1、Advances in Aircraft Brakes and Tires P150940_PT-171.indb 1 8/18/15 10:15 AMOther SAE books of interest: No Fault Found: The Search for the Root Cause By S. Khan, I.K. Jennions, P. Phillips and C. Hockley (Product Code: R-441) Ice Accretion and Icing Technologies By R. J. Flemming (Product Code: PT-
2、163) Spotlight on Design: Sensors, Fluid Measurements and Avionics(Product Code: SOD-007/1) For more information or to order a book, contact: SAE INTERNATIONAL 400 Commonwealth Drive Warrendale, PA 15096 Phone: +1.877.606.7323 (U.S. and Canada only) or +1.724.776.4970 (outside U.S. and Canada) Fax:
3、+1.724.776.0790 Email: CustomerServicesae.org Website: books.sae.org P150940_PT-171.indb 2 8/18/15 10:15 AMAdvances in Aircraft Brakes and Tires By R. Kyle Schmidt Warrendale, Pennsylvania, USA P150940_PT-171.indb 3 8/18/15 10:15 AM Copyright 2015 SAE International eISBN: 978-0-7680-8249-4Copyright
4、2015 SAE International. All rights reserved. Printed in the United States of America No part of this publication may be reproduced, stored in a retrieval system, distributed, or transmitted, in any form or by any means without the prior written permission of SAE International. For permission and lic
5、ensing requests, contact SAE Permissions, 400 Commonwealth Drive, Warrendale, PA 15096-0001 USA; e-mail: copyrightsae.org; phone: 724-772-4028; fax: 724-772- 9765. Library of Congress Catalog Number 2015947584 SAE Order Number PT-171 http:/dx.doi.org/10.4271/pt-171 Information contained in this work
6、 has been obtained by SAE International from sources believed to be reliable. However, neither SAE International nor its authors guarantee the accuracy or completeness of any information published herein and neither SAE International nor its authors shall be responsible for any errors, omissions, or
7、 damages arising out of use of this information. This work is published with the understanding that SAE International and its authors are supplying information, but are not attempting to render engineering or other professional services. If such services are required, the assistance of an appropriat
8、e professional should be sought. ISBN-Print 978-0-7680-8236-4 ISBN-PDF 978-0-7680-8249-4 ISBN-epub 978-0-7680-8251-7 ISBN-prc 978-0-7680-8250-0 To purchase bulk quantities, please contact SAE Customer Service e-mail: CustomerServicesae.org phone: +1.877.606.7323 (inside USA and Canada) +1.724.776.49
9、70 (outside USA) fax: +1.724.776.0790 Visit the SAE Bookstore at books.sae.org 400 Commonwealth Drive Warrendale, PA 15096 E-mail: CustomerServicesae.org Phone: +1.877.606.7323 (inside USA and Canada)+1.724.776.4970 (outside USA) Fax: +1.724.776.0790 P150940_PT-171.indb 4 8/18/15 10:15 AMv Table of
10、Contents Introduction . 1 Tires 3 Mechanical Properties of Radial-Ply Aircraft Tires (2005-01-3438) .5 Hydroplaning of H-Type Aircraft Tires (2004-01-3119) 19 Control Systems 27 A Longitudinal Slip Tire Model for Brake Control Systems: Features and Uses in Simulation, Control Synthesis and Stability
11、 Analysis (2002-01-2949) .29 A Sliding Mode Observer Based ABS for Aircraft and Land Vehicles (2003-01-0252) 39 Braking Systems with New IMA Generation (2011-01-2662) .47 Brakes . 53 Predicting Landing Gear Carbon Brake Vibration and Performance via Subscale Test and Analysis (2005-01-3437) .55 Adso
12、rption and Desorption Effects on Carbon Brake Material Friction and Wear Characteristics (2005-01-3436) .65 Reducing Aircraft Brake Squeal with a Damped Brake-Rod (2000-01-5599) 83 Asymmetric Approach in Solving Aircraft Brake Vibration (2002-01-2948) 87 The Effect of Wear Groove on Vibration and No
13、ise of Aircraft Brakes: Theoretical and Experimental Evidence (2008-01-2557) .95 Aircraft Electric Brakes - Technical Development (2002-01-2946) 103 Appendix .113 About the Editor .117 P150940_PT-171.indb 5 8/18/15 10:15 AMP150940_PT-171.indb 6 8/18/15 10:15 AMIntroduction An aircrafts interface wit
14、h the groundthrough its wheels, tires, and brakesis critical to ensure safe and reliable operation. Tires, brakes, and brake control have long been areas of active development for aircraft use. This book intends to pick up where previous, similar, books have left off: PT-37, Aircraft Landing Gear Sy
15、stems, published in 1990, and PT-66, Emerging Technologies in Aircraft Landing Gear, published in 1997, provide an overview of the state of the art at that time. Much of what is published in those books remains relevant today. In the intervening years, significant advancements have occurred with alm
16、ost all civil airliners entering service with radial tires, and the Boeing 787 having entered service in 2011 with electrically actuated carbon- carbon brakes. The papers contained in this book are divided into three sections: Tires, Control Systems, and Brakes. A selection of the most relevant pape
17、rs published by SAE International on these matters in the past fifteen years is included. The papers have been chosen to provide significant interest to those engineers working in the landing gear field. With almost all current large civil aircraft (and many smaller aircraft) opting exclusively for
