A cantilever guide rail for an aircraft wheel and an optimization method thereof

Abstract

The application relates to a cantilever guide rail for an aviation wheel and an optimization method thereof, and belongs to the technical field of aviation brake wheels. The two ends of the cantilever guide rail are positioning ends, one end of which is fixed to the inner wall surface of the wheel hub cylinder wall through bolts, and the other end is installed in the wheel hub guide rail mounting hole. The guide rail between the two ends is a flat plate structure, the profile of which towards the inner wall surface of the wheel hub is tightly positioned with the inner wall surface of the wheel hub, and a dynamic disc assembly mounting surface is arranged on the plane towards the central shaft of the wheel hub. The dynamic disc assembly transmits brake torque through the matched guide rail to realize the braking of the aviation wheel. The optimization of the cantilever guide rail is completed by optimizing the length of the contact surface of the guide rail and the dynamic disc steel clamp, the width of the guide rail, and the distance from the center line of the contact surface of the dynamic disc steel clamp and the guide rail to the neutral surface of the guide rail. The application realizes the lightweight design of the brake wheel structure, and improves the assembly and field use and maintenance efficiency.

Description

Technical Field

[0001] This invention belongs to the field of aircraft brake wheel technology, specifically relating to a cantilevered guide rail for aircraft wheels and its optimization method. Background Technology

[0002] The aircraft wheel brake system, along with the wheel assembly, is mounted on the main landing gear. When the aircraft is stopped, it supports the aircraft; when the aircraft is taxiing, the wheels roll on the ground. The moving disc assembly on the brake system consists of a moving disc and a moving disc clamp riveted together. It rotates synchronously with the wheel via a keyway and a guide rail. Its stationary disc is relatively stationary, connected to the brake housing via an internal keyway. When the aircraft brakes, the piston extends under hydraulic pressure, pressing against the brake disc. The relative motion between the moving and stationary discs generates frictional torque, which is transmitted to the wheel assembly via the guide rail by the moving disc assembly, thus braking the aircraft. When the brake is released, the frictional torque disappears, and the wheel resumes rotation.

[0003] Traditional brake wheels use grooved guide rails, which are mounted on a boss inside the wheel hub wall via connectors. During braking, these guide rails transmit frictional torque. In recent years, new aircraft have increasingly stringent requirements for strength, lifespan, environmental adaptability, and lightweight design. The screw holes and connectors required for connecting the traditional guide rails to the bosses increase the overall weight of the brake wheel and the risk of fatigue failure. Furthermore, they reduce assembly and disassembly efficiency during assembly and field maintenance. Summary of the Invention

[0004] The technical problem to be solved:

[0005] To avoid the shortcomings of existing technologies, this invention provides a cantilevered guide rail for aircraft wheels and its optimization method. Through structural design and optimization of the cantilevered guide rail, a lightweight design of the brake wheel structure is achieved, improving its assembly and field use and maintenance efficiency.

[0006] The technical solution of the present invention is: a cantilevered guide rail for aircraft wheels, wherein both ends of the cantilevered guide rail are positioning ends, one of which is fixed to the inner wall of the wheel hub cylinder by bolts, and the other of which is installed in the wheel hub guide rail mounting hole; the guide rail between the two ends is a flat plate structure, the profile facing the inner wall of the wheel hub is closely positioned against the inner wall of the wheel hub, and a moving disc assembly mounting surface is provided on the plane facing the central axis of the wheel hub; the moving disc assembly transmits braking torque by cooperating with the guide rail to realize the braking of the aircraft wheel.

[0007] A further technical solution of the present invention is: the size of the mounting surface of the moving disk assembly is determined according to the contact area between the moving disk steel clamp and the guide rail;

[0008] The height of the mounting surface of the moving disc assembly, i.e. the height of the contact surface between the moving disc steel clamp and the guide rail, is determined by the distance between the moving disc assembly and the inner wall of the hub.

[0009] The width of the guide rail is determined by the contact surface between the moving plate steel clamp groove and the guide rail.

