Mechanical Properties of Radial-Ply Aircraft Tires

Tanner, John A.; Daugherty, Robert H.; Smith, Henry Clay

doi:10.4271/2005-01-3438

Cited by 14 publications

(13 citation statements)

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“…A wheel with a pneumatic tire of radius R is mounted on an axle that is connected to a strut via a mechanical caster (trail) of length e. The landing gear experiences a vertical load F z while moving with a forward velocity V. The load F z includes not only the static weight of the remainder of the aircraft but also the moments exerted on the gear due to its acceleration and deceleration. This modeling practice is also used in the literature [2,20]. Moreover, during testing of an aircraft, F z is measured as one of the main parameters.…”

Section: Model Of a Nose Landing Gearmentioning

confidence: 99%

Bifurcation Analysis of Nose-Landing-Gear Shimmy with Lateral and Longitudinal Bending

Thota

Krauskopf

Lowenberg

2010

Journal of Aircraft

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This work develops and studies a model of an aircraft nose landing gear with torsional, lateral, and longitudinal degrees of freedom. The corresponding three modes are coupled in a nonlinear fashion via the geometry of the landing gear in the presence of a nonzero rake angle, as well as via the nonlinear tire forces. Their interplay may lead to different types of shimmy oscillations as a function of the forward velocity and the vertical force on the landing gear. Methods from nonlinear dynamics, especially numerical continuation of equilibria and periodic solutions, are used to asses how the three modes contribute to different types of shimmy dynamics. In conclusion, the longitudinal mode does not actively participate in the nose-landing-gear dynamics over the entire range of forward velocity and vertical force. Nomenclature c = longitudinal bending damping of strut c = lateral bending damping of strut c = damping coefficient of elastic tire c = torsional damping of strut e = caster length e eff = effective caster length F K = lateral tire force or cornering force F z = vertical load on the gear h = contact patch length of elastic tire I x = moment of inertia of strut with regard to x axis I y = moment of inertia of strut with regard to y axis I z = moment of inertia of strut with regard to z axis k = self-aligning coefficient of elastic tire k = longitudinal bending stiffness of strut k = lateral bending stiffness of strut k = restoring coefficient of elastic tire k = torsional stiffness of strut L = relaxation length l g = gear height M D = moment due to tire lateral damping M D = moment due to damping in the longitudinal mode M D = moment due to damping in the lateral bending mode M D = moment due to damping in the torsional mode M K = self-aligning moment due to tire force M K = moment due to stiffness in the longitudinal mode M K = moment due to stiffness in the lateral bending mode M K = moment due to stiffness in the torsional mode M = coupling moment between the tire deformation and longitudinal mode M = coupling moment between the tire deformation and lateral mode R = radius of nose wheel V = forward velocity of the aircraft m = self-aligning moment limit = longitudinal bending angle = wheel tilt or camber angle = lateral bending angle = swivel angle = rake angle = torsion angle

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Section: Model Of a Nose Landing Gearmentioning

confidence: 99%

Bifurcation Analysis of Nose-Landing-Gear Shimmy with Lateral and Longitudinal Bending

Thota

Krauskopf

Lowenberg

2010

Journal of Aircraft

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“…According to the small angle approximation [29,30], the result of Eq. 8 can be simplified as a linear function:…”

Section: Landing Gear Modellingmentioning

confidence: 99%

Temperature elevation of aircraft tyre surface at touchdown with pre-rotations

Wang

2023

CEAS Aeronaut J

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The runway and landing gear speed difference causes non-negligible friction at touchdown, generating vital heat to raise the tyre tread temperature. The resulting material decomposition reduces tread thickness and significantly impacts flight safety and the environment. Airline operators also need to pay the cost of frequent tyre replacement. The pre-rotation strategy has been proposed to prevent high-speed friction at touchdown. Therefore, a mathematical algorithm is established on MATLAB to simulate the tyre friction and heat generation with various pre-rotation levels. The algorithm is validated by experiments, and a transient thermos-mechanical analysis on ANSYS is used as a reference. The presenting work is one of the few that uses theoretical modelling to simulate tyre heat generation. The formulas presented therein, including Laplace's equation, make the results reliable and traceable. It can be seen that the developed algorithm is capable of calculating the tyre temperature. The pre-rotation can efficiently reduce the friction strength at touchdown. However, when the pre-rotation speed is relatively low, a slight increase in maximum tyre temperature may occur, and the specific reasons for this will be in the discussion.

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“…2). In contrast to the bias tyre, the radial tyre is a kind of pneumatic tyre whose ply cords extend to the beads and are laid substantially at 90 • to the centreline of the tread, the carcass being stabilised by an essentially inextensible circumferential belt (11,12) .…”

Section: Aircraft Tyre Numerical Modellingmentioning

confidence: 99%

Numerical and experimental testing of aircraft tyre impact during landing

et al. 2021

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The capability of aircraft tyres to sustain landing impact loads is essential for flight landing safety. Hence, the development of a reliable experimental database is necessary to validate numerical models. The experimental data on aircraft tyre landing impact in the public literature are somewhat sparse. This paper describes a detailed design rig for aircraft tyre impact testing. A finite element model is then created and simulated using a finite element tool (ABAQUS). Inflation and static load simulations are analysed based on the FE tyre model to confirm its reliability. Comparison of experimental measurements with the results reveals that the model can predict the significant features of aircraft tyre impact in a landing scenario. Very little experimental data are publicly available to verify aircraft tyre models. Therefore, the experimental data in this paper fill this gap in the literature.

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Mechanical Properties of Radial-Ply Aircraft Tires

Cited by 14 publications

References 0 publications

Bifurcation Analysis of Nose-Landing-Gear Shimmy with Lateral and Longitudinal Bending

Bifurcation Analysis of Nose-Landing-Gear Shimmy with Lateral and Longitudinal Bending

Temperature elevation of aircraft tyre surface at touchdown with pre-rotations

Numerical and experimental testing of aircraft tyre impact during landing

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