Airplane pavement arresting analysis method based on metal honeycomb material

Abstract

The invention provides an airplane pavement arresting analysis method based on a metal honeycomb material. The airplane pavement arresting analysis method comprises the following steps: selecting a traditional metal material and preparing the metal honeycomb material; the method comprises the following steps: laying a metal honeycomb material on an airplane pavement, and constructing a tire-honeycomb material coupling mechanical spring model according to the deformation contour characteristics of the metal honeycomb material; analyzing the stress and energy absorption of the tire by using a tire-honeycomb material coupling mechanical spring model to obtain the total resistance of the tire; and combining a tire-honeycomb material coupling mechanical spring model and an aircraft arresting kinetic equation to construct a mechanical model so as to predict the arresting distance, the arresting acceleration curve, the speed curve and the undercarriage bearing dragging force curve of various models of aircrafts. By designing the honeycomb material, higher energy absorption efficiency and more stable arresting capacity are provided, the nose landing gear can be better protected against damage, and the arresting requirements of aircrafts of various models are met.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft arresting, and particularly to an aircraft pavement arresting analysis method based on metal honeycomb materials. Background Art

[0002] Aircraft running off the runway accidents have become one of the most common problems in aviation accidents around the world. To prevent civil airliners from flying out of the runway, an aircraft pavement arresting system is installed at the end of the airport runway to stop the aircraft running off the runway. The aircraft pavement arresting system, also known as the Engineered Materials Arresting System (EMAS for short), is a safety facility arranged in the runway end safety area, which uses the energy absorption characteristics of crushable materials to arrest the aircraft rushing into it.

[0003] Currently, foam concrete materials are mostly selected for the emergency arrest of civil aviation transport aircraft in the aircraft pavement arresting system. When the aircraft runs out of control due to an accident and rushes out of the runway, the wheels will crush these foam materials, and the kinetic energy of the aircraft is absorbed through the crushing of the materials, so that the aircraft gradually decelerates and finally stops within the arresting area. However, this material has problems such as energy absorption efficiency, durability, and environmental protection in aircraft pavement arresting, and foam concrete has the disadvantages of easy aging, poor water resistance, and a large amount of dust generated after being crushed. At the same time, there are currently some small-scale airports restricted by terrain and other conditions, which cannot provide a long enough arresting distance and are not suitable for the existing aircraft pavement arresting system. Summary of the Invention

[0004] In order to overcome the deficiencies of the prior art, the purpose of the present invention is to provide an aircraft pavement arresting analysis method based on metal honeycomb materials, which can provide higher energy absorption efficiency and smoother arresting ability by designing honeycomb materials, not only can better protect the nose landing gear from damage, but also is suitable for the arresting requirements of various types of aircraft.

[0005] To achieve the above purpose, the present invention provides the following solution: An aircraft pavement arresting analysis method based on metal honeycomb materials, comprising the following steps:

[0006] Select a traditional metal material, prepare the selected metal material into a honeycomb structure to obtain honeycomb cells, and then join multiple said honeycomb cells together through connecting plates to obtain metal honeycomb materials;

[0007] Lay the metal honeycomb materials on the aircraft pavement. When the tires roll over the metal honeycomb materials, a tire-honeycomb material coupled mechanical spring model is constructed according to the deformation profile characteristics of the metal honeycomb materials;

[0008] Using the tire-honeycomb material coupled mechanical spring model, analyze the tire force and energy absorption to obtain the total tire resistance;

[0009] Combining the tire-honeycomb material coupled mechanical spring model and the aircraft arresting dynamics equation, construct a mechanical model, verify the mechanical model, and then use the verified mechanical model to predict the stopping distances, arresting acceleration curves, speed curves, and landing gear bearing drag force curves of multiple types of aircraft.

[0010] Optionally, the honeycomb cell includes a cell and a cell wall, the honeycomb cell is a regular hexagon with a side length of 4 mm, the elastic modulus of the metal material is 68 GPa, and the yield strength is 76 MPa.

[0011] Optionally, lay the metal honeycomb material on the aircraft runway. When the tire rolls over the metal honeycomb material, construct a tire-honeycomb material coupled mechanical spring model according to the deformation profile characteristics of the metal honeycomb material, including:

[0012] Lay the metal honeycomb material on the aircraft runway. When the tire rolls over the metal honeycomb material, the metal honeycomb material undergoes regular deformation and generates a supporting force and a drag force on the tire;

[0013] According to the generated supporting force and drag force, and in accordance with the deformation profile characteristics of the metal honeycomb material, conduct deformation analysis of the metal honeycomb material in the direction perpendicular to the tire movement direction;

[0014] Preset a deformation threshold. Taking the deformation threshold as the critical point, divide the deformation analysis process of the metal honeycomb material into two parts: the analysis of the constant compression displacement process and the analysis of the variable compression displacement process.

[0015] Optionally, using the tire-honeycomb material coupled mechanical spring model, analyze the tire force and energy absorption to obtain the total tire resistance, including:

[0016] Select a tire and use the tire-honeycomb material coupled mechanical spring model to describe the coupling effect between the tire and the honeycomb material to obtain the drag force and supporting force when there are multiple tires on the landing gear under normal circumstances; the expressions for the drag force and supporting force are:

[0017]

[0018] where F ND and F NT are respectively the drag force and the supporting force exerted by the metal honeycomb material on the landing gear, D is the number of tires on the landing gear, μ0 is the friction coefficient between the tire and the honeycomb material, α i is the angle between the i-th tire spring and the horizontal direction, B is the tire width, fvi is the vertical component of the spring unit force;

[0019] Calculate the total resistance on the tire from the perspective of energy absorption; the expression for the total tire resistance is:

[0020]

[0021] where, F D is the total tire resistance, F D1P is the plastic energy of the honeycomb material under the tire, F D1F is the frictional heat energy between the tire and the honeycomb material, F D2 is the plastic energy of the honeycomb materials on both sides of the tire, F D3 is the elastic strain energy on the top surface of the honeycomb on both sides of the tire, σ0 is the plateau stress of the stress-strain curve of the honeycomb material, w0 is the indentation depth of the tire, R e is the area where the deformation profile of the honeycomb material is a straight line when the tire rolls over the honeycomb material, r0 is the area where the deformation profile of the honeycomb material is a curve when the tire rolls over the honeycomb material, E is the elastic modulus of the honeycomb material with unit length along the tire movement direction, h is the thickness of a single layer board.

