Design method of U-shaped steel clamp for aircraft wheel

Abstract

The application provides a design method of a U-shaped steel clamp for an aviation wheel, and belongs to the technical field of aviation brake wheels. The method determines the compressive stress of the steel clamp according to the normal force transmitted by the guide rail of the aviation wheel to the steel clamp and the contact area between the guide rail of the aviation wheel and the steel clamp. When the compressive stress of the steel clamp meets the requirements, the dangerous shear cross-sectional area of the steel clamp is determined. Then, the maximum shear stress of the steel clamp is determined according to the dangerous shear cross-sectional area of the steel clamp and the determined normal force. When the shear stress of the steel clamp meets the requirements, the bending modulus of the cross section of the steel clamp is determined. After that, the maximum bending moment borne by the steel clamp is determined according to the determined normal force. Finally, the maximum bending stress of the steel clamp is determined according to the determined bending modulus of the cross section and the maximum bending moment, and whether the maximum bending stress of the steel clamp meets the requirements is determined. The method solves the problem that the U-shaped steel clamp is prone to fracture, resulting in loss of friction torque and functional failure of the rotor assembly.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of aviation brake wheel, and particularly relates to a design method of a U-shaped steel clamp for an aviation wheel. BACKGROUND

[0002] When the aircraft is taxiing, the aviation brake wheel rolls on the ground, and the aviation brake wheel mainly comprises a wheel assembly and a brake device. The heat sink assembly in the brake device comprises a moving disc assembly, a pressing disc assembly, a static disc and a pressure bearing disc assembly. The moving disc assembly is formed by riveting a moving disc and a moving disc steel clamp. The moving disc is made of carbon composite material, and both sides of the moving disc are involved in friction. The outer circle of the moving disc is uniformly provided with key grooves, and one steel clamp is riveted on each side of each key groove. The moving disc assembly on the brake device rotates synchronously with the wheel, while the pressing disc assembly, the static disc and the pressure bearing disc assembly are relatively static and do not rotate. The moving disc assembly and the single-sided static disc rotate relative to each other. When the aircraft brakes, high-pressure brake oil enters the piston cavity, and the piston moves forward under the action of brake pressure, pressing the static pressing disc assembly, the static disc, the isolation disc and the pressure bearing disc assembly towards the rotating moving disc assembly. At this time, friction torque is generated between the brake discs, which is transmitted to the wheel assembly through the steel clamp of the moving disc assembly, so that the wheel is braked. When the brake is released, the brake pressure is released, the moving disc assembly and the static disc are loosened, and the wheel is unbraked.

[0003] The main function of the steel clamp on the moving disc assembly is to transmit the friction torque of the brake disc to the wheel assembly to brake the aviation brake wheel. At present, the steel clamp structure of the moving disc assembly mainly has a U-shaped steel clamp according to the shape and fitting form, and the U-shaped steel clamp is prone to fracture, resulting in loss of friction torque and failure of the function of the moving disc assembly. SUMMARY

[0004] In order to solve the problem that the U-shaped steel clamp is prone to fracture in the prior art, resulting in loss of friction torque and failure of the function of the moving disc assembly, the present application provides a design method of a U-shaped steel clamp for an aviation wheel, and the technical solution is as follows:

[0005] A design method of a U-shaped clamp for an aviation wheel, comprising:

[0006] Step 1, determining the normal force transmitted by the guide rail of the aviation wheel to the steel clamp;

[0007] Step 2, determining the contact area between the guide rail of the aviation wheel and the steel clamp;

[0008] Step 3, determining the compressive stress of the steel clamp according to the normal force and the contact area, and comparing the obtained compressive stress with the allowable compressive stress of the known steel clamp material to determine whether the compressive stress of the steel clamp meets the requirements;

[0009] Step 4, determining the dangerous shear cross-sectional area of the steel clamp when the compressive stress of the steel clamp meets the requirements;

[0010] Step 5, determine the maximum shear stress of the steel clamp according to the dangerous shear area of the steel clamp and the normal force determined in step 1; and compare the allowable shear stress of the steel clamp material with the maximum shear stress of the steel clamp to determine whether the shear stress of the steel clamp meets the requirements;

[0011] Step 6, when the shear stress of the steel clamp meets the requirements, determine the cross-section bending modulus of the steel clamp;

[0012] Step 7, determine the maximum bending moment borne by the steel clamp according to the normal force determined in step 1;

[0013] Step 8, determine the maximum bending stress of the steel clamp according to the cross-section bending modulus determined in step 6 and the maximum bending moment determined in step 7; compare the allowable bending stress of the steel clamp material with the maximum bending stress to determine whether the maximum bending stress of the steel clamp meets the requirements.