18、carbon-carbon brakes, a number of papers addressing the challenges of this technology are included. Papers touching on tire behavior and papers discussing brake control strategies are provided. For those looking for more information on aircraft landing gears, brakes, and tires, the SAE A-5 committee
19、 (the Aerospace Landing Gear Systems Committee), which meets twice a year, serves as a useful forum for discussion on landing gear issues and development. The committee members produce standards, information reports, and recommended practices for the landing gear community. A current listing of docu
20、ments produced and maintained by the A-5 committee is included in the appendix. 1 P150940_PT-171.indb 1 8/18/15 10:15 AMP150940_PT-171.indb 2 8/18/15 10:15 AMTires P150940_PT-171.indb 3 8/18/15 10:15 AMCopyright 2005 SAE International ABSTRACT Tire mechanical property data from several radial-ply ai
21、rcraft tires have been analyzed and compared to empirical bias-ply tire property models developed by the National Aeronautics and Space Administration (NASA) in the late 1950s. Radial tire data from high-speed testing on the NASA Aircraft Landing Dynamics Facility and low-speed radial-ply tire data
22、obtained from qualification testing by various tire manufacturers are compared to the empirical bias-ply models. Data from the NASA tests and the tire manufacturer qualification tests show similar trends. Measured tire mechanical properties computed from both radial-ply data sets are in disagreement
23、 with the predicted tire material properties computed from the NASA bias-ply models. INTRODUCTION Designers and analysts of aircraft landing gear systems must have basic knowledge of aircraft tire mechanical properties in order to solve dynamic problems associated with takeoff, landing, and taxi ope
24、rations. Tire mechanical properties influence the design of nose- and main-gear steering systems. These tire properties interact with the dynamic response of aircraft antiskid braking systems. They are a critical element in the development of accurate landing gear shimmy analyses. Landing gear desig
25、ners use these tire properties to define efficient landing gear configurations for a myriad of aircraft mission requirements. Developers of aircraft ground handling simulators use these tire properties to define accurate models of aircraft taxi, takeoff, and landing operations. Smiley and Horne 1wro
26、te the definitive report on bias-ply aircraft tire mechanical properties in 1960. This Technical Report, usually referred to by its official NASA designation “R-64”, has been used throughout the landing gear community as the major source for estimating tire mechanical properties. Tanner et al. 2 con
27、firmed several of the basic tire mechanical property prediction models of Smiley and Horne in 1981. Prior to the mid 1980s all aircraft tires were designed and manufactured using bias-ply construction techniques. This basic tire design goes back to the very beginning of the pneumatic tire industry.
28、In the mid 1980s new aircraft tires of radial-ply design were introduced to the commercial and military aircraft fleets. Over the last 20 years the radial-ply tire has become a major player in the aviation community, and many of todays commercial and military aircraft are using radial- ply tires exc
29、lusively. This increase in radial-ply tire utilization creates a need to evaluate the ability of the NASA empirical tire models to predict radial-ply tire mechanical properties accurately. Daugherty 3conducted a series of tests on the NASA Langley Research Center Aircraft Landing Dynamics Facility 4
30、to evaluate tire mechanical properties of three different radial-ply aircraft tires at speeds up to 200 knots in 2003. The purpose of this paper is to evaluate selected mechanical properties of radial-ply aircraft tires from experimental data, and to compare these measured tire mechanical properties
31、 with predicted tire mechanical properties calculated from the empirical models developed in the NASA Technical Report R-64. This effort was greatly aided by the Bridgestone Corporation and the Michelin Group, which provided additional radial-ply tire data from their test facilities to compliment th
32、e initial experimental data reported by Daugherty. This study compares radial-ply tire mechanical property measurements derived from NASA and tire manufacturer test data with the predicted tire mechanical property values calculated from the NASA models defined in R-64 and based on a bias-ply tire da
33、ta base. RADIAL-PLY TIRE DATA AND ANALYSIS TIRE CONSTRUCTION COMPARISON Construction details of bias-ply and radial-ply aircraft tires are highlighted in figures 1 and 2 respectively. Typical tire design details shown in figure 1 indicate that the bias-ply tire carcass is constructed from a number o