[0022] Optionally, the aircraft arresting dynamics equation includes five degrees of freedom: horizontal arresting distance, aircraft vertical displacement, aircraft pitch angle, main landing gear telescopic amount, and nose landing gear telescopic amount; the dynamic control equations for the five degrees of freedom are:

[0023]

[0024]

[0025] where, x is the horizontal arresting distance, y is the aircraft vertical displacement, θ is the aircraft pitch angle, y M is the telescopic amount of the main landing gear, y N is the telescopic amount of the nose landing gear, M T is the total mass of the aircraft, M F is the total mass of the aircraft fuselage and wings, g is the acceleration due to gravity, I is the moment of inertia of the aircraft about the pitch axis, M NG is the mass of the nose landing gear, M MG is the mass of the main landing gear, is the dynamic control equation for the horizontal arresting distance, is the dynamic control equation for the aircraft vertical displacement, is the dynamic control equation for the aircraft pitch angle, is the dynamic control equation for the telescopic amount of the main landing gear, is the dynamic control equation for the telescopic amount of the nose landing gear, k NG is the stiffness of the nose landing gear, k MG is the stiffness of the main landing gear, cNG is the damping coefficient of the nose landing gear, c MG is the damping coefficient of the main landing gear, L N is the horizontal distance from the nose landing gear to the aircraft center, L M is the horizontal distance from the main landing gear to the aircraft center, H N is the vertical distance from the bottom of the undeformed tire of the nose landing gear to the center of gravity, H M is the vertical distance from the bottom of the undeformed tire of the main landing gear to the center of gravity, Δy N0 is the static compression of the nose landing gear, Δy M0 is the static compression of the main landing gear, F ND is the drag force exerted by the metal honeycomb material on the nose landing gear, F MD is the drag force exerted by the metal honeycomb material on the main landing gear, F NC is the supporting force exerted by the metal honeycomb material on the nose landing gear, F MC is the supporting force exerted by the metal honeycomb material on the main landing gear, is the vertical speed of the aircraft, is the acceleration of the aircraft in the vertical direction, is the angular velocity of the aircraft, is the angular acceleration of the aircraft, is the acceleration of the aircraft in the horizontal direction, is the vertical speed of the nose landing gear, is the vertical acceleration of the nose landing gear, is the vertical speed of the main landing gear, is the vertical acceleration of the main landing gear.

[0026] Optionally, the verification process of the mechanical model includes:

[0027] Select a finite element preprocessing tool for arresting simulation, establish a honeycomb material arresting bed reflecting the real movement of the tire in the full-scale arresting bed by the symmetry method, define a rigid plane at the bottom of the metal honeycomb material to obtain a rigid wall simulating the cement surface at the bottom of the runway, and set the symmetry plane boundary of the metal honeycomb material as a symmetric boundary to apply a gravity trigger event to the tire and the metal honeycomb material during the stress calculation process to complete the construction of the simulation environment;

[0028] Based on the constructed simulation environment, use the tire-honeycomb material coupled mechanical spring model, extract the drag force and deceleration when the tire movement is stable through the honeycomb material arresting bed for analysis to obtain the total tire resistance;

[0029] Using the aircraft arresting dynamics equation, the cell wall is divided into 3 shell elements, 5 integration points are set along the thickness direction of the cell wall, and then integral calculation is performed through full integration to obtain the stiffness matrix and load vector of the shell element;

[0030] Combining the total tire resistance, stiffness matrix and load vector to obtain the finite element result, and comparing the finite element result with the theoretical result to complete the verification of the mechanical model;

[0031] Among them, the tire adopts a solid element and an elastic material model, the metal honeycomb material adopts a shell element and an ideal elastoplastic material model. On the rigid wall, the contact type between the tire and the metal honeycomb material is automatic surface-to-surface contact, and the contact type between the metal honeycomb materials is single-sided contact.

[0032] The present invention provides an aircraft pavement arresting analysis method based on metal honeycomb materials, and discloses the following technical effects:

[0033] 1. The present invention designs a metal honeycomb material as an arresting material: 1) The honeycomb material absorbs more energy per unit volume, has higher energy absorption efficiency and smoother arresting ability compared with traditional materials, and better guarantees the comfort of passengers. 2) The honeycomb structure applied to aircraft pavement arresting uses traditional metal materials, and the preparation method is simple and environmentally friendly, without generating any waste water or liquid waste, reducing the adverse impact on the environment. At the same time, it solves the problems of foam concrete materials such as aging, poor durability and environmental pollution.

[0034] 2. The present invention can successfully arrest light regional airliners and medium and large mainline civil aircraft, ensure that the passengers and the aircraft structure are not damaged, avoid economic losses, and at the same time, the arresting distance of the honeycomb material is shorter than that of the traditional arresting bed, providing a more reliable guarantee for small-scale airports to implement the arresting system.

[0035] 3. By setting up a tire-honeycomb material coupled mechanical spring model, the present invention can analyze the deformation modes of the contact surface between the tire and the honeycomb and the honeycomb materials on both sides of the tire to better analyze the tire force.

[0036] 4. The honeycomb structure applied to the aircraft pavement arresting system is joined together by connecting plates. For the honeycomb structure that has been crushed and deformed, rapid replacement operation can be realized. At the same time, the basic mechanical characteristics such as the thickness, side length and stacking layer number of the honeycomb structure can be adjusted to construct structures with different absorption capacities to meet the arresting requirements of different types of aircraft.

