阅读说明：本技术 防止轮毂和轮缘相对转动的刹车机轮轮毂及其设计方法 (Brake wheel hub capable of preventing hub and wheel rim from rotating relatively and design method thereof ) 是由 张万顺 孟帅 娄金涛 易喆 夏孟聪 李硕 于 2021-05-27 设计创作，主要内容包括：一种防止轮毂和轮缘相对转动的刹车机轮轮毂及其设计方法。该刹车机轮轮毂包括轮毂、轮缘和卡环。轮缘套装在轮毂上,通过安装在轮毂卡环槽内的卡环限位。轮毂安装活动轮缘一端的外圆周表面上均匀分布有9个轮毂止动槽,通过所述轮毂止动槽与位于卡环内圆周表面的止动键之间的配合将该卡环固定在该轮毂上。该轮毂止动槽的横截面为圆弧形或梯形或矩形。各所述不同横截面形状的轮毂止动槽的尺寸根据所述轮毂的外径确定；分别位于轮毂上的两个相邻的轮毂止动槽宽度方向的中心线之间的夹角为40°。本发明彻底解决轮毂和轮缘的相对滑移问题,能够满足新一代飞机重量越来越轻,能量和载荷越来越大的使用要求。(A brake wheel hub for preventing relative rotation between a hub and a rim and a design method thereof. The brake wheel hub comprises a hub, a rim and a snap ring. The rim is sleeved on the hub and is limited by a snap ring arranged in a snap ring groove of the hub. 9 hub locking grooves are uniformly distributed on the outer circumferential surface of one end of the hub mounting movable flange, and the clamping ring is fixed on the hub through the matching between the hub locking grooves and locking keys positioned on the inner circumferential surface of the clamping ring. The cross section of the hub stop groove is circular arc-shaped, trapezoid or rectangular. The size of each hub stop groove with different cross section shapes is determined according to the outer diameter of the hub; the included angle between the center lines of the width directions of two adjacent hub stopping grooves respectively positioned on the hubs is 40 degrees. The invention thoroughly solves the problem of relative slippage between the hub and the wheel rim, and can meet the use requirements of the new generation of airplane that the weight is lighter and the energy and the load are larger and larger.)

1. A brake wheel hub for preventing a hub and a rim from rotating relatively is characterized by comprising the hub, the rim and a clamping ring; the wheel flange is sleeved on the wheel hub and limited by a clamping ring arranged in a clamping ring groove of the wheel hub; 9 hub locking grooves are uniformly distributed on the outer circumferential surface of one end of the hub mounting movable flange, and the clamping ring is fixed on the hub through the matching between the hub locking grooves and locking keys positioned on the inner circumferential surface of the clamping ring; the width of the notch of the hub stopping groove is 11-23 mm, and the depth is 4-12 mm; the cross section of the hub stop groove is arc-shaped, trapezoid or rectangular; the size of each hub stop groove with different cross section shapes is determined according to the outer diameter of the hub; the included angle between the center lines of the width directions of two adjacent hub stopping grooves respectively positioned on the hubs is 40 degrees.

2. A brake wheel hub for preventing relative rotation of a hub and a rim as claimed in claim 1, wherein if arcuate hub detent grooves are used: when the outer diameter a1 of the hub is 400-500 mm, the arc length of the arc-shaped hub stop groove is 20-30 mm, and the radius is 5-10 mm; when the outer diameter a2 of the hub is 500-60 mm, the arc length of the arc-shaped hub stop groove is 35-45 mm, and the radius is 15-25 mm;

if trapezoidal wheel hub locking groove is adopted: when the outer diameter b1 of the hub is 600-700 mm, the width of the trapezoidal hub stop groove is 70-80 mm, and the depth is 15-20 mm; when the outer diameter b2 of the hub is 700-850 mm, the arc length of the trapezoidal hub stop groove is 85-95 mm, and the depth is 20-25 mm;

if a rectangular hub detent groove is employed: when the outer diameter c1 of the hub is 850 mm-950 mm, the length of the rectangular hub stop groove is 100-110 mm, and the width is 60-70 mm; when the outer diameter c2 of the hub is 950 mm-1000 mm, the length of the rectangular stop groove is 110 mm-115 mm, and the radius is 70-75 mm.

3. A brake wheel hub for preventing relative rotation of a hub and a wheel rim as claimed in claim 1, wherein said snap ring is formed by two half snap rings combined to form a whole ring for fixing the wheel rim; the improvement of the snap ring is that 9 hub stop keys are added on the inner circumferential surface of the snap ring, and 9 rim stop keys are added on the outer circumferential surface of the snap ring; each rim stop key positioned on the outer circumferential surface of the snap ring and each hub stop key positioned on the inner circumferential surface of the snap ring are arranged in a staggered mode, and the included angle between the center line of the width direction of the rim stop groove and the center line of the width direction of the hub stop groove is 20 degrees; the cross section of each hub stop and rim stop keyway is circular arc, trapezoid or rectangle.