[0014] Further, the method further comprises:

[0015] When the compressive stress of the steel clamp does not meet the use requirements, increase the contact surface width of the steel clamp and the guide rail to obtain an adjusted contact surface width of the steel clamp and the guide rail, and repeat steps 2 and 3.

[0016] In step 3, the compressive stress of the steel clamp is σ d1 , the known allowable compressive stress of the steel clamp material is [σ1], if [σ1]≥σ d1 , it is determined that the compressive stress of the steel clamp meets the requirements; if [σ1]<σ d1 , it is determined that the compressive stress of the steel clamp does not meet the use requirements.

[0017] In step 3, the compressive stress of the steel clamp is σ d1 , the known allowable compressive stress of the steel clamp material is [σ1], if [σ1]≥σ d1 , it is determined that the compressive stress of the steel clamp meets the requirements; if [σ1]<σ d1 , it is determined that the compressive stress of the steel clamp does not meet the use requirements.

[0018] Further, the method further comprises:

[0019] When the shear stress of the steel clamp does not meet the use requirements, increase the distance between the outer end surface of the steel clamp and the first dynamic disc rivet hole to obtain an adjusted contact surface width of the steel clamp and the guide rail, and repeat steps 4 and 5.

[0020] In step 5, the maximum shear stress of the steel clamp is τ1, the allowable shear stress of the steel clamp material is [τ], if [τ]≥τ1, it is determined that the shear stress of the steel clamp meets the requirements; if [τ]<τ1, it is determined that the shear stress of the steel clamp does not meet the use requirements.

[0021] In step 5, the maximum shear stress of the steel clamp is τ1, the allowable shear stress of the steel clamp material is [τ], if [τ]≥τ1, it is determined that the shear stress of the steel clamp meets the requirements; if [τ]<τ1, it is determined that the shear stress of the steel clamp does not meet the use requirements.

[0022] Further, when the maximum bending stress of the steel clip meets the requirement, the design process of the steel clip is ended; when the maximum bending stress of the steel clip does not meet the use requirement, the distance between the outer end surface of the steel clip and the first dynamic disc rivet hole is reduced, the adjusted steel clip and the guide rail contact surface width is obtained, and steps 7 and 8 are repeated.

[0023] In step 8, the maximum bending stress of the steel clip is τ2; the allowable bending stress of the steel clip material is [σ], if [σ]≥τ2, it is determined that the maximum bending stress of the steel clip meets the requirement; if [σ]<τ2, it is determined that the maximum bending stress of the steel clip does not meet the use requirement.

[0024] In step 8, the maximum bending stress of the steel clip is τ2; the allowable bending stress of the steel clip material is [σ], if [σ]≥τ2, it is determined that the maximum bending stress of the steel clip meets the requirement; if [σ]<τ2, it is determined that the maximum bending stress of the steel clip does not meet the use requirement.

[0025] The beneficial effects of the present application are that:

[0026] 1. The U-shaped clip for the aviation wheel provided in the present application has a weight of only 13g on the basis of ensuring the structural strength;

[0027] 2. Two U-shaped steel clips are arranged at each key groove of the dynamic disc, and can bear the brake impact from the guide rail, protect the brake disc key groove, and improve the service life, reliability and safety of the brake disc;

[0028] 3. The steel clip is made of 05Cr17Ni4Cu4Nb stainless steel material, which improves the strength and corrosion resistance of the steel clip. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 is the dynamic disc assembly assembly drawing provided by the embodiment of the present application;

[0030] Figure 2 is a partial enlarged view of the dynamic disc assembly assembly;

[0031] Figure 3 is a front view of the dynamic disc;

[0032] Figure 4 is a sectional view of the dynamic disc;

[0033] Figure 5 is a front view of the steel clip;

[0034] Figure 6 is a sectional view of the steel clip.

[0035] In the figure: 1-dynamic disc; 2-U-shaped steel clip; 3-rivets. DETAILED DESCRIPTION

[0036] The present application will be further described in detail through specific embodiments and drawings.