34、f rubber and nylon plies. Consecutive carcass plies exhibit nylon cord bias angles of alternating sign relative to the tread circumferential center line. The carcass plies are wrapped around the wire bead to form the basic tire shape, and the bias-ply tire bead can consist of one, two or three wire
35、bundles. 2005-01-3438 Mechanical Properties of Radial-Ply Aircraft Tires John A. Tanner The Boeing Company Robert H. Daugherty U. S. Navy Henry C. Smith University of Idaho P150940_PT-171.indb 4 8/18/15 10:15 AM5 Copyright 2005 SAE International ABSTRACT Tire mechanical property data from several ra
36、dial-ply aircraft tires have been analyzed and compared to empirical bias-ply tire property models developed by the National Aeronautics and Space Administration (NASA) in the late 1950s. Radial tire data from high-speed testing on the NASA Aircraft Landing Dynamics Facility and low-speed radial-ply
37、 tire data obtained from qualification testing by various tire manufacturers are compared to the empirical bias-ply models. Data from the NASA tests and the tire manufacturer qualification tests show similar trends. Measured tire mechanical properties computed from both radial-ply data sets are in d
38、isagreement with the predicted tire material properties computed from the NASA bias-ply models. INTRODUCTION Designers and analysts of aircraft landing gear systems must have basic knowledge of aircraft tire mechanical properties in order to solve dynamic problems associated with takeoff, landing, a
39、nd taxi operations. Tire mechanical properties influence the design of nose- and main-gear steering systems. These tire properties interact with the dynamic response of aircraft antiskid braking systems. They are a critical element in the development of accurate landing gear shimmy analyses. Landing
40、 gear designers use these tire properties to define efficient landing gear configurations for a myriad of aircraft mission requirements. Developers of aircraft ground handling simulators use these tire properties to define accurate models of aircraft taxi, takeoff, and landing operations. Smiley and
41、 Horne 1wrote the definitive report on bias-ply aircraft tire mechanical properties in 1960. This Technical Report, usually referred to by its official NASA designation “R-64”, has been used throughout the landing gear community as the major source for estimating tire mechanical properties. Tanner e
42、t al. 2 confirmed several of the basic tire mechanical property prediction models of Smiley and Horne in 1981. Prior to the mid 1980s all aircraft tires were designed and manufactured using bias-ply construction techniques. This basic tire design goes back to the very beginning of the pneumatic tire
43、 industry. In the mid 1980s new aircraft tires of radial-ply design were introduced to the commercial and military aircraft fleets. Over the last 20 years the radial-ply tire has become a major player in the aviation community, and many of todays commercial and military aircraft are using radial- pl
44、y tires exclusively. This increase in radial-ply tire utilization creates a need to evaluate the ability of the NASA empirical tire models to predict radial-ply tire mechanical properties accurately. Daugherty 3conducted a series of tests on the NASA Langley Research Center Aircraft Landing Dynamics
45、 Facility 4to evaluate tire mechanical properties of three different radial-ply aircraft tires at speeds up to 200 knots in 2003. The purpose of this paper is to evaluate selected mechanical properties of radial-ply aircraft tires from experimental data, and to compare these measured tire mechanical
46、 properties with predicted tire mechanical properties calculated from the empirical models developed in the NASA Technical Report R-64. This effort was greatly aided by the Bridgestone Corporation and the Michelin Group, which provided additional radial-ply tire data from their test facilities to co
47、mpliment the initial experimental data reported by Daugherty. This study compares radial-ply tire mechanical property measurements derived from NASA and tire manufacturer test data with the predicted tire mechanical property values calculated from the NASA models defined in R-64 and based on a bias-
48、ply tire data base. RADIAL-PLY TIRE DATA AND ANALYSIS TIRE CONSTRUCTION COMPARISON Construction details of bias-ply and radial-ply aircraft tires are highlighted in figures 1 and 2 respectively. Typical tire design details shown in figure 1 indicate that the bias-ply tire carcass is constructed from
49、 a number of rubber and nylon plies. Consecutive carcass plies exhibit nylon cord bias angles of alternating sign relative to the tread circumferential center line. The carcass plies are wrapped around the wire bead to form the basic tire shape, and the bias-ply tire bead can consist of one, two or three wire bundles. 2005-01-3438 Mechanical Properties of Radial-Ply Aircraft Tires John A. Tanner The Boeing Company Robert H. Daugherty U. S. Navy Henry C. Smith University of Idaho P150940_PT-171.indb 5 8/18/15 10:15 AM6 Figure 1: Bias-ply aircraft tire construction. Figur
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