4. A brake wheel hub for preventing relative rotation of a hub and a wheel rim as claimed in claim 1, wherein said hub stop keyway is located adjacent an inner edge of the inner circumferential surface of the snap ring; the rim stop key groove is close to the outer edge of the outer circumferential surface of the snap ring; each hub stop key is embedded with each corresponding hub stop groove, and a fit clearance of 0.05 mm-0.1 mm is formed; each rim stop key is embedded with each corresponding rim stop groove, and a fit clearance of 0.05 mm-0.1 mm is formed; the root of each hub locking key groove and the root of each rim locking key groove are all processed by circular arcs so as to eliminate the concentrated stress of the root.

5. A method for designing a wheel hub of a brake wheel for preventing relative rotation of a wheel hub and a wheel rim as claimed in claim 1, which comprises the following steps:

step 1, determining stress parameters of a wheel hub:

the force borne by the wheel hub comprises the total weight of the airplane, energy generated in the whole braking process and impact load in the landing process;

step 2, determining the size of each stop key groove:

the retaining key slot comprises a rim retaining key slot and a hub retaining key slot; the cross sections of the rim locking key groove and the hub locking key groove comprise arc locking key grooves or trapezoid locking key grooves or rectangular locking key grooves;

first, determining the size of each arc-shaped stop key groove:

i initial design size of determined arc-shaped stop key groove

Determining the initial design size of the arc-shaped stop key groove according to the stress condition of the wheel hub obtained in the step 1;

the specific process is as follows: according to the obtained energy As generated in the whole braking process, obtaining the unit mass energy load Ug of the wheel hub of the airplane through a formula Ug ═ As/Ws; wherein Ws is the wheel hub weight allocated for the overall design; loading the obtained wheel hub with the specific mass energy Ug and the specific mass energy Ug of the known existing wheel₁For comparison, if Ug-Ug₁If the absolute value of the number of the wheels is less than or equal to 5, the outer diameter of the wheels is considered to meet the design requirement; if Ug-Ug₁If the absolute value of the value is more than 5, the outer diameter of the hub is considered not to meet the design requirement; when the outer diameter of the wheel hub does not meet the design requirement, adjusting the weight Ws of the wheel given by the overall design to enable Ug-Ug₁The absolute value of is less than or equal to 5; reducing Ug by increasing the overall design allocated wheel hub weight to adjust the overall design given wheel weight Ws; after the outer diameter of the hub is determined, determining the initial design size of the arc-shaped locking key groove according to the different diameters of the hub and the principle of selecting large arc length and large depth for large diameter and selecting small arc length and small depth for small diameter;

the determined initial design size of the arc-shaped stop key groove comprises an initial radius and an initial depth of the arc-shaped stop key groove; the initial radius of the arc-shaped locking key groove is equal to the diameter of the hub multiplied by 5 percent; the initial depth of the arc-shaped locking key groove is equal to the diameter of the hub multiplied by 2%;

II, checking the strength of the hub;

inputting the initial radius of the arc-shaped locking key groove and the initial depth of the arc-shaped locking key groove into ABAQUS software, and calculating the maximum stress of the hub under the working conditions of a bursting pressure load, a radial design load and a radial-side combined design load through the ABAQUS software so as to determine the strength of the hub; the working conditions of the blasting pressure load, the radial design load and the radial-side combined design load are provided by design;

III, modifying the size of the arc-shaped stop key groove;

when the initial size of the arc-shaped stop key groove is modified, sequentially and alternately reducing the depth and the arc length of the arc-shaped stop key groove according to the principle of reducing the depth and then reducing the arc length to obtain the depth of the arc-shaped stop key groove after the first modification;

when the initial depth of the arc-shaped stop key groove is reduced, the initial depth of the arc-shaped stop key groove is reduced by 2mm, and the depth of the arc-shaped stop key groove after first correction is obtained;

repeating the process of calibrating the strength size of the hub in the step II, inputting the depth of the arc-shaped stop key groove after the first correction and the initial radius of the arc-shaped stop key groove into ABAQUS software, obtaining new maximum stress of the hub under the working conditions of a blasting pressure load, a radial design load and a radial-side combined design load through the ABAQUS software, repeating the processes of determining whether the new maximum stress of the wheel under the blasting pressure load meets the design index requirement, determining whether the new maximum stress of the wheel under the radial design load meets the design index requirement and determining whether the new maximum stress of the wheel under the radial design load meets the design index requirement in the steps i to iii, and repeating the step iv to comprehensively determine whether the new maximum stress meets the design index requirement;