[0037] The application provides a design method of a U-shaped clamp for an aircraft wheel, and the method comprises the following steps:

[0038] Step 1, determining a normal force F1 transmitted by an aircraft wheel guide rail to a steel clamp;

[0039]

[0040] Wherein, M is a brake torque peak value; K is a key uneven working coefficient, and is 0.75; n d is a number of dynamic discs; n dj is a number of dynamic disc keys; R d is an action radius of the dynamic disc key and the guide rail contact surface.

[0041] Step 2, determining a contact area S1 of the aircraft wheel guide rail and the steel clamp;

[0042] S1=h d ×W d

[0043] Wherein, h d is a contact surface height of the steel clamp and the guide rail; and W i is a contact surface width of the steel clamp and the guide rail.

[0044] It should be noted that the step 1 and the step 2 have no sequence and can be executed simultaneously.

[0045] Step 3, determining a compressive stress σ d1 of the steel clamp according to the normal force F1 determined in the step 1 and the contact area S1 determined in the step 2; and comparing the obtained compressive stress σ d1 with a known allowable compressive stress [σ1] of the steel clamp material, if [σ1]≥σ d1 , it is determined that the compressive stress of the steel clamp meets the requirements, and the step 4 is executed; if [σ1]<σ d1 , it is determined that the compressive stress of the steel clamp does not meet the use requirements, the contact surface width W d of the steel clamp and the guide rail is increased by 1 mm, an adjusted contact surface width W1′ of the steel clamp and the guide rail is obtained, and the step 2 and the step 3 are repeated.

[0046]

[0047] Wherein, σ d1 is the compressive stress of the steel clamp; F1 is the normal force transmitted by the aircraft wheel guide rail to the steel clamp; and S1 is the contact area of the aircraft wheel guide rail and the steel clamp.

[0048] The allowable compressive stress [σ1] of the steel clamp material is compared with the obtained σ d1 , if [σ1]≥σ d1 , the compressive stress of the steel clamp meets the requirements; if [σ1]<σd1 , the steel clamp compression stress does not meet the use requirements.

[0049] When the steel clamp compression stress does not meet the use requirements, the steel clamp contact surface width W d is increased by 1mm, and the adjusted steel clamp contact surface width W d is obtained; repeat steps 2 and 3.

[0050] Step 4, determine the dangerous shear cross-sectional area of the steel clamp;

[0051] S2=L d ×W d

[0052] Wherein, L d is the distance from the outer end surface of the steel clamp to the first movable disc rivet hole; W d is the contact surface width of the steel clamp and the guide rail;

[0053] Step 5, determine the maximum shear stress τ1 of the steel clamp according to the dangerous shear cross-sectional area of the steel clamp determined in step 4 and the normal force F1 determined in step 1; and compare the allowable shear stress [τ] of the steel clamp material with τ1, if [τ]≥τ1, it is determined that the shear stress of the steel clamp meets the requirements, and step 6 is executed; if [τ]<τ1, it is determined that the shear stress of the steel clamp does not meet the use requirements, the distance L d from the outer end surface of the steel clamp to the first movable disc rivet hole is increased by 1mm, and the adjusted contact surface width L d of the steel clamp and the guide rail is obtained; repeat steps 4 and 5.

[0054]

[0055] Wherein, τ1 is the maximum shear stress of the steel clamp; F1 is the normal force transmitted by the aviation wheel guide rail to the steel clamp; S2 is the dangerous shear cross-sectional area of the steel clamp.

[0056] Compare the allowable shear stress [τ] of the steel clamp material with τ1, if [τ]≥τ1, the shear stress of the steel clamp meets the requirements; if [τ]<τ1, the shear stress of the steel clamp does not meet the use requirements.

[0057] When the shear stress of the steel clamp does not meet the use requirements, the distance L d from the outer end surface of the steel clamp to the first movable disc rivet hole is increased by 1mm, and the adjusted contact surface width L d of the steel clamp and the guide rail is obtained; repeat steps 4 and 5.

[0058] Step 6, determine the cross-sectional bending modulus W z of the steel clamp.

[0059]

[0060] wherein h d is the height of the contact surface of the steel clamp with the guide rail; and W1 is the width of the contact surface of the steel clamp with the guide rail.

