Study on Ride Comfort of Towbarless Aircraft Taxiing System Considering Vehicle Frame Flexibility
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摘要: 无杆飞机牵引车(TLTV)通过车架上抱轮机构将飞机前机轮夹紧、抱起,形成飞机牵引系统,通过牵引车提供动力将飞机牵引至指定地点。考虑无杆飞机牵引车柔性车架作用,基于牛顿第二定理和梁的弯曲变形理论推导无杆飞机牵引刚柔耦合系统振动微分方程,对比分析低速与高速牵引作业时,随机、脉冲机场路面激励输入工况下牵引车座椅平面、牵引车质心、飞机机体等关键测点的平顺性,研究飞机牵引系统准静态和动态力学模型的时域振动特性差异。进一步研究高速牵引作业时,飞机质量、车架柔性、牵引车质心及座椅位置对飞机牵引系统平顺性的影响规律,结果表明适当改变牵引系统关键参数可提高飞机牵引系统的平顺性。Abstract: The civil aircraft nosewheel is clamped and lifted through the pick-up and holding system of the towbarless towing vehicles (TLTV), and the aircraft is towed to the destination such as the take-off position on the runway or the maintenance hangar only driven by the TLTV. Based on Newton's second law and the bending formula of beam, the vibration differential equation of the rigid-flexible coupled TLATS is derived by considering the flexibility of the TLTV frame. The ride comfort of key measurement points such as the TLTV seat, centre of gravity (CG) of the TLTV, and the airframe under both random and bump airport road excitations during low-speed and high-speed towing operation are comparatively analysed. The differences of the time-domain vibration characteristics between the quasi-static and dynamic TLATS models are discussed.The effects of aircraft sprung mass, TLTV frame flexibility, TLTV CG and driver seat positions on the ride comfort of the rigid-flexible coupled TLATS during high-speed towing operation are further investigated. The results show that properly changing some key parameters of the TLTV could improve the TLATS ride comfort.
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表 1 无杆飞机牵引系统模型参数
参数名称 数值 参数名称 数值 牵引车质量 $ m_1 $ 1.3×104 kg 前机轮刚度 $ k_{\text{4}} $ 2×106 N/m 牵引车质心处转动惯量 $ J_1 $ 5.4×104 kg·m2 前机轮阻尼系数 $ c_4 $ 800 N·s/m 飞机质量 $ m_2 $ 6.0×104 kg 主机轮刚度 $ k_{\text{5}} $ 1×107 N/m 飞机质心处转动惯量 $ J_{\text{2}} $ 4.7×106 kg·m2 主机轮阻尼系数 $ c_5 $ 4 000 N·s/m 座椅簧上质量 $ m_3 $ 80 kg 座椅与前车轴距离 $ l_1 $ 3 000 mm 前起落架簧下质量 $ m_4 $ 400 kg 前车轴与牵引车质心距离 $ l_2 $ 500 mm 主起落架簧下质量 $ m_{\text{5}} $ 2 000 kg 抱轮机构与牵引车质心距离 $ l_3 $ 2 000 mm 牵引车前轮刚度 $ k_{\text{1f}} $ 4×106 N/m 抱轮机构与后车轴距离 $ l_4 $ 1 500 mm 牵引车前轮阻尼系数 $ c_{1{\text{f}}} $ 1 000 N·s/m 前起落架与飞机质心距离 $ l_{\text{5}} $ 15 000 mm 牵引车后轮刚度 $ k_{\text{1r}} $ 5×106 N/m 主起落架与飞机质心距离 $ l_{\text{6}} $ 1 000 mm 牵引车后轮阻尼系数 $ c_{1{\text{r}}} $ 1 000 N·s/m 座椅与牵引车质心距离 $ l_{\text{f}} $ 3 500 mm 驾驶员座椅刚度 $ k_{\text{3}} $ 1.5×104 N/m 后车轴与牵引车质心距离 $ l_{\text{r}} $ 3 500 mm 座椅阻尼系数 $ c_3 $ 300 N·s/m 表 2 起落架缓冲器参数
参数 前起落架 主起落架 初始气压P0/Pa 1.62×106 1.896×106 初始容积V0/m3 2.805×10−3 1.00×10−2 活塞有效面积Aa/m2 7.124×10−3 2.483×10−2 大气压强Ps/Pa 1.01×105 1.01×105 表 3 起落架缓冲器油腔参数
参数 前起落架 主起落架 油液作用面积Aoil/m2 4.885×10−3 1.926×10−2 油孔卸荷系数Cd 0.83 0.95 油孔面积Ad/m2 2.632×10−5 1.452×10−4 油液密度ρ0/(kg·m−3) 0.86×103 0.86×103 表 4 加速度均方根值
对象 参数/
(m·s−2)牵引速度/
(km·h−1)高低速结果
比值/%10 40 座椅平面垂向运动 $ {\bar a_w} $ 1.21 2.44 202 $ {a_w} $ 1.66 2.82 170 牵引车垂向运动 $ {a_w} $ 0.55 1.50 273 机体垂向运动 $ {a_w} $ 0.028 0.070 250 表 5 最大加速度值
对象 参数/ (m·s−2) 牵引速度/ (km·h−1) 高低速结果
比值/%10 40 座椅垂向运动 $ {a_{\max }} $ 14.26 19.87 140 牵引车垂向运动 10.16 13.28 131 机体垂向运动 0.14 0.15 107 表 6 飞机质量对车体垂向运动加速度均方根影响
m2/kg 5.0×104 6.0×104 7.0×104 aw/(m·s−2) 1.50 1.50 1.51 表 7 车架弯曲对车体垂向运动加速度均方根影响
EI/105(kN·m2) 0.7 1.0 1.19 1.3 1.7 2.1 2.5 aw/(m·s−2) 1.59 1.61 1.50 1.27 1.09 1.03 1.03 表 8 牵引车质心位置对车体垂向运动加速度均方根影响
l2/mm 200 300 400 500 600 l3/mm 2 300 2 200 2 100 2 000 1 900 aw/(m·s−2) 1.26 1.28 1.16 1.50 1.24 表 9 座椅平面加权加速度均方根值
m2/kg 5.0×104 6.0×104 7.0×104 $ {\bar a_w} $/(m·s−2) 2.44 2.44 2.45 aw/(m·s−2) 2.81 2.82 2.82 表 10 车架弯曲刚度对座椅平面加权加速度均方根值的影响
EI/105(kN·m2) 0.7 1.0 1.19 1.3 1.7 2.1 2.5 $ {\bar a_w} $/(m·s−2) 2.53 2.47 2.44 2.42 2.41 2.41 2.40 aw/(m·s−2) 2.89 2.84 2.82 2.80 2.78 2.77 2.76 表 11 牵引车座椅位置对座椅平面加权加速度均方根值的影响
lf/ mm 2500 3500 4500 $ {\bar a_w} $/(m·s−2) 2.40 2.44 2.47 aw/(m·s−2) 2.79 2.82 2.85 表 12 牵引车质心位置对座椅平面加权加速度均方根值的影响
l2/mm 200 300 400 500 600 l3/mm 2300 2200 2100 2000 1900 $ {\bar a_w} $/(m·s−2) 3.01 2.98 2.95 2.44 2.47 aw/(m·s−2) 3.49 3.44 3.41 2.82 2.84 -
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