if the new maximum stress meets the design index requirement, entering the next step; otherwise, modifying the initial radius of the arc-shaped stop key groove;

when the initial radius of the arc-shaped stop key groove is modified, the initial radius of the arc-shaped stop key groove is reduced by 5mm, and the radius of the arc-shaped stop key groove after first modification is obtained; repeating the process of checking the strength and the size of the hub, inputting the depth of the arc-shaped stop key groove after the first correction and the radius of the arc-shaped stop key groove after the first correction into ABAQUS software, the new maximum stress of the hub under the working conditions of the burst pressure load, the radial design load and the radial-side combined design load is obtained again through the ABAQUS software, and repeating the steps i to iii, determining whether the new maximum stress of the wheel under the again obtained bursting pressure load meets the design index requirement, determining whether the new maximum stress of the wheel under the again obtained radial design load meets the design index requirement, and determining whether the new maximum stress of the wheel under the again obtained radial-side combined design load meets the design index requirement, comprehensively judging whether the new maximum stress obtained again meets the requirement of the design index;

if the design index requirement is met, entering the next step; otherwise, repeating the process of sequentially modifying the depth and checking of the arc-shaped stop key groove and the process of modifying the radius and checking of the arc-shaped stop key groove until the maximum stress of the hub meets the design index;

thus, the middle size of the arc-shaped stop key groove is determined;

IV, checking the fatigue life of the hub;

estimating the fatigue life of the hub by ABAQUS software and a FE-SAFE plug-in;

respectively substituting the stress parameters of the wheel hub determined in the step 1 into an FE-SAFE plug-in ABAQUS software, and calculating the actual fatigue life estimation value of the wheel hub by adopting the prior art; the stress parameters of the wheel hub of the airplane comprise the total weight of the airplane, energy generated in the whole braking process and impact load in the landing process;

comparing the obtained fatigue life estimation value with an expected fatigue life estimation value proposed by design, and judging whether the actual fatigue life estimation value meets the design requirement; if the fatigue life estimation value is larger than or equal to the expected fatigue life estimation value, the fatigue life of the hub meets the design requirement; if the fatigue life estimation value is less than the expected fatigue life estimation value, the fatigue life of the hub does not meet the design requirement;

when the fatigue life of the hub does not meet the design requirement, repeating the process of modifying the size of the arc-shaped locking key groove in the hub strength check, and sequentially modifying the middle size of the arc-shaped locking key groove to enable the fatigue life of the hub to meet the design requirement;

when the strength and the fatigue life of the hub after checking meet the design requirements, determining the current size of the arc-shaped locking key slot as the final design size;

secondly, determining the size of each trapezoidal stop key groove:

the size of each trapezoidal stop key groove comprises the depth and the width of the stop key groove;

repeating the process of the first step, and determining the size of each trapezoidal stop key slot according to the method for determining the size of each arc stop key slot in the first step;

when the size of the stop key groove is modified, firstly modifying the depth and then modifying the width;

thirdly, determining the size of each rectangular stop key groove:

the size of each rectangular stop key groove comprises the length and the width of the stop key groove;

repeating the process of the first step, and determining the size of each rectangular stop key slot according to the method for determining the size of each arc stop key slot in the first step;

when the size of the stop key groove is modified, the width is modified, and then the length is modified;

thus, the design of the wheel hub is completed.

6. A method of designing a brake wheel hub to prevent relative rotation of the wheel hub and wheel rim as claimed in claim 5, wherein the stress parameters of the wheel hub in step 1 are:

total weight of the aircraft: the total weight of the aircraft is provided by the aircraft overall design;

energy generated by the aircraft during the whole braking process: the energy As generated in the whole braking process is obtained through a formula (1):

As＝CWz_LV²z_L/1.21 (1)

wherein As is the energy generated throughout the braking process; c is a recommended empirical coefficient; wz_LIs the designed aircraft landing weight; vz_LIs the designed aircraft landing speed;

impact loading of the aircraft during landing: the impact load during landing is obtained by the formula (2):

Ms＝nmc×μmc×S_T×(Ds+ds)/4 (2)

wherein nmc is the number of friction faces; μ mc is the coefficient of friction of the friction couple; s_TIs the axial pressing force of the brake disc; ds is the brake disc outer diameter; ds is the brake disc inner diameter.