[0061] Step 7, determining the maximum bending moment M1 borne by the steel clamp according to the normal force F1 determined in Step 1;

[0062] M1 = Γ1 × L1

[0063] wherein F1 is the normal force borne by the steel clamp by the guide rail of the aircraft wheel; and L1 is the distance from the center line of the contact surface of the steel clamp with the guide rail to the neutral surface of the steel clamp.

[0064] Step 8, determining the maximum bending stress τ2 of the steel clamp according to the cross-section bending modulus W z and the maximum bending moment M1 determined in Step 7; comparing the allowable bending stress [σ] of the steel clamp material with τ2, if [σ] ≥ τ2, it is determined that the maximum bending stress of the steel clamp meets the requirements, and the design process of the steel clamp ends; if [σ] < τ2, it is determined that the maximum bending stress of the steel clamp does not meet the use requirements, the distance L1 from the outer end surface of the steel clamp to the first dynamic disc rivet hole is reduced by 0.2 mm to obtain the adjusted contact surface width L1' of the steel clamp with the guide rail, and Steps 7 and 8 are repeated.

[0065]

[0066] wherein M1 is the maximum bending moment borne by the steel clamp; and W z is the cross-section bending modulus of the steel clamp.

[0067] Comparing τ2 obtained by the allowable bending stress [σ] of the steel clamp material, if [C] ≥ τ2, the maximum bending stress of the steel clamp meets the requirements; if [σ] < τ2, the maximum bending stress of the steel clamp does not meet the use requirements.

[0068] When the maximum bending stress of the steel clamp does not meet the use requirements, the distance L1 from the outer end surface of the steel clamp to the first dynamic disc rivet hole is reduced by 0.2 mm to obtain the adjusted contact surface width L1' of the steel clamp with the guide rail, and Steps 7 and 8 are repeated.

[0069] Embodiment 1 The present application provides a design method of a U-shaped clamp for an aircraft wheel, which can include the following steps:

[0070] Step 1, calculating the normal force F1 borne by the steel clamp by the guide rail of the aircraft wheel;

[0071]

[0072] wherein M is the peak braking torque; K is the uneven key working coefficient, and is 0.75; n dN is the number of moving disks; n dj R is the number of keys of the moving disk; R d is the contact radius of the key of the moving disk and the guide rail.

[0073] In this embodiment, M = 8000 N.m; K = 0.75; n d = 4; n dj = 9; R d = 172.5 mm; F1 = 1717.66 N.

[0074] Step 2, calculate the contact area S1 of the aircraft wheel guide rail and the steel clip;

[0075] S1 = h d × W d

[0076] wherein h d is the contact height of the steel clip and the guide rail; W1 is the contact width of the steel clip and the guide rail;

[0077] In this embodiment, h d = 14 mm; W d = 15 mm; S1 = 210 mm 2 .

[0078] Step 3, calculate the compressive stress σ d1 of the steel clip according to the normal force F1 calculated in step 1 and the contact area S1 calculated in step 2; and compare the calculated compressive stress σ d1 with the allowable compressive stress [σ1] of the steel clip material, if [σ1] ≥ σ d1 , the compressive stress of the steel clip meets the requirements, and step 4 is executed; if [σ1] < σ d1 , the compressive stress of the steel clip does not meet the use requirements, the contact width W d of the steel clip and the guide rail is increased by 1 mm to obtain the adjusted contact width W1' of the steel clip and the guide rail, and steps 2 and 3 are repeated.

[0079]

[0080] wherein σ d1 is the compressive stress of the steel clip; F1 is the normal force of the aircraft wheel guide rail transmitted to the steel clip; S1 is the contact area of the aircraft wheel guide rail and the steel clip.

[0081] In this embodiment, σ d1 = 8.18 MPa

[0082] Compare σ d1 obtained by the allowable compressive stress [σ1] of the steel clip material, if [σ1] ≥ σ d1 , the compressive stress of the steel clip meets the requirements; if [σ1] < σd1 , the steel clamp compression stress does not meet the use requirements.

[0083] When the steel clamp compression stress does not meet the use requirements, the steel clamp contact surface width W d is increased by 1mm, and the adjusted steel clamp contact surface width W d is obtained; steps 2 and 3 are repeated.