[0010] A further technical solution of the present invention is: a boss is provided on one end of the cantilever guide rail, the top surface of the boss is closely positioned against the inner wall surface of the hub cylinder, and a countersunk hole for mounting bolts is opened at this end; the cross section of the other end is a tapered structure, the width of the guide rail cross section between the two ends gradually converges to be consistent with the cross section of the hub guide rail mounting hole.

[0011] An optimization method for cantilevered guide rails used in aircraft wheels, the specific steps of which are as follows:

[0012] Calculate the normal force transmitted to the guide rail by the braking torque;

[0013] Calculate the contact area between the moving plate steel clamp and the aircraft wheel guide rail;

[0014] The compressive stress of the guide rail is calculated based on the normal force transmitted to the guide rail by the braking torque and the contact area between the moving disc steel clamp and the aircraft wheel guide rail.

[0015] The compressive stress of the guide rail is compared with the allowable compressive stress of the guide rail material to determine whether the compressive stress of the guide rail meets the requirements. If the allowable compressive stress is greater than or equal to the compressive stress of the guide rail, the compressive stress of the guide rail meets the requirements. If the allowable compressive stress is less than the compressive stress of the guide rail, the compressive stress of the guide rail does not meet the requirements. The length of the contact surface between the guide rail and the moving plate steel clamp is adjusted, and the compressive stress of the guide rail is recalculated based on the adjusted contact surface length between the guide rail and the moving plate steel clamp until the requirements are met.

[0016] Calculate the critical shear cross-sectional area of ​​the guide rail;

[0017] The maximum shear stress of the guide rail is calculated based on the dangerous shear cross-sectional area of ​​the guide rail and the normal force transmitted to the guide rail by the braking torque.

[0018] The maximum shear stress of the guide rail is determined by comparing it with the allowable shear stress of the guide rail material. If the allowable shear stress is greater than or equal to the maximum shear stress, the maximum shear stress of the guide rail meets the requirements. If the allowable shear stress is less than the maximum shear stress of the guide rail, the maximum shear stress of the guide rail does not meet the requirements. The width of the guide rail is adjusted, and the maximum shear stress of the guide rail is recalculated based on the adjusted guide rail width until the requirements are met.

[0019] Calculate the flexural modulus of the guide rail section;

[0020] Calculate the maximum bending moment that the guide rail can withstand;

[0021] The maximum bending stress of the guide rail is calculated based on the section bending modulus and the maximum bending moment it can bear.

[0022] The maximum bending stress of the guide rail is determined by comparing it with the allowable bending stress of the guide rail material. If the allowable bending stress is greater than or equal to the maximum bending stress of the guide rail, then the maximum bending stress of the guide rail meets the requirements. If the allowable bending stress is less than the maximum bending stress of the guide rail, then the maximum bending stress of the guide rail does not meet the requirements. The distance from the centerline of the contact surface between the moving plate steel clamp and the guide rail to the neutral surface of the guide rail is adjusted, and the maximum bending stress of the guide rail is recalculated based on the adjusted distance until the requirements are met, thus completing the optimization of the cantilever guide rail.

[0023] A further technical solution of the present invention is as follows: the formula for calculating the normal force transmitted to the guide rail by the braking torque is as follows:

[0024]

[0025] Where M is the peak braking torque; K is the key working unevenness coefficient; n d R represents the number of cantilevered guide rails. j The effective radius of the contact surface between the moving disk and the guide rail.

[0026] A further technical solution of the present invention is: the formula for calculating the compressive stress of the guide rail is as follows:

[0027]

[0028] Where σ1 is the compressive stress of the guide rail; F1 is the normal force transmitted to the guide rail by the braking torque; S1 is the contact area between the moving disc steel clamp and the aircraft wheel guide rail, S1=h d ×W d ×n dj h d The height of the contact surface between the moving plate steel clamp and the guide rail; W d n is the length of the contact surface between a single moving disc steel clamp and the guide rail. dj The number of moving disks.

[0029] A further technical solution of the present invention is: the formula for calculating the maximum shear stress of the guide rail is as follows:

[0030]

[0031] Where τ1 is the maximum shear stress of the guide rail; F1 is the normal force transmitted to the guide rail by the braking torque; S2 is the critical shear cross-sectional area of ​​the guide rail; S2=L d ×W d ×n dj L d W is the width of the guide rail. d The length of the contact surface between a single moving disc steel clamp and the guide rail.