7. A method of designing a brake wheel hub for preventing relative rotation of a wheel hub and a wheel rim as claimed in claim 5, wherein said checking the strength of the wheel hub is carried out by:

judging whether the maximum stress of the airplane wheel under the blast pressure load meets the design index requirement or not:

substituting the hub bursting pressure load provided by the overall design into ABAQUS software for calculation to obtain the maximum stress of the airplane wheel under the bursting pressure load; comparing the obtained maximum stress of the airplane wheel under the blasting pressure load with a design index, and determining whether the requirement of the design index is met; when the maximum stress of the airplane wheel under the blasting pressure load is less than the design index, the design requirement is met; when the maximum stress of the airplane wheel under the blasting pressure load is larger than or equal to the design index, the design requirement is not met;

ii, judging the maximum stress of the airplane wheel under the radial design load, and judging whether the hub of the airplane wheel meets the design index requirement:

substituting the radial design load provided by the overall design into ABAQUS software for calculation to obtain the maximum stress of the airplane wheel under the radial design load; comparing the obtained maximum stress of the airplane wheel under the radial design load with a design index, and determining whether the requirement of the design index is met; when the maximum stress of the airplane wheel under the radial design load is less than the design index, the design requirement is met; when the maximum stress of the airplane wheel under the radial design load is larger than or equal to the design index, the design requirement is not met;

and iii, judging whether the maximum stress of the airplane wheel under the sizing-side combined design load meets the design index requirement:

substituting the radial-lateral combined design load provided by the overall design into ABAQUS software for calculation to obtain the maximum stress of the airplane wheel under the radial-lateral combined design load; comparing the obtained maximum stress of the airplane wheel under the radial-lateral combined design load with a design index, and determining whether the requirement of the design index is met; when the maximum stress of the airplane wheel under the radial-lateral combined design load is less than the design index, the design requirement is met; when the maximum stress of the airplane wheel under the radial-lateral combined design load is larger than or equal to the design index, the design requirement is not met;

iv, comprehensively judging whether the maximum stress of the airplane wheel under the blasting pressure load, the maximum stress of the airplane wheel under the radial design load and the maximum stress of the airplane wheel under the radial-lateral combined design load meet the requirements of design indexes:

comprehensively judging the judgment results obtained in the steps i to iii, and determining the size of the arc-shaped stop key slot as the final design size when the judgment results all meet the design index requirements; when one of the comparison results does not meet the design index requirement, modifying the initial size of the arc-shaped stop key groove;

the judgment result refers to a result of comparing the maximum stress of the airplane wheel under the burst pressure load with the design index, a result of comparing the maximum stress of the airplane wheel under the radial design load with the design index, and a result of comparing the maximum stress of the airplane wheel under the radial-side combined design load with the design index.

Technical Field

The invention relates to the field of design of airplane brake wheels, in particular to a single-web plate type brake wheel hub capable of preventing relative rotation between a wheel hub and a wheel rim and eliminating relative abrasion between the wheel hub and the wheel rim and a design method thereof.

Background

The single-web plate type brake wheel structure comprises a wheel assembly and a brake device, wherein the brake device is positioned in an inner cavity of the wheel assembly. The wheel assembly consists of a hub, a rim, a snap ring, a sealing ring and the like. The airplane wheel assembly is matched with an aircraft tire for use, the wheel rim is sleeved on the outer side of the wheel hub, the axial position of the wheel rim is limited through the clamping ring, the wheel rim and the aircraft tire form a closed cavity, compressed air is filled into the cavity, the compressed air is prevented from leaking through the sealing ring, the airplane wheel assembly is mounted on an airplane main undercarriage wheel shaft to bear airplane load, and the airplane wheel assembly rotates around the main undercarriage wheel shaft along with the movement of an airplane.

At the end of the wheel assembly's full life, wear often occurs at the hub and rim interface in the wheel assembly. The reason for the wear is that the wheel assembly can bear large airplane load and inflation pressure in the use process, so that the hub and the wheel rim deform and the gap between the hub and the wheel rim disappears, and alternating contact stress is generated; since the positions of the hub and the rim in the circumferential direction are not fixed, relative rotation occurs between the hub and the rim in the circumferential direction with high-speed rotation of the wheel assembly, resulting in contact fatigue wear. With the increase of the number of the landing wheels of the airplane, the abrasion loss is gradually increased, and finally, the wheel hub and the wheel rim fail in advance, so that the service life of the braking wheel is shortened. The statistical test result shows that the occurrence time of the abrasion phenomenon is gradually advanced along with the continuous increase of the load born by the brake wheel, and the abrasion phenomenon is earliest and even occurs when the test is only completed by 30%. Therefore, the elimination of the occurrence of the wear phenomenon between the hub and the rim has a practical significance for the life guarantee of the wheel assembly.