[0084] Step 4, calculate the dangerous shear cross-sectional area of the steel clamp;

[0085] S2 = L d × W d

[0086] Wherein, L d is the distance from the outer end surface of the steel clamp to the first dynamic disc rivet hole; W d is the contact surface width of the steel clamp and the guide rail;

[0087] In this embodiment, L d = 7.7mm; W d = 15mm.

[0088] Step 5, calculate the maximum shear stress τ1 of the steel clamp according to the dangerous shear cross-sectional area of the steel clamp calculated in step 4 and the normal force F1 calculated in step 1; and compare the allowable shear stress [τ] of the steel clamp material with τ1, if [τ] ≥ τ1, the shear stress of the steel clamp meets the requirements, and step 6 is executed; if [τ] < τ1, the shear stress of the steel clamp does not meet the use requirements, the distance L d from the outer end surface of the steel clamp to the first dynamic disc rivet hole is increased by 1mm, and the adjusted contact surface width L d ' of the steel clamp and the guide rail is obtained; steps 4 and 5 are repeated.

[0089]

[0090] Wherein, τ1 is the maximum shear stress of the steel clamp; F1 is the normal force transmitted by the aviation wheel guide rail to the steel clamp; S2 is the dangerous shear cross-sectional area of the steel clamp.

[0091] In this embodiment, τ1 = 14.87MPa

[0092] Compare the allowable shear stress [τ] of the steel clamp material with τ1, if [τ] ≥ τ1, the shear stress of the steel clamp meets the requirements; if [τ] < τ1, the shear stress of the steel clamp does not meet the use requirements.

[0093] When the shear stress of the steel clamp does not meet the use requirements, the distance L d from the outer end surface of the steel clamp to the first dynamic disc rivet hole is increased by 1mm, and the adjusted contact surface width L d of the steel clamp and the guide rail is obtained.Step 4 and Step 5 are repeated.

[0094] Step 6, the cross-section bending modulus W of the steel clamp is calculated z ;

[0095]

[0096] wherein, h d is the height of the contact surface of the steel clamp and the guide rail; W1 is the width of the contact surface of the steel clamp and the guide rail;

[0097] In this embodiment, W z = 490 mm 3

[0098] Step 7, the maximum bending moment M1 borne by the steel clamp is calculated according to the normal force F1 calculated in Step 1.

[0099] M1 = F1 x L1

[0100] wherein, F1 is the normal force transmitted by the guide rail of the aircraft wheel to the steel clamp; L1 is the distance from the center line of the contact surface of the steel clamp and the guide rail to the neutral surface of the steel clamp.

[0101] In this embodiment, M1 = 2576.49 N.mm; F1 = 1717.66 N; L1 = 1.5 mm.

[0102] Step 8, the maximum bending stress τ2 of the steel clamp is calculated according to the cross-section bending modulus W z calculated in Step 6 and the maximum bending moment M1 calculated in Step 7; the allowable bending stress [σ] of the material of the steel clamp is compared with τ2, if [σ] ≥ τ2, the maximum bending stress of the steel clamp meets the requirements, and the design process of the steel clamp is ended; if [σ] < τ2, the maximum bending stress of the steel clamp does not meet the use requirements, the distance L1 from the outer end surface of the steel clamp to the first dynamic disc rivet hole is reduced by 0.2 mm to obtain the adjusted contact surface width L1' of the steel clamp and the guide rail, and Steps 7 and 8 are repeated.

[0103]

[0104] wherein, M1 is the maximum bending moment borne by the steel clamp; W z is the cross-section bending modulus of the steel clamp;

[0105] In this embodiment, τ2 = 5.26 MPa.

[0106] The allowable bending stress [σ] of the material of the steel clamp is compared with τ2, if [C] ≥ τ2, the maximum bending stress of the steel clamp meets the requirements; if [σ] < τ2, the maximum bending stress of the steel clamp does not meet the use requirements.

[0107] When the maximum bending stress of the steel clip does not meet the use requirement, the distance L1 between the outer end surface of the steel clip and the first dynamic disc rivet hole is reduced by 0.2 mm, the adjusted steel clip and rail contact surface width L1' is obtained, and steps 7 and 8 are repeated.

[0108] The allowable bending stress [σ] of the steel clip material, the allowable shear stress [τ] of the steel clip material, and the allowable compressive stress [σ1] of the steel clip material in the above steps can be obtained from the aviation material manual.