[0037] The technical solution of the present invention will be further described in detail below through the drawings and embodiments. Description of the Drawings

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0039] Figure 1 Schematic diagram of the method flow provided by the embodiment of the present invention;

[0040] Figure 2 Schematic diagram of the connection between the connecting plate and the metal honeycomb material provided by the embodiment of the present invention;

[0041] Figure 3 Three-dimensional diagram of tire movement provided by the embodiment of the present invention;

[0042] Figure 4 Side contour diagram of the deformation of the arresting material provided by the embodiment of the present invention;

[0043] Figure 5 Provided by the embodiment of the present invention

[0044] Figure 6 Schematic diagram of the principle of the coupling effect between the tire and the honeycomb material provided by the embodiment of the present invention;

[0045] Figure 7 Schematic diagram of the finite element model of the arresting of the flying tire provided by the embodiment of the present invention;

[0046] Figure 8 Stress nephogram of the interaction between the tire and the honeycomb material provided by the embodiment of the present invention;

[0047] Figure 9 Schematic diagram of the deceleration and speed curves of the finite element - theory provided by the embodiment of the present invention; where Figure 9 (a) is the comparison curve of deceleration; Figure 9 (b) is the comparison curve of speed;

[0048] Figure 10 Schematic diagram of the arresting curve (36m / s) of B737 - 900ER provided by the embodiment of the present invention; where Figure 10 (a) is the arresting distance of B737 - 900ER in the honeycomb material and the traditional arresting material, Figure 10 (b) is the arresting time of B737 - 900ER in the honeycomb material, Figure 10 (c) is the curve of the acceleration of B737 - 900ER changing with the arresting time in the honeycomb material, Figure 10 (d) is the curve of the acceleration of B737 - 900ER changing with the arresting distance in the honeycomb material;

[0049] Figure 11 The curve graph of the horizontal resistance and supporting force of the front and rear landing gears of B737-900ER provided by the embodiment of the present invention; wherein, Figure 11 (a) is the curve graph of the change in horizontal resistance acting on the front landing gear, Figure 11 (b) is the curve graph of the change in horizontal resistance acting on the rear landing gear, Figure 11 (c) is the curve graph of the change in the supporting force received by the front landing gear, Figure 11 (d) is the curve graph of the change in the supporting force received by the rear landing gear;

[0050] Figure 12 The curve graph of the rolling depth of the front and rear landing gears of B737-900ER provided by the embodiment of the present invention; wherein, Figure 12 (a) is the curve graph of the change in the depth of the front landing gear tire rolling on the arresting material, Figure 12 (b) is the curve graph of the change in the depth of the rear landing gear tire rolling on the arresting material;

[0051] Figure 13 The arresting curve (36m / s) graph of B727-100 provided by the embodiment of the present invention; wherein, Figure 13 (a) is, Figure 13 (b) is the arresting time of B727-100 in the honeycomb material, Figure 13 (c) is the curve of the acceleration of B727-100 in the honeycomb material changing with the arresting time, Figure 13 (d) is the curve of the acceleration of B727-100 in the honeycomb material changing with the arresting distance;

[0052] Figure 14 The curve graph of the horizontal resistance and supporting force of the front and rear landing gears of B727-100 provided by the embodiment of the present invention; wherein, Figure 14 (a) The arresting distance of B727-100 in the honeycomb material and the traditional arresting material is the curve graph of the change in the horizontal resistance acting on the front landing gear, Figure 14 (b) is the curve graph of the change in the horizontal resistance acting on the rear landing gear, Figure 14 (c) is the curve graph of the change in the supporting force acting on the front landing gear, Figure 14 (d) is the curve graph of the change in the supporting force acting on the rear landing gear;

[0053] Figure 15 The curve graph of the rolling depth of the front and rear landing gears of B727-100 provided by the embodiment of the present invention; wherein, Figure 15 (a) is the curve graph of the change in the depth of the front landing gear tire rolling on the arresting material, Figure 15 (b) is the curve graph of the change in the depth of the rear landing gear tire rolling on the arresting material;

[0054] Figure 16 This is the graph of the arrest curve (36 m / s) of the CRJ200ER provided by the embodiment of the present invention; among them, Figure 16 (a) is the arrest distance of the CRJ200ER in honeycomb material and traditional arrest material, Figure 16 (b) is the arrest time of the CRJ200ER in honeycomb material, Figure 16 (c) is the curve of the acceleration of the CRJ200ER in honeycomb material changing with the arrest time, Figure 16 (d) is the curve of the acceleration of the CRJ200ER in honeycomb material changing with the arrest distance;

[0055] Figure 17 This is the graph of the horizontal resistance and support force of the front and rear landing gears of the CRJ200ER provided by the embodiment of the present invention; among them, Figure 17 (a) is the graph of the change in horizontal resistance acting on the front landing gear, Figure 17 (b) is the graph of the change in horizontal resistance acting on the rear landing gear, Figure 17 (c) is the graph of the change in support force acting on the front landing gear, Figure 17 (d) is the graph of the change in support force acting on the rear landing gear;

[0056] Figure 18 This is the graph of the rolling depth of the front and rear landing gears of the CRJ200ER provided by the embodiment of the present invention; among them, Figure 18 (a) is the graph of the change in rolling depth of the front landing gear, Figure 18 (b) is the graph of the change in rolling depth of the rear landing gear. Detailed implementation manners

[0057] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0058] To make the above objects, features, and advantages of the present invention more obvious and understandable, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific implementation manners.

[0059] As Figure 1 shown, the present invention provides an aircraft pavement arrest analysis method based on metal honeycomb material, including the following steps:

[0060] 1. As Figure 2As shown, a traditional metal material is selected, and the selected metal material (such as aluminum alloy) is prepared into a honeycomb structure to obtain honeycomb cells. Then, a plurality of the honeycomb cells are joined to each other through a connecting plate to obtain a metal honeycomb material.

[0061] The connecting plate can be set as a connecting plate including an upper connecting panel and a lower connecting panel, and the honeycomb core layer composed of a plurality of the honeycomb cells is arranged between the upper connecting panel and the lower connecting panel (fixedly connected through an adhesive layer). Among them, the connecting plate can be set as an aluminum alloy material, and the adhesive layer can be set as an epoxy resin material. The honeycomb cell includes a cell and cell walls, the honeycomb cell is a regular hexagon with a side length of 4 mm, the elastic modulus of the metal material is 68 GPa, and the yield strength is 76 MPa.

[0062] 2. As Figures 3 - 6 shown, the metal honeycomb material is laid on the aircraft runway. When the tire rolls over the metal honeycomb material, according to the deformation profile characteristics of the metal honeycomb material, a tire-honeycomb material coupled mechanical spring model is constructed. It includes:

[0063] The metal honeycomb material is laid on the aircraft runway. When the tire rolls over the metal honeycomb material, the metal honeycomb material produces regular deformation and generates a supporting force and a dragging force on the tire. According to the generated supporting force and dragging force, in the direction perpendicular to the tire movement direction, the deformation analysis of the metal honeycomb material is carried out according to the deformation profile characteristics of the metal honeycomb material. Among them, through a preset deformation threshold R e , taking the deformation threshold as the critical point, the deformation analysis process of the metal honeycomb material is divided into two parts: the analysis of the constant compression displacement process and the analysis of the variable compression displacement process.