At present, the wear problem is generally improved at home and abroad by adopting a method for improving the wear resistance of a contact surface or reducing the contact stress of the contact surface, for example, the wear resistance of the contact surface is improved by coating a wear-resistant coating, extreme pressure grease and other treatment methods, so that the service life of a brake wheel is prolonged; the method for reducing deformation and increasing the contact area of the hub and the rim by increasing the rigidity of the hub and the rim reduces the pressure between the contact surfaces of the hub and the rim, reduces the contact stress and delays the wear speed, thereby prolonging the service life of the brake wheel.

Although the wear resistance can be improved and the service life can be prolonged by adopting the surface treatment method, in the service life test process, the wear-resistant coating can only maintain 100-200 lifting under the condition of large load and cannot meet the use requirement of the airplane wheel under the condition of large load. The abrasion problem is improved by improving the rigidity of the wheel hub and the wheel rim, so that the volume and the weight of the wheel assembly are increased, the volume and the weight of the heat reservoir assembly are reduced, and the braking performance and the working temperature of the heat reservoir assembly are reduced.

With the rapid development of the aircraft manufacturing technology, the energy and the load of the aircraft are larger and larger, but the weight requirement of a brake wheel is lighter and lighter, and the abrasion problem is solved by the prior art method, so that the use requirement of the aircraft cannot be met;

keywords were retrieved by the national intellectual Property office (http:// www.sipo.gov.cn) in the people's republic of China: wheels, hubs, rims, wear, braked wheels, airplanes, wheel assemblies, west-ampere aviation technology braking, stretch-wink, marshal; the related invention patents are as follows:

in the invention and creation with publication number CN110154649A, an anti-skid tubeless aircraft wheel is disclosed. The invention increases the holding force at the joint of the tire and the wheel through the anti-skid groove and prevents the movable wheel rim from sliding and rotating through the stop pin. The invention and the invention belong to the wheel structure design, but the invention reduces the probability of the wheel sliding and rotating under the condition of large moment by increasing the holding force of the tire to the wheel rim and adding the stop key groove on the wheel hub, but can not completely eliminate the relative sliding between the wheel hub and the wheel rim.

No solution was found to eliminate the relative rotation of the wheel hub and rim.

Disclosure of Invention

In order to overcome the abrasion caused by the relative slip between the hub and the rim in the use process of the wheel in the prior art, the invention provides a brake wheel hub for preventing the hub and the rim from rotating relatively and a design method thereof.

The invention provides a brake wheel hub capable of preventing a hub and a rim from rotating relatively. The wheel rim is sleeved on the wheel hub and is limited by a clamping ring arranged in a clamping ring groove of the wheel hub. 9 hub locking grooves are uniformly distributed on the outer circumferential surface of one end of the hub mounting movable flange, and the clamping ring is fixed on the hub through the matching between the hub locking grooves and locking keys positioned on the inner circumferential surface of the clamping ring. The width of the notch of the hub stopping groove is 11-23 mm, and the depth is 4-12 mm; the cross section of the hub stop groove is circular arc-shaped, trapezoid or rectangular. The size of each hub stop groove with different cross section shapes is determined according to the outer diameter of the hub; the included angle between the center lines of the width directions of two adjacent hub stopping grooves respectively positioned on the hubs is 40 degrees.

If an arc-shaped hub stop groove is adopted: when the outer diameter a1 of the hub is 400-500 mm, the arc length of the arc-shaped hub stop groove is 20-30 mm, and the radius is 5-10 mm; when the outer diameter a2 of the hub is 500-60 mm, the arc length of the arc-shaped hub stop groove is 35-45 mm, and the radius is 15-25 mm.

If trapezoidal wheel hub locking groove is adopted: when the outer diameter b1 of the hub is 600-700 mm, the width of the trapezoidal hub stop groove is 70-80 mm, and the depth is 15-20 mm; when the outer diameter b2 of the hub is 700 mm-850, the arc length of the trapezoidal hub stop groove is 85 mm-95 mm, and the depth is 20 mm-25 mm.

If a rectangular hub detent groove is employed: when the outer diameter c1 of the hub is 850 mm-950 mm, the length of the rectangular hub stop groove is 100-110 mm, and the width is 60-70 mm; when the outer diameter c2 of the hub is 950 mm-1000 mm, the length of the rectangular stop groove is 110 mm-115 mm, and the radius is 70-75 mm.

The snap ring is formed by combining two half snap rings to form a whole ring for fixing the wheel rim. The improvement of the snap ring is that 9 hub stop keys are added on the inner circumferential surface of the snap ring, and 9 rim stop keys are added on the outer circumferential surface of the snap ring. And each rim stop key positioned on the outer circumferential surface of the snap ring and each hub stop key positioned on the inner circumferential surface of the snap ring are arranged in a staggered mode, and the included angle between the center line of the width direction of the rim stop groove and the center line of the width direction of the hub stop groove is 20 degrees. The cross section of each hub stop and rim stop keyway is circular arc, trapezoid or rectangle.