[0109] Embodiment 2 The present application proposes a design method of a U-shaped clip for an aviation wheel, which can include the following steps:

[0110] Step 1, calculating the contact area S1 between the aviation wheel rail and the steel clip;

[0111] S1 = h d × W d

[0112] Wherein, h d is the height of the steel clip and rail contact surface; W1 is the width of the steel clip and rail contact surface;

[0113] In this embodiment, h d = 8 mm; W d = 16 mm; S1 = 128 mm 2 .

[0114] Step 2, calculating the normal force F1 transmitted by the aviation wheel rail to the steel clip;

[0115]

[0116] Wherein, M is the peak braking torque; K is the uneven key working coefficient, which is 0.75; n d is the number of dynamic discs; n dj is the number of dynamic disc keys; R d is the action radius of the dynamic disc key and rail contact surface.

[0117] In this embodiment, M = 20000 N.m; K = 0.75; n d = 3; n dj = 11; R d = 196 mm; F1 = 4122.86 N.

[0118] Step 3, calculating the compressive stress σ d1 of the steel clip according to the normal force F1 calculated in step 1 and the contact area S1 calculated in step 2; and comparing the calculated compressive stress σ d1 with the known allowable compressive stress [σ1] of the steel clip material, if [σ1] ≥ σ d1The steel clamping stress meets the requirements, proceed to step 4; if [σ1] < σ d1 If the compressive stress of the steel clamp does not meet the usage requirements, the contact surface width W between the steel clamp and the guide rail should be adjusted. d Increase the width by 1mm to obtain the adjusted contact surface width between the steel clamp and the guide rail, and repeat steps 2 and 3.

[0119]

[0120] Where, σ d1 F1 is the compressive stress of the steel clamp; F1 is the normal force transmitted from the aircraft wheel guide rail to the steel clamp; S1 is the contact area between the aircraft wheel guide rail and the steel clamp.

[0121] In this embodiment, σ d1 =32.21MPa

[0122] The allowable compressive stress [σ1] of the steel clamp material is obtained as σ. d1 Compare, if [σ1] ≥ σ d1 The compressive stress of the steel meets the requirements; if [σ1] < σ d1 If the compressive stress of the steel does not meet the requirements, then the steel clamping stress does not meet the usage requirements.

[0123] When the compressive stress of the steel clamp does not meet the usage requirements, the contact surface width W between the steel clamp and the guide rail is... d Increasing the width by 1mm yields the adjusted contact surface width W between the steel clamp and the guide rail. d Repeat steps 2 and 3.

[0124] Step 4: Calculate the dangerous shear cross-sectional area of ​​the steel clamp;

[0125] S2=L d ×W d

[0126] Among them, L d W is the distance from the outer end face of the steel clamp to the rivet hole of the first moving disc. d The width of the contact surface between the steel clamp and the guide rail;

[0127] In this embodiment, L d =8mm; W d =15mm.

[0128] Step 5: Calculate the maximum shear stress τ1 of the steel clamp based on the dangerous shear cross-sectional area of ​​the steel clamp calculated in Step 4 and the normal force F1 calculated in Step 1; compare the allowable shear stress [τ] of the steel clamp material with τ1. If [τ] ≥ τ1, the shear stress of the steel clamp meets the requirements, and proceed to Step 6; if [τ] < τ1, the shear stress of the steel clamp does not meet the usage requirements, and the distance L from the outer end face of the steel clamp to the first moving disc rivet hole is... dIncrease 1mm, get the adjusted steel clip and rail contact surface width L d , repeat step 4 and step 5.

[0129]

[0130] Wherein, τ1 is the maximum shear stress of steel clip; F1 is the normal force transmitted by the aircraft wheel rail to the steel clip; S2 is the dangerous shear cross-sectional area of the steel clip.

[0131] In this embodiment, τ1 = 34.36MPa

[0132] The allowable shear stress [τ] of the steel clip material is compared with τ1. If [τ] ≥ τ1, the shear stress of the steel clip meets the requirements; if [τ] < τ1, the shear stress of the steel clip does not meet the use requirements.

[0133] When the shear stress of the steel clip does not meet the use requirements, the distance L between the outer end surface of the steel clip and the first movable disc rivet hole is increased by 1mm d Increase 1mm, get the adjusted steel clip and rail contact surface width L d , repeat step 4 and step 5.

