机场刚性道面飞机轮载实时感知模型研究

taptap下载安装安卓学报 ›› 2025, Vol. 43 ›› Issue (3): 62-67.

机场刚性道面飞机轮载实时感知模型研究

taptap下载安装安卓交通科学与工程学院，天津 300300

收稿日期:2023-01-07 修回日期:2023-03-20 出版日期:2025-07-12 发布日期:2025-07-12
作者简介:张献民（1959— ），男，河北邢台人，教授，博士，研究方向为岩土工程与结构无损检测等
基金资助:
邢台市重点研发计划项目（2021ZC014）

Research on real-time sensing model of aircraft wheel load on

airport rigid pavement

College of Transportation Science and Engineering, CAUC, Tianjin 300300, China

Received:2023-01-07 Revised:2023-03-20 Online:2025-07-12 Published:2025-07-12

摘要/Abstract

摘要：

为探讨在机场刚性道面面层施加的单轮荷载与基顶感知荷载之间的传递关系，并为该过程的反算提供理论

依据与参考，首先，本文利用 ABAQUS 软件建立了机场刚性道面的三维有限元模型；其次，以 B737-800 为

例，计算了不同载重下跑道结构参数改变对于该传递过程的影响；最后，设计了不同起落架构型的飞机荷

载工况，对起落架构型相同但起落架间距不同与起落架构型不同但起落架间距相近的荷载传递过程进行

对比。计算结果表明：垫层弹性模量与面层厚度对于荷载传递过程的影响最为显著；不同垫层弹性模量与

面层厚度工况下，基顶感知荷载的最大差值分别为 20.36%和 8.49%。在单轮荷载固定时，主起落架轮组形

式相同，基顶感知荷载随主起落架间距增大而减小；当另一侧主起落架轮组的荷载叠加弱到可被忽略时，

不同轮组构型下其荷载感知关系基本相同。

关键词:

有限元计算, 刚性道面, 荷载感知, 主起落架构型

Abstract:

To explore the transfer relationship between the single wheel load applied on the surface layer of airport rigid pavement and the perceived load on the base top, and provide theoretical basis and reference for the inverse calculation

of this process, firstly, a three-dimensional finite element model of the airport rigid pavement was established using

ABAQUS software. Secondly, taking B737-800 as an example, the influence of changes in runway structural parameters on the transmission process under different load capacities was calculated. Finally, different aircraft load

conditions were designed for different landing gear types, and the load transfer process was compared between

those with the same landing gear type but different landing gear spacing and those with different landing gear types

but similar landing gear spacing. The calculation results showed that the cushion layer elastic modulus and the surface layer thickness have the most significant impact on the load transfer process. Under different conditions of

cushion layer elastic modulus and surface layer thickness, the maximum difference in perceived load at the top of

the foundation was 20.36% and 8.49%, respectively. When the single wheel load is fixed and the form of the main

landing gear wheel group is the same, the perceived load at the base top decreases with the increase of the main

landing gear spacing. When the load superposition of the main landing gear wheel group on the other side is weak

enough to be ignored, the load sensing relationship was basically the same under different wheel group configuration.

Key words:

finite element calculation, rigid pavement, load sensing, main landing gear type

中图分类号:

V351.11

张献民, 陈宇翔, 张宇辉.

机场刚性道面飞机轮载实时感知模型研究

[J]. taptap下载安装安卓学报, 2025, 43(3): 62-67.

ZHANG Xianmin, CHEN Yuxiang, ZHANG Yuhui.

Research on real-time sensing model of aircraft wheel load on

airport rigid pavement

[J]. Journal of Civil Aviation University of China, 2025, 43(3): 62-67.

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