Abstract
Pavement evaluation is critical for the decision-making process of pavement preservation and rehabilitation. Roughness is a key airport pavement characteristic that has been linked to impacts such as safety and service life. The Boeing Bump is one of the few roughness evaluation methods that has been developed specifically for runways. Although it is superior to the widely used International Roughness Index (IRI), it does not take into account the superposition effect of continuous runway bumps. Based on the ADAMS/Aircraft virtual prototype platform, this paper establishes and verifies five typical models (B737, B747, B757, B777, and B787) and then analyzes the most unfavorable speed (in terms of aircraft vibration) of each model and the dynamic responses caused by multiple bumps. The original Boeing Bump is improved and optimized by determining dynamic response thresholds for the various aircraft types. The results show that the revised Boeing Bump is more realistic than the original version, especially with regard to medium and long wave bands.
Highlights
Pavement evaluation is critical for the decision-making process of pavement preservation and rehabilitation
We carried out simulations for the five aircraft models taxing at different speeds and obtained four indicators: pilot station acceleration (PSA), center of gravity acceleration (CGA), MGDLC, NGDLC
The simulation results show that the maximum values of the PSA and CGA increase as the taxiing speed increases
Summary
Pavement evaluation is critical for the decision-making process of pavement preservation and rehabilitation. Despite its superiority over the IRI and other roadway evaluation methods, the Boeing Bump method has some inherent deficiencies It is based on a single bump and cannot reasonably address the superposition effect of multiple bumps on the aircraft’s vibration response [13]. Boeing Bump method evaluations can be improved if these two shortcomings (i.e., based on a single bump and a single aircraft type) are corrected and optimized. To this end, in this study, we carried out aircraft dynamics simulations by first establishing five typical virtual prototype models. We backcalculated the modified Boeing Bump’s height settings at different wavelengths according to the threshold of each aircraft’s dynamic response
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