[0134] Step 6, calculate the cross-sectional bending modulus W of the steel clip z ;

[0135]

[0136] Wherein, h d is the height of the steel clip and the rail contact surface; W d is the width of the steel clip and the rail contact surface.

[0137] In this embodiment, W z = 170.67mm 3

[0138] Step 7, according to the normal force F1 calculated in step 1, calculate the maximum bending moment M1 borne by the steel clip;

[0139] M1 = I1 × L1

[0140] Wherein, F1 is the normal force transmitted by the aircraft wheel rail to the steel clip; L1 is the distance from the center line of the steel clip and the rail contact surface to the neutral surface of the steel clip.

[0141] In this embodiment, M1 = 10307.15N.mm; F1 = 4122.86N; L1 = 2.5mm.

[0142] Step 8, according to the cross-sectional bending modulus W zand the maximum bending stress τ2 of the steel clamp is calculated; the allowable bending stress [σ] of the steel clamp material is compared with τ2, if [σ]≥τ2, the maximum bending stress of the steel clamp meets the requirements, and the design process of the steel clamp is ended; if [σ]<τ2, the maximum bending stress of the steel clamp does not meet the use requirements, the distance L1 between the outer end surface of the steel clamp and the rivet hole of the first dynamic disc is reduced by 0.2mm, the adjusted steel clamp and the guide rail contact surface width L1' is obtained, and steps 7 and 8 are repeated;

[0143]

[0144] Wherein, M1 is the maximum bending moment borne by the steel clamp; W z is the bending modulus of the cross section of the steel clamp;

[0145] In the embodiment, τ2=60.39MPa.

[0146] The allowable bending stress [σ] of the steel clamp material is compared with τ2, if [σ]≥τ2, the maximum bending stress of the steel clamp meets the requirements; if [σ]<τ2, the maximum bending stress of the steel clamp does not meet the use requirements.

[0147] When the maximum bending stress of the steel clamp does not meet the use requirements, the distance L1 between the outer end surface of the steel clamp and the rivet hole of the first dynamic disc is reduced by 0.2mm, the adjusted steel clamp and the guide rail contact surface width L1' is obtained, and steps 7 and 8 are repeated.

[0148] The allowable bending stress [σ] of the steel clamp material, the allowable shear stress [τ] of the steel clamp material and the allowable compressive stress [σ1] of the steel clamp material in the above steps can be obtained from the aviation material manual.

[0149] The application solves the problem that the U-shaped steel clamp is prone to fracture, resulting in loss of friction torque and functional failure of the dynamic disc assembly. Figure 1 and Figure 2 As shown in the figures, the U-shaped steel clamp 2 for an aviation machine wheel is installed on the dynamic disc 1 through the rivet 3, the dynamic disc 1, the steel clamp 2 and the rivet 3 jointly constitute a dynamic disc assembly, the dynamic disc assembly cooperates with the aviation machine wheel hub to transmit the brake torque and realize the braking of the aviation machine wheel.

[0150] As shown in the figures, the dynamic disc 1 is a circular hollow structure, and nine grooves are arranged around the periphery, and one U-shaped steel clamp 2 is installed on each side of each groove for cooperation with the aviation machine wheel guide rail. Figure 3 Figure 4 As shown in the figures, the dynamic disc 1 is a circular hollow structure, and nine grooves are arranged around the periphery, and one U-shaped steel clamp 2 is installed on each side of each groove for cooperation with the aviation machine wheel guide rail.

[0151] As shown in the figures, the dynamic disc 1 is a circular hollow structure, and nine grooves are arranged around the periphery, and one U-shaped steel clamp 2 is installed on each side of each groove for cooperation with the aviation machine wheel guide rail. Figure 5 Figure 6 ​​As shown, the U-shaped steel clamp is in U-shaped structure, and two rivet holes with a diameter of 4 mm are arranged on one side of the U-shaped steel clamp, and used for fixing the steel clamp on the moving disc.

[0152] The above only expresses the embodiments of the present application, the description is more specific and detailed, but cannot be understood as the limitation of the scope of the patent application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which belong to the protection scope of the present application. In addition, the part of the present application is not detailed is the routine technology.