The hub locking key groove is close to the inner edge of the inner circumferential surface of the clamping ring; the rim retaining key is located adjacent an outer edge of the outer circumferential surface of the snap ring. Each hub stop key is embedded with each corresponding hub stop groove, and a fit clearance of 0.05 mm-0.1 mm is formed; each rim stop key is embedded with each corresponding rim stop groove, and a fit clearance of 0.05 mm-0.1 mm is formed. The root of each hub locking key groove and the root of each rim locking key groove are all processed by circular arcs so as to eliminate the concentrated stress of the root.

The invention provides a design method of a brake wheel hub for preventing the hub and a wheel rim from rotating relatively, which comprises the following specific processes:

step 1, determining stress parameters of a wheel hub:

the force borne by the wheel hub comprises the total weight of the airplane, the energy generated in the whole braking process and the impact load in the landing process.

6. A method of designing a brake wheel hub to prevent relative rotation of the wheel hub and wheel rim as claimed in claim 5, wherein the stress parameters of the wheel hub in step 1 are:

total weight of the aircraft: the total weight of the aircraft is provided by the overall aircraft design.

Energy generated by the aircraft during the whole braking process: the energy As generated in the whole braking process is obtained through a formula (1):

As＝CWz_LV²z_L/1.21 (1)

wherein As is the energy generated throughout the braking process; c is a recommended empirical coefficient；Wz_LIs the designed aircraft landing weight; vz_LIs the designed aircraft landing speed.

Impact loading of the aircraft during landing: the impact load during landing is obtained by the formula (2):

Ms＝nmc×μmc×S_T×(Ds+ds)/4 (2)

wherein nmc is the number of friction faces; μ mc is the coefficient of friction of the friction couple; s_TIs the axial pressing force of the brake disc; ds is the brake disc outer diameter; ds is the brake disc inner diameter.

Step 2, determining the size of each stop key groove:

the retaining key slot comprises a rim retaining key slot and a hub retaining key slot; the cross section of the rim retaining key groove and the hub retaining key groove comprises an arc retaining key groove or a trapezoid retaining key groove or a rectangular retaining key groove.

First, determining the size of each arc-shaped stop key groove:

i initial design size of determined arc-shaped stop key groove

And (4) determining the initial design size of the arc-shaped stop key groove according to the stress condition of the wheel hub obtained in the step (1).

The specific process is as follows: according to the obtained energy As generated in the whole braking process, obtaining the unit mass energy load Ug of the wheel hub of the airplane through a formula Ug ═ As/Ws; where Ws is the wheel hub weight allocated for the overall design.

Loading the obtained wheel hub with the specific mass energy Ug and the specific mass energy Ug of the known existing wheel₁For comparison, if Ug-Ug₁If the absolute value of the number of the wheels is less than or equal to 5, the outer diameter of the wheels is considered to meet the design requirement; if Ug-Ug₁If the absolute value of (d) is > 5, the outer diameter of the hub is considered to be not satisfactory for the design. When the outer diameter of the wheel hub does not meet the design requirement, adjusting the weight Ws of the wheel given by the overall design to enable Ug-Ug₁The absolute value of is less than or equal to 5; the wheel hub weight allocated by increasing the overall design is reduced Ug to tune the overall design given wheel weight Ws.

After the outer diameter of the hub is determined, the initial design size of the arc-shaped locking key groove is determined according to the different diameters of the hub and the principle that the large arc length and the large depth are selected according to the large diameter and the small arc length and the small depth are selected according to the small diameter.

The initial design dimensions of the defined arcuate detent groove include an initial radius and an initial depth of the arcuate detent groove. The initial radius of the arc-shaped locking key groove is equal to the diameter of the hub multiplied by 5 percent; the initial depth of the arc-shaped stop key groove is equal to the diameter of the hub multiplied by 2%.

And II, checking the strength of the hub.

And inputting the obtained initial radius of the arc-shaped stopping key groove and the initial depth of the arc-shaped stopping key groove into ABAQUS software, and calculating the maximum stress of the hub under the working conditions of the burst pressure load, the radial design load and the radial-side combined design load through the ABAQUS software so as to determine the strength of the hub. The working conditions of the burst pressure load, the radial design load and the radial-side combined design load are provided by design.