[0064] The regular deformation generated by the metal honeycomb material can be divided into two parts along the x2 direction. In the region of 0 ≤ x2 < R e , the deformation profile is a straight line, and the compression displacement of the honeycomb material is a constant w0; in the region of x2 ≥ R e , the deformation profile is a curve, and the compression displacement of the honeycomb material is a function of w0 and r0.

[0065] 3. Using the tire-honeycomb material coupled mechanical spring model, analyze the tire force and energy absorption to obtain the total tire resistance. It includes:

[0066] The coupled mechanical spring model of the tire-honeycomb material can be regarded as the combination of the coupled mechanical model of the tire-honeycomb material and the spring model, that is, the force analysis of both the tire and the honeycomb material is represented by spring elements. Due to large plastic deformation, the honeycomb material can be regarded as discrete non-rebound springs and can only produce compressive deformation in the vertical direction (i.e., the x3 direction). The tire is represented by a series of linear springs with the same radial stiffness. The arresting material is a crushable material. After the tire rolls over, the material behind the tire axle is crushed, so it can be assumed that the thickness of this area is the same as the thickness of the material at the tire axle.

[0067] As Figure 6 shown, select a tire and use the coupled mechanical spring model of the tire-honeycomb material to describe the coupling effect of the tire-honeycomb material, and obtain the drag force and support force when there are multiple tires on the landing gear in general cases; the expressions of the drag force and support force are:

[0068]

[0069] where, F ND and F NT are the drag force and support force exerted by the metal honeycomb material on the landing gear respectively, D is the number of tires on the landing gear, μ0 is the friction coefficient between the tire and the honeycomb material, α i is the angle between the i-th tire spring and the horizontal direction, B is the tire width, f vi is the vertical component of the spring element force;

[0070] Calculate the total resistance on the tire from the perspective of energy absorption; the expression of the total tire resistance is:

[0071]

[0072] where, F D is the total tire resistance, F D1P is the plastic energy of the honeycomb material under the tire, F D1F is the frictional heat energy between the tire and the honeycomb material, F D2 is the plastic energy of the honeycomb material on both sides of the tire, F D3 is the elastic strain energy on the top surface of the honeycomb on both sides of the tire, σ0 is the plateau stress of the stress-strain curve of the honeycomb material, w0 is the indentation depth of the tire, R e is the area where the deformation profile of the honeycomb material is a straight line when the tire rolls over the honeycomb material, r0 is the area where the deformation profile of the honeycomb material is a curve when the tire rolls over the honeycomb material, E is the elastic modulus of the honeycomb material with unit length along the tire movement direction, and h is the thickness of a single layer board.

[0073] 4. Combine the coupled mechanical spring model of the tire-honeycomb material and the aircraft arresting dynamics equation to construct a mechanical model, verify the mechanical model, and then use the verified mechanical model to predict the stopping distances, arresting acceleration curves, velocity curves, and landing gear load drag force curves of multiple types of aircraft.

[0074] 4.1 Aircraft Dynamics Model

[0075] The fuselage and the landing gear are connected by springs and dampers. During arresting, the arresting system transfers the load to the aircraft through the landing gear, and the aircraft vibrates vertically and pitch-wise, and its speed finally reduces to zero. In this model, the landing gear strut is an oil-pneumatic energy absorption device. Due to its characteristics of low load rate, small telescopic amount, and low viscous damping, it can be equivalent to a linear spring. The damping force of the landing gear is proportional to the telescopic speed.

[0076] The aircraft arresting dynamics equation includes the horizontal arresting distance x, the vertical displacement y of the aircraft, the pitch angle θ of the aircraft, the telescopic amount y M of the main landing gear and the telescopic amount y N of the nose landing gear, with five degrees of freedom. The five dynamic control equations can be expressed as:

[0077]

[0078]

[0079] where x is the horizontal arresting distance, y is the vertical displacement of the aircraft, θ is the pitch angle of the aircraft, y M is the telescopic amount of the main landing gear, y N is the telescopic amount of the nose landing gear, M T is the total mass of the aircraft, M F is the total mass of the aircraft fuselage and wings, g is the acceleration due to gravity, I is the moment of inertia of the aircraft about the pitch axis, M NG is the mass of the nose landing gear, M MG is the mass of the main landing gear, is the dynamic control equation for the horizontal arresting distance, is the dynamic control equation for the vertical displacement of the aircraft, is the dynamic control equation for the pitch angle of the aircraft, is the dynamic control equation for the telescopic amount of the main landing gear, is the dynamic control equation for the telescopic amount of the nose landing gear, k NG is the stiffness of the nose landing gear, k MG is the stiffness of the main landing gear, c NG is the damping coefficient of the nose landing gear, c MG is the damping coefficient of the main landing gear, L N is the horizontal distance from the nose landing gear to the center of the aircraft, LM is the horizontal distance from the main landing gear to the aircraft center, H N is the vertical distance from the bottom of the undeformed tire of the nose landing gear to the center of gravity, H M is the vertical distance from the bottom of the undeformed tire of the main landing gear to the center of gravity, Δy N0 is the static compression of the nose landing gear, Δy M0 is the static compression of the main landing gear, F ND is the drag force exerted by the metal honeycomb material on the nose landing gear, F MD is the drag force exerted by the metal honeycomb material on the main landing gear, F NC is the support force exerted by the metal honeycomb material on the nose landing gear, F MC is the support force exerted by the metal honeycomb material on the main landing gear, is the vertical speed of the aircraft, is the acceleration of the aircraft in the vertical direction, is the angular velocity of the aircraft, is the angular acceleration of the aircraft, is the acceleration of the aircraft in the horizontal direction, is the vertical speed of the nose landing gear, is the vertical acceleration of the nose landing gear, is the vertical speed of the main landing gear, is the vertical acceleration of the main landing gear.

[0080] 4.2 As Figure 7 shown, the verification process of the mechanical model includes:

[0081] Select a finite element preprocessing tool for arresting simulation (establish a mechanical model of the tire and aluminum honeycomb material through HyperMesh software, and simulate the arresting process with LS-DYNA), and use the symmetry method to establish a honeycomb material arresting bed for reflecting the real movement of the tire in the full-scale arresting bed.

