Effect Of Rubber Damper Stiffness And.
(Dony Hidayat,.
EFFECT OF RUBBER DAMPER STIFFNESS AND TIRE PRESSURE TO
REDUCE GROUND REACTION LOAD FACTOR ON MAIN LANDING
GEAR USING MULTI-BODY SIMULATION (MBS) RIGID MODEL
(PENGARUH KEKAKUAN KARET PEREDAM DAN TEKANAN BAN
UNTUK MENGURANGI GROUND REACTION LOAD FACTOR PADA
MAIN LANDING GEAR MENGGUNAKAN MULTI-BODY SIMULATION
(MBS) RIGID MODEL)
Dony Hidayat1*.
Jos Istiyanto2.
Aryandi Marta1.
Kurnia Hidayat1.
Danardono Agus Sumarsono2 1Pusat Teknologi Penerbangan.
LAPAN.
Rumpin-Bogor 2Departemen Teknik Mesin.
Universitas Indonesia.
Depok *e-mail : dony.
hidayat@lapan.
Diterima : 09 Mei 2019.
Direvisi : 15 Agustus 2019.
Disetujui : 10 Oktober 2019
ABSTRACT
Landing Gear Drop Test (LGDT) utilizes the apparatus requiring a substantial time and cost.
Virtual LGDT .
LGDT) using MSC ADAMS software is one of the solutions for initial stage to testing landing gear.
From simulation with vsink 1.
7 m/s and load 22000 N obtained contact/impact force that ensue in MSC ADAMS was 73650 N, while from experimental was 73612 N.
The difference between vLGDT and LGDT result is 0.
05 %.
To obtain ground reaction load factor below 3 in vsink = 3.
05 m/s, the rubber damper should have stiffness in the range of 1900 - 2100 N/mm and for the tire pressure of 60 - 65 psi.
Keywords: Contact/impact force, landing gear, drop test, multi-body simulation, rigid body ABSTRAK Pengujian eksperimental Landing Gear Drop Test (LGDT) membutuhkan waktu dan biaya yang besar.
Simulasi LGDT menggunakan perangkat lunak MSC ADAMS merupakan solusi awal untuk menguji landing gear.
Dari simulasi dengan kecepatan jatuh vsink 1,7 m/s dan beban 22000 N diperoleh gaya kontak/impak sebesar 73650 N, sedangkan dari eksperimental sebesar 73612 N.
Perbedaan antara hasil simulasi LGDT dan pengujian eksperimental LGDT adalah 0,05%.
Untuk mendapatkan ground load factor di bawah 3 pada kecepatan jatuh vsink = 3,05 m/s, karet peredam harus memiliki kekakuan pada kisaran 1900 - 2100 N/mm dan tekanan ban 60 - 65 psi.
Kata kunci: Contact/impact force, landing gear, drop test, multi-body simulation, rigid body Jurnal Teknologi Dirgantara Vol.
17 No.
2 Desember 2019 : hal 123-128
INTRODUCTION
Loads that ensure in the Main
Landing Gear (MLG) when touch down
impact is a function of the aircraft
Maximum
Landing Weight
(MLW)
multiplied by the ground reaction load The aircraft MLW about 6940 kg.
In Civil Aviation Safety Regulation (CASR) Part 23.
473 (Ground Load Conditions and Assumption.
states that the worth of ground reaction load factor is between 2 to 2.
67 and should be evidented by LGDT (Kemenhub, 2.
Computer Aided Engineering (CAE) has be expanded summarily in recent decades, one of them is the MultiBody Simulation (MBS).
Many MBS generation and integration of the differential equations of motion have been developed, namely MSC ADAMS.
COMPAMM.
DAP
SIMPACK
(Machado.
Moreira.
Flores, & Lankarani.
Hidayat et al (Hidayat.
Istiyanto, & Sumarsono, 2.
have compared the simulated results of LGDT using MSC ADAMS and Solidworks Motion Analysis.
The diversity between MSC ADAMS and Solidworks Motion Analysis is 3.
Leo et al (Leo.
Fenza.
Barile, & Lecce, 2.
has spreaded a methodology for simulating LGDT using MSC ADAMS and comparing simulation with experimental Krason Malachowski (Krason Malachowski, familiarized a methodology for evaluating several landing gear models and numerical research on a complete landing gear system.
Fu et al (Fu.
Zhang.
Li, & Li, 2.
modeled a LGDT using the SimMechanics module oncoming on Matlab/Simulink.
Various research have been established to create a simulated LGDT utilize a MBS approach.
However, the effect of tire pressure and damper stiffness on ground reaction load factor has not been researched intensively.
Therefore, research on the effect of tire pressure and rubber damper stiffness on MLG to reduce ground reaction load factor was conducted.
METHODS
The research is both simulation using MSC
ADAMS
Experimental LGDT performed based on regulation from Ministry of Transportation which refers to Civil Aviation Safety Regulation (CASR) Part 23 (Kemenhub, 2.
The LGDT testing prerequisites follow the regulations in CASR 23.
CASR
CASR 23725.
CASR 23726 and CASR 23.
727 (PTDI, 2.
Testing was conducted under several Friction at apparatus components is very small and negligible.
Aerodynamic drag force during the test is very small and can be The experimental test utilizes MLG (Main Landing Gea.
roll out article, drop high 200 mm from the static condition and load 2200 kg.
The initial condition of simulations employing MSC ADAMS conditions (PTDI, 2.
The results of simulation is thereafter compared with the results of the experimental tests.
The next stage simulation uses the DRO (Design Requirement and Obejctiv.
condition of the 19 passenger commuter Simulation conditions .
LGDT) are represented in Table 1.
Effect Of Rubber Damper Stiffness And.