The specific process for checking the strength of the hub comprises the following steps:

judging whether the maximum stress of the airplane wheel under the blast pressure load meets the design index requirement or not:

and substituting the burst pressure load of the wheel hub provided by the overall design into ABAQUS software for calculation to obtain the maximum stress of the wheel under the burst pressure load. And comparing the obtained maximum stress of the airplane wheel under the blasting pressure load with a design index, and determining whether the requirement of the design index is met. When the maximum stress of the airplane wheel under the blasting pressure load is less than the design index, the design requirement is met; and when the maximum stress of the airplane wheel under the blasting pressure load is larger than or equal to the design index, the design requirement is not met.

Ii, judging the maximum stress of the airplane wheel under the radial design load, and judging whether the hub of the airplane wheel meets the design index requirement:

and substituting the radial design load provided by the overall design into ABAQUS software for calculation to obtain the maximum stress of the wheel under the radial design load. And comparing the obtained maximum stress of the airplane wheel under the radial design load with a design index, and determining whether the requirement of the design index is met. When the maximum stress of the airplane wheel under the radial design load is less than the design index, the design requirement is met; and when the maximum stress of the airplane wheel under the radial design load is larger than or equal to the design index, the design requirement is not met.

And iii, judging whether the maximum stress of the airplane wheel under the sizing-side combined design load meets the design index requirement:

and substituting the radial-lateral combined design load provided by the overall design into ABAQUS software for calculation to obtain the maximum stress of the airplane wheel under the radial-lateral combined design load. And comparing the obtained maximum stress of the airplane wheel under the radial-lateral combined design load with a design index, and determining whether the requirement of the design index is met. When the maximum stress of the airplane wheel under the radial-lateral combined design load is less than the design index, the design requirement is met; and when the maximum stress of the airplane wheel under the radial-lateral combined design load is more than or equal to the design index, the design requirement is not met.

Iv, comprehensively judging whether the maximum stress of the airplane wheel under the blasting pressure load, the maximum stress of the airplane wheel under the radial design load and the maximum stress of the airplane wheel under the radial-lateral combined design load meet the requirements of design indexes:

comprehensively judging the judgment results obtained in the steps i to iii, and determining the size of the arc-shaped stop key slot as the final design size when the judgment results all meet the design index requirements; and when one of the comparison results does not meet the design index requirement, modifying the initial size of the arc-shaped stop key groove.

The judgment result refers to a result of comparing the maximum stress of the airplane wheel under the burst pressure load with the design index, a result of comparing the maximum stress of the airplane wheel under the radial design load with the design index, and a result of comparing the maximum stress of the airplane wheel under the radial-side combined design load with the design index.

And III, modifying the size of the arc-shaped stop key groove.

When the initial size of the arc-shaped stop key groove is modified, the depth and the arc length of the arc-shaped stop key groove are sequentially and alternately reduced according to the principle that the depth is reduced firstly and then the arc length is reduced, so that the depth of the arc-shaped stop key groove after first modification is obtained. And when the initial depth of the arc-shaped stop key groove is reduced, reducing the initial depth of the arc-shaped stop key groove by 2mm to obtain the depth of the arc-shaped stop key groove after the first correction.

And (3) repeating the process of calibrating the strength size of the nuclear hub in the step (II), inputting the depth of the arc-shaped stop key groove after the first correction and the initial radius of the arc-shaped stop key groove into ABAQUS software, obtaining new maximum stress of the hub under the working conditions of a blasting pressure load, a radial design load and a radial-side combined design load through the ABAQUS software, repeating the processes of determining whether the new maximum stress of the wheel under the blasting pressure load meets the design index requirement, determining whether the new maximum stress of the wheel under the radial design load meets the design index requirement and determining whether the new maximum stress of the wheel under the radial design load meets the design index requirement in the steps (i) to (iii), and repeating the step (iv) to comprehensively determine whether the new maximum stress meets the design index requirement.

If the new maximum stress meets the design index requirement, entering the next step; otherwise, the initial radius of the arc-shaped stop key groove is modified.

And when the initial radius of the arc-shaped stop key groove is modified, reducing the initial radius of the arc-shaped stop key groove by 5mm to obtain the radius of the arc-shaped stop key groove after the first modification. Repeating the process of checking the strength and the size of the hub, inputting the depth of the arc-shaped stop key groove after the first correction and the radius of the arc-shaped stop key groove after the first correction into ABAQUS software, the new maximum stress of the hub under the working conditions of the burst pressure load, the radial design load and the radial-side combined design load is obtained again through the ABAQUS software, and repeating the steps i to iii, determining whether the new maximum stress of the wheel under the again obtained bursting pressure load meets the design index requirement, determining whether the new maximum stress of the wheel under the again obtained radial design load meets the design index requirement, and determining whether the new maximum stress of the wheel under the again obtained radial-side combined design load meets the design index requirement, and comprehensively judging whether the newly obtained maximum stress meets the requirement of the design index.