[0082] Through the honeycomb material arresting bed, extract the drag force and deceleration when the tire movement is stable for analysis. Because when the tire rolls over the honeycomb material, a stable state will be reached, and the stable time will change with the length of the honeycomb material, but the drag force and deceleration received by the tire are the same. Therefore, only the drag force and deceleration when the tire movement reaches stability are taken for analysis. The unit system is: kg-mm-ms. The tire adopts solid elements and an elastic material model (MAT_ELASTIC elastic material, and the elastic modulus is determined according to the tire stiffness), and the metal honeycomb material adopts shell elements and an ideal elastoplastic material model (MAT_PIECEWISE_LINEAR_PLASTICITY ideal elastoplastic material).

[0083] The cell wall is divided into 3 shell elements, and 5 integration points are set along the thickness direction of the cell wall. Then, full integration is used for integral calculation to obtain the stiffness matrix and load vector of the shell element.

[0084] Define a rigid plane (RIGIDWALL_PLANAR) at the bottom of the metal honeycomb material to obtain a rigid wall for simulating the cement surface at the bottom of the runway. Among them, on the rigid wall, the contact type between the tire and the metal honeycomb material is automatic surface-to-surface contact (CONTACT_AUTOMATIC_SURFACE_TO_SURFACE), and the contact type between the metal honeycomb materials is single-surface contact (CONTACT_AUTOMATIC_SINGLE_SURFACE).

[0085] Set the symmetry plane boundary of the metal honeycomb material as a symmetric boundary, and apply a gravity trigger event (LOAD_BODY_Z) to the tire and the metal honeycomb material during the stress calculation process. The finite element model is divided into 335,560 elements in total.

[0086] 5. Comparison between Finite Element Results and Theoretical Results

[0087] As Figure 8 shown, Figure 8 (a) shows the Mises stress distribution at any instant when the tire moves stably in the honeycomb material. The maximum stress of the honeycomb material appears at the lower part of the front half of the tire and within the range of nearly half the tire width on both sides of the tire. The maximum stress reaches the crushing strength of the honeycomb material, which is 76 MPa. From Figure 8 (b), it can be seen that there are residual stresses in the honeycomb material that has been rolled over by the tire, and the stress in the honeycomb material that has not been rolled over by the tire is small. The stress is closer to 0 the farther away from the tire, which is basically in line with the theoretical prediction.

[0088] As Figure 9 shown, Figure 9 (a) and (b) respectively describe the comparison curves of deceleration and speed. The finite element results after the tire moves stably are in good agreement with the theoretical results, indicating the correctness of the theoretical results. Figure 10 It shows that from 0 to 4 ms, the deceleration gradually increases, and the slope of the speed curve also gradually increases, and the tire enters the honeycomb material; it reaches stability at the 4 ms moment, and the average deceleration is 0.2g. The slope of the speed curve remains constant at this stage; at the 18 ms moment, the tire begins to roll out of the honeycomb material, the deceleration begins to decrease, and the slope of the speed curve gradually becomes gentle. As the tire rolls out of the honeycomb material, the deceleration of the tire gradually decreases to 0, and the slope of the speed curve decreases to 0. If the honeycomb material is long enough, the tire can be effectively stopped.

[0089] Comparison of the theoretical and numerical simulation results of the speed and acceleration of the aircraft wheels. After the wheel motion reaches stability, the finite element results are in good agreement with the theoretical results, verifying the accuracy of the mechanical theory model of the wheel-honeycomb coupling effect proposed by the present invention.

[0090] 6. Select three aircraft models (B737-900ER, B727-100, and CRJ200ER) for simulation calculations

[0091] The B737-900ER is a narrow-body civil airliner with a high-bypass turbofan engine. As the world's most advanced and widely used mainline airliner, the arresting performance of the honeycomb material arresting system for this model is first investigated here. The B727-100 is the first three-engine jet civil airliner. As the most widely used mainline aircraft in the past, many scientists have carried out a large number of studies on it. Using the B727-100 model is first to verify the correctness of the theory in this paper, and secondly, it can be compared with the existing work of predecessors to highlight the advantages and disadvantages of the honeycomb material arresting system. The CRJ200ER is a civil regional airliner manufactured by a foreign company, which is lighter in mass compared to the previous two models. Using it can study the arresting performance of honeycomb materials for different aircraft models.

[0092] 6.1 Arresting simulation analysis of the B737-900ER model

[0093] As Figure 10 shown, the speed and acceleration curves of the B737-900ER entering the honeycomb material arresting bed at an initial speed of 70 knots. From Figure 10 (a), it can be seen that the arresting distances of the B737-900ER in the honeycomb material and the traditional arresting material are 112.8 m and 131.5 m respectively, that is: the arresting distance using the honeycomb material arresting bed is shortened by 18.7 m (14.2%) compared to the traditional material.

[0094] As Figure 10 (a) and 10(b) shown, when the aircraft enters the honeycomb material arresting bed and the resistance of the honeycomb material begins to act on the nose landing gear of the B737-900ER aircraft, the speed of the aircraft begins to decrease; since the distance between the nose landing gear and the main landing gear of the B737-900ER aircraft is 17.16 m, after 17.16 m, the main landing gear begins to enter the honeycomb material arresting bed. It can be seen from the figure that the slope of the aircraft speed decrease increases rapidly. When the time is 5.95 s, the speed of the aircraft decreases to zero. As Figure 11As shown in Figs. 11c and 11d, before the horizontal coordinate reaches 17.16 m, only the nose landing gear of the aircraft bears the resistance of the honeycomb material, and the main landing gear is only affected by frictional force. The absolute value of the negative acceleration of the aircraft is relatively small, with an average of 0.23g. After 0.49 s, the main landing gear starts to roll over the honeycomb material, and the absolute value of the negative acceleration increases rapidly, with an average value reaching 0.65g. The instantaneous acceleration changes continuously with the movement of the aircraft. When the aircraft enters the arrester bed, the support force and horizontal resistance generated by rolling over the honeycomb material cause the aircraft to perform vertical and pitching motions, resulting in fluctuations in the depth of the tire rolling over the honeycomb material. As the rolling depth of the tire increases, the horizontal resistance acting on the tire increases continuously, thereby causing an increase in the absolute value of the negative acceleration; as the rolling depth of the tire decreases, the horizontal resistance acting on the tire decreases continuously, thereby causing a decrease in the absolute value of the negative acceleration; when the aircraft stops moving, the speed reduces to zero. During the entire arresting process, the absolute value of the negative acceleration reaches a maximum of 0.77g at 104.6 m, which is less than the maximum acceleration of 1g that meets the passenger comfort requirements. Compared with the traditional arresting material, the maximum absolute values of the negative accelerations of the two are almost equal (0.77g and 0.74g), but the absolute value of the average negative acceleration of the aircraft in the honeycomb material arrester bed has increased. Therefore, the honeycomb material arrester bed requires a shorter distance to arrest the same type of aircraft with the same mass.