Claims

1. A design method for a U-shaped steel clamp for aircraft wheels, characterized in that, include: Step 1: Determine the normal force transmitted from the aircraft wheel guide rail to the steel clamp. , This represents the peak braking torque. The coefficient for non-uniformity of bond operation is set to 0.

75. Number of moving disks; Number of keypad keys; The effective radius of the contact surface between the moving disk key and the guide rail; Step 2: Determine the contact area S1 between the aircraft wheel guide rail and the steel clamp. , The height of the contact surface between the steel clamp and the guide rail; The width of the contact surface between the steel clamp and the guide rail; Step 3: Determine the compressive stress of the steel clamp based on the normal force and contact area, and compare the obtained compressive stress with the known allowable compressive stress of the steel clamp material to determine whether the compressive stress of the steel clamp meets the requirements; the compressive stress of the steel clamp is... , The allowable compressive stress of the steel clamp material is known to be [σ1]. If [σ1] ≥ If the compressive stress of the steel meets the requirements, proceed to step 4; if [σ1] < If so, it is determined that the clamping stress of the steel does not meet the usage requirements; Step 4: When the compressive stress of the steel clamp meets the requirements, determine the critical shear cross-sectional area S2 of the steel clamp. , This is the distance from the outer end face of the steel clamp to the rivet hole of the first moving disc; Step 5: Determine the maximum shear stress of the steel clamp based on the dangerous shear cross-sectional area of ​​the steel clamp and the normal force determined in Step 1; The allowable shear stress of the steel clamp material is compared with the maximum shear stress of the steel clamp to determine whether the shear stress of the steel clamp meets the requirements; the maximum shear stress of the steel clamp is... The allowable shear stress of the steel clamp material is [ ],like[ ]≥ Then it is determined that the shear stress of the steel clamp meets the requirements; if [ ]< If the shear stress of the steel clamp does not meet the usage requirements, then it is determined that the steel clamp does not meet the usage requirements. ; Step 6: When the shear stress of the steel clamp meets the requirements, determine the section bending modulus of the steel clamp; Step 7: Determine the maximum bending moment borne by the steel clamp based on the normal force determined in Step 1; Step 8: Based on the section bending modulus determined in Step 6 and the maximum bending moment determined in Step 7, determine the maximum bending stress of the steel clamp; compare the allowable bending stress of the steel clamp material with the maximum bending stress to determine whether the maximum bending stress of the steel clamp meets the requirements.

2. The method according to claim 1, characterized in that, The method further includes: When the compressive stress of the steel clamp does not meet the requirements, increase the width of the contact surface between the steel clamp and the guide rail to obtain the adjusted contact surface width between the steel clamp and the guide rail, and repeat steps 2 and 3.

3. The method according to claim 2, characterized in that, When the compressive stress of the steel clamp does not meet the requirements, increase the width of the contact surface between the steel clamp and the guide rail by 1mm.

4. The method according to claim 1, characterized in that, The method further includes: When the shear stress of the steel clamp does not meet the usage requirements, the distance between the outer end face of the steel clamp and the rivet hole of the first moving plate is increased to obtain the adjusted contact surface width between the steel clamp and the guide rail. Steps 4 and 5 are repeated.

5. The method according to claim 4, characterized in that, When the shear stress of the steel clamp does not meet the usage requirements, the distance between the outer end face of the steel clamp and the rivet hole of the first moving disc is increased by 1mm.

6. The method according to claim 1, characterized in that, The method further includes: When the maximum bending stress of the steel clamp meets the requirements, the design process of the steel clamp ends; when the maximum bending stress of the steel clamp does not meet the usage requirements, the distance between the outer end face of the steel clamp and the first moving plate rivet hole is reduced to obtain the adjusted contact surface width between the steel clamp and the guide rail, and steps 7 and 8 are repeated.

7. The method according to claim 1, characterized in that, In step 8, the maximum bending stress of the steel clamp is The allowable bending stress of the steel clamp material is [ ],like[ ]≥ If the maximum bending stress of the steel clamp meets the requirement, then [ ]< If so, it is determined that the maximum bending stress of the steel clamp does not meet the usage requirements.

8. The method according to claim 7, characterized in that, When the maximum bending stress of the steel clamp does not meet the usage requirements, the distance between the outer end face of the steel clamp and the rivet hole of the first moving plate is reduced by 0.2mm.

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