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CHAPTER 3
3.1 GENERAL
3. Small motions.
+ ( )+ ( )=0 (3.1)
+ ( )+ + ( )+ =0 (3.2)
The equations of motion for the two degree of freedom system can
be written in matrix form as Equation (3.3)
0 y
+ + +
0
0
+ =0 (3.3)
+
The model parameters taken from the Fokker aircraft for numerical
simulation are given in Table 3.1 to analyze the vertical vibration levels such
as acceleration, displacement and shock strut travel of the passive landing
gear.
Description Value
sprung mass ( ) 8800 kg
unsprung mass ( ) 260 kg
sprung mass stiffness rate ( ) 4.08 × 10 N/m
sprung mass damper rate ( ) 41944 N.s/m
unsprung mass tire stiffness rate ( ) 1. 59 × 10 N/m
unsprung mass tire damper rate ( ) 37411 N.s/m
36
= 2 = 41944 /
The unsprung mass damping ratio and the tire damping coefficient as
c
=
2 (k + k )m
37411Ns
c2 2 2 k2 m=
m
These parameters will yield the frequency for the body mode and
the wheel mode.
1
= 1.083
2
1 +
= = 13.951
2
0.05
0.04
0.03
0.02
0.01
0
0 1 2 3 4 5 6 7 8 9 10
time(s)
Un sprung to sprung
Mass Value(kg)
mass ratio
50% of unsprung mass 130 0.0147
Base line 260 0.0295
200% of sprung mass 520 0.0591
0.5
-0.5
-1
-1.5
-2
-2.5
0 1 2 3 4 5 6
time(s)
0.04
0.02
-0.02
-0.04
0 1 2 3 4 5 6
time(s)
50% of 200 % of
Characteristic Base line
unsprung mass unsprung mass
outcome Body response is slightly affected
Body mode 6.0723 6.0705 6.0667
frequency(rad/s)
Body settling time(s) 5.8 5.8 5.9
Body peak 0.0772 0.0773 0.0776
displacement(m)
Body peak 1.555 1.555 1.565
acceleration(m/s²)
41
-1
-2
-3
-4
0 1 2 3 4 5 6 7 8 9 10
time(s)
0.06
0.04
0.02
-0.02
-0.04
-0.06
0 1 2 3 4 5 6 7 8 9 10
time(s)
0.5
-0.5
-1
-1.5
-2
-2.5
0 1 2 3 4 5 6 7 8 9 10
time(s)
0.06
0.04
0.02
-0.02
-0.04
-0.06
0 1 2 3 4 5 6 7 8 9 10
time(s)
Figure 3.12 shows the active landing gear system consisting of low
pressure reservoir, hydraulic pump, high pressure accumulator, servo actuator
and electronic controller (Howell et al 1991). The passive system does not
include servo actuator, transducers and electronic controllers. When an
aircraft lands, the shock absorber stroke is influenced by the aircraft’s payload
and varies depending on runway excitations. The generation of active control
energy is to attenuate the vibrations to improve the ride comfort.
transducers and their signal input into the PID controller. This controller
directs the servo valve to regulate the oil flow into or out of the shock
absorber, hence producing the active control force to reduce the vibration
level and also the force transferred to the airplane (Freymann & Johnson
1985, Freymann 1987, 1991). The mathematical modeling of the active
landing gear system is as shown in Figure 3.13. By Newton’s second law, the
dynamic equation of motion is derived, is the active control force. The
equations of motion are written by using free body diagrams.
From the Figure 3.14, the equation of motion for sprung mass is
written as Equation (3.4)
+ ( )+ ( ) =0 (3.4)
From the Figure 3.15, the equation of motion for unsprung mass is
written as Equation (3.5)
+ ( )+ + ( )+ + =0
(3.5)
0 y
+ + +
0 +
0 1
+ + = 0 (3.6)
1
[ ]{ } + [ ]{ } + [ ]{ } = { } (3.7)
48
where,
[ ]= 0
0
[ ]=
+
[ ]=
+
{ }=
y
{ }=
{ }=
and
{ }=
+
{ }=[ ] { } [ ] [ ]{ } [ ] [ ]{ } (3.8)
Air spring force is the force simulating the pressure of nitrogen gas
in the upper chamber of the cylinder (Jayarami Reddy et al 1984). It is
assumed that the pressure and volume of the gas satisfies the state of
polytrophic equation of gas (3.9).
= (3.9)
where
n = polytrophic constant
50
| |
= (3.10)
where
= orifice coefficient
Friction force: The friction is proportional to the velocity and the air spring
force developed in the system. This friction model is accurate in dynamic
loading circumstances. The equation is written as Equation (3.11).
where
= co-efficient of friction
The PID control is named by three terms viz, the proportional (P),
integral (I) and derivative (D) (Shinners 1964) are summed to calculate the
output of the PID controller. It is written as Equation (3.12)
( )
= ( )+ ( )+ (3.12)
= () (3.13)
52
= () (3.14)
( )
= (3.15)
Control type
P 0.5
PI 0.45 1.25 /
PID 0.60 2 / /8
( )
= ( )+ ( )+ (3.16)
( )= ( ) ( ) (3.17)
55
( )= { () [ () ( )]} + { () () ( )}
+ { () [ () ( )]} (3.18)
piston in the servo actuator depends on the control signal from the electronic
controller.
= (3.19)
| |
= (3.20)
when the displacement of the servo valve ( ) > 0, the hydraulic oil would
have positive flow from the accumulator in to the landing gear system and a
positive control force > 0. When ( ) < 0, oil is drawn from the landing
gear in to LP reservoir so that < 0 , where ( ) is the displacement
determined from the controller as in Equation (3.18).
An assumed half sine type runway bump of height 0.10 m and wave
length 44 m (0.8*55 m/s) were generated over which the airplane travels. The
runway profile is generated as a function of time for simulations based on the
relation Time=Distance/velocity. 'The ride dynamic behavior of the aircraft
due to a sinusoidal excitation is investigated (Catt et al 1992). The excitation
frequency based on the vehicle speed and the wavelength is computed as
59
The half sine wave bump model with a height of 0.1m is designed
in Matlab/Simulink. The model is generated based on the above equation. The
product of step block and sine wave block is used in the bump model
generator. The profile generator of bump input for simulation is shown in
Figure 3.18.
Step1
Step2
1
Output
Product
0.05
Constant
Sine Wave