[0095] According to the design requirements of the B737-900ER aircraft, the conservative limit values of the horizontal resistance on the front and rear landing gears are 109.8 kN and 312.2 kN respectively, and the limit values of the vertical force are 230 kN and 395.6 kN respectively. Figure 11 The force conditions of the front and rear landing gears of the aircraft during arrest in the honeycomb material and traditional material arrester beds were compared. Figure 11a and 11b are the horizontal resistance variation curves acting on the front and rear landing gears respectively. When arresting in the honeycomb material, the maximum horizontal resistances acting on the front and rear landing gears are 94.8 kN and 242.3 kN respectively, both of which do not reach the limit load. The average horizontal resistance of the honeycomb material acting on the front landing gear of the aircraft is less than that of the traditional arresting material, with a reduction of 31.3%. However, the horizontal resistance caused on the main landing gear is greater than that of the traditional material. When the aircraft arrests in the honeycomb material, the average horizontal resistance of the main landing gear is 207.5 kN; when arresting in the traditional material, the average horizontal resistance of the main landing gear is 177.3 kN, an increase of 17%. Considering the stopping distances of the aircraft in the two materials, the horizontal resistance acting on the main landing gear dominates in the total horizontal resistance. On the other hand, when designing the landing gear of the aircraft, the front landing gear mainly plays a guiding role and is not the main load-bearing structure, and the limit load it can withstand is less than that of the main landing gear. Since the front landing gear is less stressed when the B737-900ER arrests in the honeycomb material, the honeycomb material arresting system can better protect the front landing gear structure of this model from damage than the existing EMAS arresting system.

[0096] It can be seen from Figure 11 that the variation trends of the horizontal resistances of the honeycomb material and the traditional material acting on the front landing gear are similar. However, on the main landing gear, the variation amplitude of the horizontal resistance caused by the honeycomb material is smaller than that caused by the traditional material, and the curve is smoother. In addition Figure 10 (c) and 10(d) show that when the main landing gear enters the honeycomb material arresting bed, the absolute value of the negative acceleration and the horizontal resistance increase significantly, indicating that the horizontal resistance received by the main landing gear dominates in the total horizontal resistance, that is, the arresting dynamic response of the aircraft mainly depends on the horizontal resistance received by the main landing gear. The greater the horizontal resistance received by the main landing gear, the greater the absolute value of the negative acceleration of the aircraft and the shorter the stopping distance; the smoother the horizontal resistance received by the main landing gear, the smoother the movement of the aircraft, which also explains why the speed curve of the aircraft in the honeycomb material arresting system is smoother.

[0097] Figure 11 (c) and 11(d) respectively give the variation of the support forces received by the front and rear landing gears when the B737-900ER arrests in the honeycomb material, and make a comparison with the traditional material. During this arresting process, the support forces of the front and rear landing gears are both less than the limit load and have a smaller variation amplitude. The average value of the support force of the front landing gear is less than the result of the action of the traditional material. Therefore, in the vertical direction, the honeycomb material arresting system reduces the burden on the shock absorption system of the front landing gear.

[0098] When the B737-900ER arrests in the honeycomb material arresting bed and the traditional material arresting bed, the depth variation curves of the front and rear landing gear tires rolling over the arresting material are shown in Figure 12(a) and 12(b). When the current landing gear enters the honeycomb material arrest bed, under the action of the self-bearing weight of the nose landing gear, the initial rolling depth of the honeycomb material is 78.36 mm. Subsequently, as the resultant force in the vertical direction of the landing gear changes, the rolling depth fluctuates. When the aircraft moves forward another 17.16 m, the main landing gear begins to enter the honeycomb material arrest bed, and the rolling depth is jointly determined by the resultant force in the vertical direction received by the front and rear tires and the pitching moment of the aircraft. The maximum rolling depth of the nose landing gear is 174.5 mm, the shallowest depth is 59.7 mm, and the average depth is 118.1 mm; the maximum rolling depth of the main landing gear is 275.7 mm, the shallowest depth is 205.1 mm, and the average depth is 241.2 mm. The average rolling depth of the nose landing gear in the honeycomb material arrest bed is 68.1% less than that in the traditional material arrest bed, and the average rolling depth of the main landing gear is 31.4% less than that of the traditional material. Two conclusions can be drawn from the calculation results: First, the depth of the front and rear landing gears rolling on the honeycomb material is less than that on the traditional arrest material, and the arrest distance is shorter, indicating that rolling a unit thickness of honeycomb material can absorb more aircraft kinetic energy. Therefore, a thinner honeycomb material can be laid to achieve a good arrest effect. Second, in the honeycomb material arrest bed, the change curve of the rolling depth of the front and rear landing gears is smoother, that is, the arrest process is more stable, making the passengers feel more comfortable on the premise of ensuring safety.

[0099] 6.2 Arrest Simulation Analysis of B727-100 Aircraft

[0100] To further compare the honeycomb material with the traditional material, the arrest process of the B727-100 aircraft is calculated in this section. The speed and acceleration curves of the B727-100 entering the honeycomb material arrest bed with an initial speed of 70 knots are shown in Figure 13 . As Figure 13 (a) shows, the arrest distances of the B727-100 in the honeycomb material arrest bed and the traditional material arrest bed are 111.2 m and 127.4 m respectively, that is, the arrest distance of the honeycomb material arrest bed is 16.2 m (12.7%) less than that of the traditional material.

[0101] The arrest law of the B727-100 in the honeycomb material arrest bed is the same as that of the B737-900ER, and the horizontal resistance on the main landing gear still plays a dominant role. Before the main landing gear enters the honeycomb material, the average acceleration is -0.31g; after the main landing gear begins to roll on the honeycomb material, the average acceleration is -0.66g. The arrest time is 5.92 s, slightly less than that of the B737-900ER because the takeoff weight of the B737-900ER is larger. During the arrest process, the absolute value of the maximum negative acceleration is 0.77g, meeting the design requirements.