If the design index requirement is met, entering the next step; otherwise, repeating the process of sequentially modifying the depth and checking the arc-shaped stop key groove and the process of modifying the radius and checking the arc-shaped stop key groove until the maximum stress of the hub meets the design index.

To this end, the intermediate dimension of the arcuate detent key is determined.

And IV, checking the fatigue life of the hub.

And estimating the fatigue life of the hub by ABAQUS software and a FE-SAFE plug-in.

And (3) respectively substituting the stress parameters of the wheel hub determined in the step (1) into an FE-SAFE plug-in ABAQUS software, and calculating the actual fatigue life estimation value of the wheel hub by adopting the prior art. The stress parameters of the wheel hub of the airplane comprise the total weight of the airplane, the energy generated in the whole braking process and the impact load in the landing process.

And comparing the obtained fatigue life estimation value with an expected fatigue life estimation value provided by design, and judging whether the actual fatigue life estimation value meets the design requirement. If the fatigue life estimation value is larger than or equal to the expected fatigue life estimation value, the fatigue life of the hub meets the design requirement; and if the estimated fatigue life value is less than the estimated expected fatigue life value, the fatigue life of the hub does not meet the design requirement.

When the fatigue life of the hub does not meet the design requirement, the process of modifying the size of the arc-shaped locking key groove in the hub strength check is repeated, and the middle size of the arc-shaped locking key groove is modified in sequence, so that the fatigue life of the hub meets the design requirement.

And when the strength and the fatigue life of the hub after checking meet the design requirements, determining the current size of the arc-shaped locking key slot as the final design size.

Secondly, determining the size of each trapezoidal stop key groove:

the dimensions of each trapezoidal detent key include the depth and width of the detent key.

And repeating the process of the first step, and determining the size of each trapezoidal stop key slot according to the method for determining the size of each arc stop key slot in the first step.

When the size of the stop key groove is modified, the depth is modified, and then the width is modified.

Thirdly, determining the size of each rectangular stop key groove:

the dimensions of each rectangular detent key include the length and width of the detent key.

And repeating the process of the first step, and determining the size of each rectangular stop key groove according to the method for determining the size of each arc stop key groove in the first step.

When the size of the stop key groove is modified, the width is modified, and then the length is modified.

Thus, the design of the wheel hub is completed.

The invention improves the structure of the airplane wheel, designs the hub, the rim and the snap ring with new structures, thoroughly solves the problem of relative slippage of the hub and the rim, and can meet the use requirements of new generation airplanes for increasingly lighter weight and increasingly larger energy and load.

Compared with the prior art, the invention has the following beneficial effects:

firstly, still can satisfy the high operating requirement who bears, big energy, high impact in order to guarantee wheel hub after the improvement, it is 600 ~ 850 mm's wheel hub to have confirmed the diameter through simulation analysis, select the depth to be 70 ~ 95mm and width 15 ~ 25 mm's dovetail groove, in order to prevent the relative slip between wheel hub and the rim, also can guarantee wheel hub's operation requirement simultaneously, in order to prevent the wheel subassembly between wheel hub and the rim relative rotation provide effectual design thinking and method.

And secondly, the balance degree of the wheel hub and the wheel rim is kept. Through the mutual cooperation of 9 locking grooves of the outer circle evenly distributed of the wheel hub and 9 locking grooves of the inner circle evenly distributed of the wheel rim and 9 locking keys evenly distributed on the matching surface corresponding to the inner circle and the outer circle of the clamping ring, the relative rotation between the wheel hub and the wheel rim is fundamentally eliminated, the balance degree is improved by 40 percent compared with a normal wheel, and further the balance degree of the wheel hub and the wheel rim is kept.

And thirdly, the service life of the brake wheel is ensured. Compared with the airplane wheel hub in the prior art, the airplane wheel hub has a good effect of avoiding abrasion. Through the mutual matching of the 9 hub stopping grooves uniformly distributed on the outer circle of the hub and the 9 rim stopping grooves uniformly distributed on the inner hole of the rim and the stopping keys on the combining surface of the snap ring, the abrasion problem between the hub and the rim of the airplane wheel is effectively eliminated, and the test verification shows that the service life of the airplane wheel is prolonged by about 2500km, and the problem that the airplane wheel assembly fails in advance due to abrasion is thoroughly solved.

Fourthly, the arrangement space of the brake device is not influenced. Compared with the original wheel assembly structure, the wheel assembly structure disclosed by the invention avoids the increase of the volumes of the wheel hub and the wheel rim, does not cause the reduction of the wheel hub accommodating cavity, and does not influence the arrangement space of the brake device.