(Dony Hidayat,.
Tabel 1: SIMULATION CONDITION OF LGDT (PTDI, 2.
No.
Conditions Load .
High estimation .
Experimental DRO Simulation input for contact is stiffness .
, force exponent .
, damping .
and penetration depth .
While simulation input for rubber damper only Time step simulation for this case is 0.
001 seconds.
RESULTS AND DISCUSSIONS
The effect of rubber damper and tire on ground reaction load factor has been determined by means of a simulated with 3D rigid model approach.
Rubber damper on MLG is a function of stiffness .
and damping .
, whereas the tire is a function of stiffness .
, damping .
, force exponent .
and penetration depth .
as shown in Figure.
1 above.
3D models built using CAD software afterward exported to MSC ADAMS as shown in Figure 2.
Rubber damper stiffness .
at 12312 N/mm is measured in the (Hidayat Abdurohman, 2.
, whilst the damping .
is 1% of the stiffness value (Giesbers, 2.
For tire stiffness parameters are taken from Dunlop tire manufacturer (Dunlop, 1.
, force exponent .
for rubber OO 1.
1 and penetration depth .
= 1.
0e-4 m (MSC.
Software, 2.
Figure 1: 3D rigid model apporoach (Hidayat et al.
, 2.
Figure 2: vLGDT uses MSC ADAMS (Hidayat et al.
, 2.
Figure 3: Landing gear drop test apparatus (Hidayat.
Istiyanto.
Sumarsono, & Marta, 2.
Jurnal Teknologi Dirgantara Vol.
17 No.
2 Desember 2019 : hal 123-128 Vsink in experimental testing is at 74 m/s while simulation using MSC ADAMS of 1.
69 m/s.
The comparison of vsink between experimental (LGDT) and simulation .
LGDT) is represented in Figure 4.
The contact/impact force that occurs in LGDT was 73612 N.
In the MSC
ADAMS,
contact/impact force achieved at 73650 The difference between experimental with MSC ADAMS of 0.
Comparison of experimental and simulation results performed by Romeo et al (Leo et al.
with a drop high of 250 mm was Ground reaction load factor from experintal was 3.
41, while Romeo et al (Leo et al.
, 2.
To reduce the ground reaction load factor on main landing gear by decreasing the stiffness of rubber damper.
Figure 4: Comparison of vsink simulation and experimental (LGDT) Figure 5: Comparison of contact/impact force experimental and simulations Effect Of Rubber Damper Stiffness And.
(Dony Hidayat,.
Regulation stated vsink equal 05 m/s and the load given in accordance with MTOW.
The estimate of height .
to get vsink = 3.
05 m/s is 470 mm and the load retained by one main landing gear is 3470 kg.
From simulation that has been conducted using MSC ADAMS, to obtain ground reaction load factor under 3, then the stiffness of rubber damper ranged from 1900 N/mm to 2100 N/mm and tire pressure between 60 psi to 65 psi as represented in Figure Through the figure also gained that the stiffness of rubber damper has non linear function to ground reaction load factor.
Significant changes take place in the stiffness of rubber damper 2000 N/mm to 3000 N/mm.
Stiffness function upon 2200 N/mm trend to linear, but the worth of ground reaction load factor is Contact/impact force simulation output utilize MSC ADAMS software in the manner of rubber damper stiffness 2000 N/mm and 65 psi pressure of tire was 94680 N as shown in Figure 7.
The ground reaction load factor was 2.
Figure 6: Effect of rubber damper stiffness on ground reaction load factor with tire pressure variant utilize MSC ADAMS Jurnal Teknologi Dirgantara Vol.
17 No.
2 Desember 2019 : hal 123-128
Figure 7: Contact/impact force in MSC ADAMS
Commuter Aircraft Utilize MSC
CONCLUSION
ADAMS And Solidworks Motion Landing Gear Drop Test (LGDT) Analysis.
Paper presented at the Journal has been conducted and compared with of Physics: Conference Series.
virtual LGDT created using MSC ADAMS.
Hidayat.
Dony.
Istiyanto.
Jos.
Sumarsono.
Simulation utilize 3D oncoming with Danardono Agus, & Marta.
Aryandi.
MSC ADAMS software, contact/impact .
Investigasi Gaya Kontak/Impak force achieved of 73650 N.
The difference Pada Main Landing Gear Pesawat between experimental with MSC ADAMS Komuter Dengan Pendekatan Multiof 0.
Generally, the greater the Body Simulation (MBS) Rigid Models.
stiffness of the rubber damper, the Jurnal Teknologi Dirgantara.
higher the value of the ground load Kemenhub.
Civil Aviation Safety reaction factor, as well as the higher Regulations (CASR) Part 23 Amd.
wheel pressure value, the greater the Retrieved value of the ground load factor.
The http://hubud.
id/files/dsku/C ground reaction load factor value under ASR23 Amdt1.
3 has been achieved by having the Krason.
W, & Malachowski.
stiffness of rubber damper ranges from Multibody rigid models and 3D FE 1900 N / mm up to 2100 N / mm and 65 models in numerical analysis of psi tire pressure.
transport aircraft main landing gear.
Bulletin of the Polish Academy of ACKNOWLEDGEMENT Sciences Technical Sciences, 63.
The authors would like to thank Mr.
Gunawan Setyo Prabowo And Mr.
Leo.
Romeo Di.
Fenza.
Angelo De.
Barile.
Agus Aribowo on guidance for the Marco, & Lecce.
Leonardo.
preparation of this paper.
Drop Test Simulation for An Aircraft This content of paper is entirely Landing Gear Via Multi-Body authorAos responsibility.
Approach.
Archive of Mechanical Engineering, 61.
, 287-304.
REFERENCES