[0102] As Figure 14As shown, the forces on the front and rear landing gears of the B727-100 during arrestment in honeycomb material and traditional material arrestment beds are compared. Figure 14 (a) and Figure 14 (b) are respectively the horizontal resistance change curves acting on the front and rear landing gears. Figure 14 (c) and Figure 14 (d) are respectively the support force change curves acting on the front and rear landing gears. According to the calculation results in the literature, the support force of the front landing gear is relatively close to the limit load, while the support force acting on the main landing gear will exceed the limit load at a certain moment during the arrestment process, which may cause damage to the landing gear. According to the arrestment simulation results of the aircraft in the honeycomb material arrestment bed in this section, neither the horizontal resistance nor the support force exceeds the limit load. In addition, the force on the front landing gear during arrestment in the arrestment bed is still smaller than that of the traditional material, and compared with the traditional material, the arrestment process in the honeycomb material arrestment bed is smoother.

[0103] When the B727-100 is arrested in the honeycomb material and traditional material arrestment beds, the depth change curves of the front and rear landing gear tires rolling over the arrestment material are shown in Figure 15 a and Figure 15 b respectively. The maximum depth of the front landing gear rolling is 145.8 mm, the shallowest depth is 6.9 mm, and the average depth is 101.6 mm; the maximum depth of the main landing gear rolling is 247.3 mm, the shallowest depth is 160 mm, and the average depth is 196 mm. The average rolling depth of the front landing gear in the honeycomb material arrestment bed is 63.6% less than that of the traditional material, and the average rolling depth of the main landing gear is 40.9% less than that of the traditional material. The conclusion obtained is the same as that of the B737-900ER.

[0104] 6.3 Arrestment Simulation Analysis of the CRJ200ER Model

[0105] To illustrate the versatility of the honeycomb material arrestment system, the arrestment response of the light regional airliner CRJ200ER was calculated and compared with the traditional material. Figure 17 Describes the speed and acceleration of the CRJ200ER during the arrestment process when entering the honeycomb material arrestment bed at an initial speed of 70 knots. From Figure 16 (a), it can be seen that the arrestment distances of the CRJ200ER in the honeycomb material and traditional arrestment materials are 99.6 m and 103.3 m respectively, that is, the arrestment distance of the honeycomb material arrestment bed is reduced by 3.7 m (3.6%) compared with the traditional material. Compared with the two models of B737-900ER and B727-100, the arrestment advantage of the honeycomb material arrestment bed for the CRJ200ER model is less obvious.

[0106] The arresting law of CRJ200ER in the honeycomb material arresting bed is the same as that of the previous two models, and the horizontal resistance on the main landing gear still plays a leading role. This leading role is somewhat weakened compared with medium and large models. Before the main landing gear enters the honeycomb material arresting bed, the average acceleration is -0.44g; when the main landing gear starts to roll over the honeycomb material, the average acceleration is -0.7g. The maximum value of the absolute value of the negative acceleration during the arresting process is 0.84g, meeting the design requirements. The arresting time is 5.41s, which is less than that of B737-900ER and B727-100 models. Similar to the arresting bed using traditional materials, lighter aircraft are easier to arrest.

[0107] The force conditions of the front and rear landing gears of CRJ200ER during arresting in the honeycomb material and traditional material arresting beds are shown in Figure 17 . Figure 17 (a) and Figure 17 (b) are respectively the horizontal resistance change curves acting on the front and rear landing gears, Figure 17 (c) and Figure 17 (d) are respectively the support force change curves acting on the front and rear landing gears. Different from medium and large aircraft, the horizontal resistance and support force received by the front landing gear of CRJ200ER during arresting in the honeycomb material are larger, but both meet the safety specification requirements of FAR-PART25. Compared with traditional materials, CRJ200ER is more stable in terms of force during arresting in the honeycomb material arresting bed.

[0108] Figure 18 (a) and Figure 18 (b) respectively give the rolling depth change curves of the front and rear landing gears of CRJ200ER during arresting in the honeycomb material and traditional material arresting beds. It can be seen that the rolling depths of the front and rear landing gears in the honeycomb material arresting bed are smaller than those in the traditional material and the change fluctuation range is smaller. The same as the traditional material, the rolling depth of the front landing gear is slightly greater than that of the main landing gear. Thus, it can be seen that small aircraft with lighter weights can also be successfully arrested in the honeycomb material arresting bed to ensure the safety of passengers and the aircraft structure.

[0109] By comparing the arresting curves of the aircraft in the honeycomb material and the traditional material, it is found that the honeycomb material has higher energy absorption efficiency and more stable arresting ability, and for the arresting of medium and large aircraft, it can better protect the front landing gear from damage.

[0110] Therefore, the present invention provides an aircraft runway arresting analysis method based on metal honeycomb materials. By designing the honeycomb materials, higher energy absorption efficiency and more stable arresting ability are provided, which can not only better protect the front landing gear from damage, but also meet the arresting requirements of various types of aircraft.

[0111] In this specification, the various embodiments are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the various embodiments, reference can be made to each other.

[0112] In this article, specific examples are used to elaborate on the principles and implementation manners of the present invention. The descriptions of the above embodiments are only used to help understand the method and its core idea of the present invention. At the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation on the present invention.

Claims

1. An aircraft pavement arrestment analysis method based on metal honeycomb materials, characterized in that It includes the following steps: Select a traditional metal material, prepare the selected metal material into a honeycomb structure to obtain honeycomb cells, and then join multiple said honeycomb cells to each other through connecting plates to obtain a metal honeycomb material; Lay the metal honeycomb material on the aircraft runway. When the tire rolls over the metal honeycomb material, construct a tire-honeycomb material coupled mechanical spring model according to the deformation profile characteristics of the metal honeycomb material; Use the tire-honeycomb material coupled mechanical spring model to analyze the tire force and energy absorption to obtain the total tire resistance; Combine the tire-honeycomb material coupled mechanical spring model and the aircraft arresting dynamics equation to construct a mechanical model, verify the mechanical model, and then use the verified mechanical model to predict the arrest distances, arrest acceleration curves, speed curves, and landing gear load drag force curves of multiple types of aircraft.

2. The aircraft pavement arresting analysis method based on metal honeycomb material according to claim 1, wherein The honeycomb cell includes a cell and cell walls. The honeycomb cell is a regular hexagon with a side length of 4 mm. The elastic modulus of the metal material is 68 GPa, and the yield strength is 76 MPa.

