Aircraft Tire Temperature at Touchdown with Wheel Prerotation

Alroqi, Abdurrhman A.; Wang, Weiji; Zhao, Yong

doi:10.2514/1.c033916

Cited by 17 publications

(16 citation statements)

References 18 publications

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“…Fig. 5 shows the tyre tread temperature variations in static and pre-rotated wheels from Alroqi et al (2017). They claimed that the pre-rotation can prevent the tyre heat build-up.…”

Section: Spin-up Stagementioning

confidence: 99%

“…Fig. 5 Variation of the tyre tread temperature for initially static, 50% pre-rotated wheel, and 100% pre-rotated wheel (Alroqi et al, 2017). Printed with permission from AIAA.…”

Section: Spin-up Stagementioning

confidence: 99%

“…Printed with permission from AIAA. 6 Variations of wheel angular velocities for initially static, 50% and 100% pre-rotated wheel (Alroqi et al, 2017). Printed with permission from AIAA.…”

Section: Spin-up Stagementioning

confidence: 99%

“…However, they ignored the occasional abrasion of the tyre that may lead to cooling as the hot top layer of the rubber is removed (Linke et al , 2014). Alroqi et al (2017) claimed that 90% of the thermal energy generated by the tyre skidding on the runway is transmitted to the tyre and only 10% goes to the runway. It should be pointed out that the thermal partition coefficients of two contact bodies are highly dominated by their thermal conductivities.…”

Section: Review Of the Tyre Wear Characteristics During Aircraft Landingmentioning

confidence: 99%

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Reducing temperature, drag load and wear during aircraft tyre spin-up

Mahjouri

Shabani

Skote

2022

AEAT

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Purpose Due to the static condition of the wheels at touchdown, they skid on the runway, which may cause the tyres to burn and wear. This phenomenon occurs in a fraction of a second, known as the spin-up period. The purpose of this paper is to introduce a new strategy to reduce the horizontal force, tyre temperature and wear during the spin-up period. Design/methodology/approach First, the dynamics of two different phases of landing, namely, spin-up and breaking phases, are reviewed. Second, a strategy to prevent excessive temperature and wear of the tyre is presented. Findings It is found that using a lubricant and coolant, such as water, at the spin-up stretch of the runway is a simple and practical solution to prevent excessive temperature and wear of the tyre. It is revealed that, despite increasing the spin-up period, the rise of the tyre temperature is eliminated and the material properties are preserved for effective braking. A rough quantitative analysis demonstrates that the wetting of tyres in the spin-up phase decreases the loads and tyre wear effectively. Practical implications Wetting the touchdown region of the runway without significant areas of standing water is the most practical strategy with the technology available today. Originality/value A new strategy is presented for landing with reduced tyre wear. It is the hope that this paper can inspire continuous efforts to realize the implementation of the strategy.

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“…Fig. 5 shows the tyre tread temperature variations in static and pre-rotated wheels from Alroqi et al (2017). They claimed that the pre-rotation can prevent the tyre heat build-up.…”

Section: Spin-up Stagementioning

confidence: 99%

“…Fig. 5 Variation of the tyre tread temperature for initially static, 50% pre-rotated wheel, and 100% pre-rotated wheel (Alroqi et al, 2017). Printed with permission from AIAA.…”

Section: Spin-up Stagementioning

confidence: 99%

“…Printed with permission from AIAA. 6 Variations of wheel angular velocities for initially static, 50% and 100% pre-rotated wheel (Alroqi et al, 2017). Printed with permission from AIAA.…”

Section: Spin-up Stagementioning

confidence: 99%

Section: Review Of the Tyre Wear Characteristics During Aircraft Landingmentioning

confidence: 99%

See 2 more Smart Citations

Reducing temperature, drag load and wear during aircraft tyre spin-up

Mahjouri

Shabani

Skote

2022

AEAT

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“…Due to these extreme working conditions, AC tire treads need to be resistant against heat generation and wear. Based on the simulation done by Alroqi et al, at zero rotational speed during landing, the temperature of the tire tread in the main area of contact was around 300 • C, while the majority of the tread temperature was less than 165 • C [2].…”

Section: Introductionmentioning

confidence: 99%

Defining Key Factors in Carbon Black-Filled NR/BR Compounds for Balancing Aircraft Tire Tread Properties

et al. 2019

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Carbon black (CB) is the most common reinforcing filler used in aircraft tire tread formulations. For CB-reinforced natural rubber/butadiene rubber (NR/BR) compounds, material and processing parameters are important factors that need to be controlled, as they can influence both, processing as well as the vulcanizate properties. It is essential to investigate and optimize the key elements, in order to achieve the target properties, while maintaining an acceptable trade-off for other characteristics. In the present study, the type of BR, mixer temperature, rotor speed, and filler mixing time were selected as input factors. A complete design of experiments (DOE) process was performed that comprised the following-two-level full factorial setup for initial screening, response surface method (RSM) for optimization, and confirmation runs for validation. This evaluation procedure was used to study the impact of factors and their interactions on the properties of CB-filled NR/BR compounds. From the DOE optimization which was later confirmed by the DOE validation, high rotor speed and long filler mixing time were the most significant factors in improving the Mooney viscosity, modulus at 300% elongation, hysteresis (tan delta), as well as in reducing the filler-filler interaction (Payne effect). In the case of tensile strength (TS) and abrasion resistance index (ARI), high rotor speed and long filler mixing time had an adverse effect, thus, causing a deterioration of these properties. Therefore, it is recommended to decrease the filler mixing time when combining it with high rotor speed.AC tires generally contain natural rubber (NR). This polymer is essential in AC tire tread compounds, due to several advantages such as superior tensile and tear properties, low tire temperature (hysteresis) under loaded dynamic service conditions, good component-to-component adhesion, and green strength for tire retreadability [3]. Another essential requirement is high wear resistance; therefore, a blend of NR and butadiene rubber (BR) is typically used for AC tire treads. BR gives a better low temperature flexibility, higher resilience, and superior abrasion resistance than most tire rubbers [4]. Reinforcing fillers, such as high surface area Carbon black (CB), in particular high abrasion furnace (HAF), intermediate superabrasion furnace (ISAF), and super abrasion furnace (SAF) types, can also be added to enhance the abrasion resistance [5].Besides the ingredients, processing of rubber is also a crucial aspect in material preparation. The major variables in mixing rubber are ram pressure, the sequence of material addition, rotor speed, batch size, mixing time and temperature [6], fill factor, and rotor type. A proper selection of these variables can further optimize the properties of rubber compounds.It is essential to investigate and optimize the compounding and processing key elements, in order to achieve the target properties, while maintaining an acceptable trade-off for other characteristics. Design of Experiments (DOE) is used for th...

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Thermo-mechanical behavior of solid rubber tire under high-speed free rolling conditions

Teng

et al. 2023

Polym. Bull.

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Aircraft Tire Temperature at Touchdown with Wheel Prerotation

Cited by 17 publications

References 18 publications

Reducing temperature, drag load and wear during aircraft tyre spin-up

Reducing temperature, drag load and wear during aircraft tyre spin-up

Defining Key Factors in Carbon Black-Filled NR/BR Compounds for Balancing Aircraft Tire Tread Properties

Thermo-mechanical behavior of solid rubber tire under high-speed free rolling conditions

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