristic calculation method, tire design method, vehicle motion analysis method, and program |
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| US5926017A (en) * | 1996-07-04 | 1999-07-20 | Continental Aktiengesellschaft | Device for measuring the rotary frequency of a rotating vehicle wheel and vehicle tire for use in the device |
| CA2587750A1 (en) * | 2004-11-18 | 2006-05-26 | Messier-Dowty Inc. | Method and system for health monitoring of aircraft landing gear |
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