3. The aircraft runway arrester analysis method based on metal honeycomb material according to claim 2, wherein Lay the metal honeycomb material on the aircraft runway. When the tire rolls over the metal honeycomb material, construct a tire-honeycomb material coupled mechanical spring model, including: Lay the metal honeycomb material on the aircraft runway. When the tire rolls over the metal honeycomb material, the metal honeycomb material undergoes regular deformation and generates a supporting force and a drag force on the tire; According to the generated supporting force and drag force, perform deformation analysis of the metal honeycomb material in the direction perpendicular to the tire movement direction according to the deformation profile characteristics of the metal honeycomb material; Preset a deformation threshold. Taking the deformation threshold as the critical point, divide the deformation analysis process of the metal honeycomb material into two parts: the analysis of the constant compression displacement process and the analysis of the variable compression displacement process.

4. A method for analyzing the aircraft pavement arrestment based on metal honeycomb materials according to claim 3, characterized in that, Use the tire-honeycomb material coupled mechanical spring model to analyze the tire force and energy absorption to obtain the total tire resistance, including: Select a tire, use the tire-honeycomb material coupled mechanical spring model to describe the coupling effect between the tire and the honeycomb material to obtain the drag force and supporting force when there are multiple tires in the landing gear under normal circumstances; the expressions for the drag force and supporting force are: Among them, F ND and F NT are respectively the drag force and the supporting force exerted by the metal honeycomb material on the landing gear, D is the number of tires on the landing gear, μ0 is the friction coefficient between the tire and the honeycomb material, α i is the angle between the i-th tire spring and the horizontal direction, B is the tire width, f vi is the vertical component of the spring unit force; Calculate the total resistance force received by the tire from the perspective of energy absorption; the expression for the total tire resistance is: Among them, F D is the total tire resistance, F D1P is the plastic energy of the honeycomb material under the tire, F D1F is the frictional heat energy between the tire and the honeycomb material, F D2 is the plastic energy of the honeycomb material on both sides of the tire, F D3 is the elastic strain energy of the top surface of the honeycomb on both sides of the tire, σ0 is the plateau stress of the stress-strain curve of the honeycomb material, w0 is the indentation depth of the tire, R e is the region where the deformation profile of the honeycomb material is a straight line when the tire rolls over the honeycomb material, r0 is the region where the deformation profile of the honeycomb material is a curve when the tire rolls over the honeycomb material, E is the elastic modulus of the honeycomb material with unit length along the tire movement direction, and h is the thickness of a single layer board.

5. The aircraft pavement arrest analysis method based on metal honeycomb material according to claim 4, characterized in that The aircraft arresting dynamics equation includes five degrees of freedom: the horizontal arrest distance, the vertical displacement of the aircraft, the pitch angle of the aircraft, the telescopic amount of the main landing gear, and the telescopic amount of the nose landing gear; the dynamic control equations for the five degrees of freedom are: Among them, x is the horizontal arresting distance, y is the vertical displacement of the aircraft, θ is the pitch angle of the aircraft, y M is the telescopic amount of the main landing gear, y N is the telescopic amount of the nose landing gear, M T is the total mass of the aircraft, M F is the total mass of the aircraft fuselage and wings, g is the acceleration due to gravity, I is the moment of inertia of the aircraft about the pitch axis, M NG is the mass of the nose landing gear, M MG is the mass of the main landing gear, is the dynamic control equation of the horizontal arresting distance, is the dynamic control equation of the vertical displacement of the aircraft, is the dynamic control equation of the pitch angle of the aircraft, is the dynamic control equation of the telescopic amount of the main landing gear, is the dynamic control equation of the telescopic amount of the nose landing gear, k NG is the stiffness of the nose landing gear, k MG is the stiffness of the main landing gear, c NG is the damping coefficient of the nose landing gear, c MG is the damping coefficient of the main landing gear, L N is the horizontal distance from the nose landing gear to the aircraft center, L M is the horizontal distance from the main landing gear to the aircraft center, H N is the vertical distance from the bottom of the undeformed tire of the nose landing gear to the center of gravity, H M is the vertical distance from the bottom of the undeformed tire of the main landing gear to the center of gravity, Δy N0 is the static compression of the nose landing gear, Δy M0 is the static compression of the main landing gear, F ND is the drag force exerted by the metal honeycomb material on the nose landing gear, F MD is the drag force exerted by the metal honeycomb material on the main landing gear, F NC is the support force exerted by the metal honeycomb material on the nose landing gear, F MC is the support force exerted by the metal honeycomb material on the main landing gear, is the vertical velocity of the aircraft, is the vertical acceleration of the aircraft in the vertical direction, is the angular velocity of the aircraft, is the angular acceleration of the aircraft, is the horizontal acceleration of the aircraft, is the vertical velocity of the nose landing gear, is the vertical acceleration of the nose landing gear, is the vertical velocity of the main landing gear, is the vertical acceleration of the main landing gear.

6. The aircraft pavement arrest analysis method based on metal honeycomb material according to claim 5, wherein, The verification process of the mechanical model includes: Select a finite element preprocessing tool for arresting simulation, use the symmetry method to establish a honeycomb material arresting bed for reflecting the real movement of the tire in the full-scale arresting bed, define a rigid plane at the bottom of the metal honeycomb material to obtain a rigid wall for simulating the cement surface at the bottom of the runway, and set the symmetry plane boundary of the metal honeycomb material as a symmetric boundary to apply a gravity trigger event to the tire and the metal honeycomb material during the stress calculation process to complete the construction of the simulation environment; Based on the established simulation environment, using the tire-honeycomb material coupled mechanical spring model, through the honeycomb material arresting bed, the drag force and deceleration when the tire motion is stable are extracted for analysis to obtain the total tire resistance; Using the aircraft arresting dynamics equation, the cell wall is divided into 3 shell elements, 5 integration points are set along the thickness direction of the cell wall, and then integral calculation is carried out through full integration to obtain the stiffness matrix and load vector of the shell element; Combining the total tire resistance, stiffness matrix and load vector, the finite element result is obtained, and the finite element result is compared with the theoretical result to complete the verification of the mechanical model; Among them, the tire adopts a solid element and an elastic material model, the metal honeycomb material adopts a shell element and an ideal elastoplastic material model. On the rigid wall, the contact type between the tire and the metal honeycomb material is automatic surface-to-surface contact, and the contact type between the metal honeycomb materials is single-sided contact.

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