[0032] A further technical solution of the present invention is: the cross-sectional bending modulus W of the calculated guide rail is...z The formula is as follows:

[0033]

[0034] Among them, h d The height of the contact surface between the moving plate steel clamp and the guide rail; W d The length of the contact surface between a single moving disc steel clamp and the guide rail.

[0035] A further technical solution of the present invention is: the formula for calculating the maximum bending stress of the guide rail is as follows:

[0036]

[0037] Where M1 is the maximum bending moment borne by the moving disk; W z M1 is the section bending modulus of the guide rail; F1 = F1 × L1, where F1 is the normal force transmitted to the guide rail by the braking torque; L1 is the distance from the centerline of the contact surface between the moving plate steel clamp and the guide rail to the neutral surface of the guide rail.

[0038] A further technical solution of the present invention is: when the compressive stress of the guide rail does not meet the usage requirements, the method for adjusting the length of the contact surface between the guide rail and the moving plate steel clamp is to increase the length of the contact surface between the guide rail and the moving plate steel clamp by 1mm each time the adjustment is made;

[0039] When the maximum shear stress of the guide rail does not meet the usage requirements, the method to adjust the width of the guide rail is to increase the width of the rail by 1mm each time it is adjusted.

[0040] When the maximum bending stress of the guide rail does not meet the requirements, the method for adjusting the distance from the center line of the contact surface between the moving plate steel clamp and the guide rail to the neutral surface of the guide rail is to reduce the distance by 0.2mm each time the adjustment is made.

[0041] Beneficial effects

[0042] The beneficial effects of this invention are as follows:

[0043] 1. Compared with the traditional grooved guide rail, the cantilevered guide rail for aircraft wheels proposed in this invention does not require connection with the inner cavity boss of the wheel hub, which greatly reduces the weight of the brake wheel;

[0044] 2. The cantilevered guide rail for aircraft wheels of the present invention is installed on one side in the mounting hole of the inner half hub guide rail and fixed on the other side in the inner half hub cavity. Compared with the traditional grooved guide rail, the number of connecting parts is reduced, and the efficiency of assembly and field use and maintenance is improved.

[0045] 3. The cantilevered guide rail for aircraft wheels of the present invention does not rely on the hub boss for installation, increases the inner cavity clearance of the hub, which is conducive to heat dissipation of the heat storage components and reduces the risk of tire overheating and blowout. Attached Figure Description

[0046] Figure 1 This is an assembly diagram of the brake main wheel provided in an embodiment of the present invention.

[0047] Figure 2 This is a schematic diagram of the guide rail shaft side.

[0048] Figure 3 This is the main view of the guide rail.

[0049] Figure 4 This is a cross-sectional view of the guide rail.

[0050] Explanation of reference numerals in the attached diagram: 1-Cantilevered guide rail; 2-Hub; 3-Moving disc assembly; 4-Bolt. Detailed Implementation

[0051] The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the invention, and should not be construed as limiting the invention.

[0052] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0053] The traditional guide rails, requiring screw holes and connectors to connect with bosses, increase the overall weight of the brake wheel and the risk of fatigue failure. They also reduce assembly and disassembly efficiency during assembly or field maintenance. This invention provides a cantilevered guide rail for aircraft wheels, with two positioning ends. One positioning end is bolted to the inner wall of the wheel hub, while the other positioning end is installed in a guide rail mounting hole in the hub. The guide rail between the two ends is a flat plate structure, with its profile facing the inner wall of the hub flush against it. A moving disc assembly mounting surface is provided on the plane facing the hub's central axis. The moving disc assembly, in conjunction with the guide rail, transmits braking torque to achieve braking of the aircraft wheel.

[0054] Specifically, the dimensions of the mounting surface of the moving plate assembly are determined based on the contact area between the moving plate steel clamp and the guide rail;

[0055] The height of the mounting surface of the moving disc assembly, i.e. the height of the contact surface between the moving disc steel clamp and the guide rail, is determined by the distance between the moving disc assembly and the inner wall of the hub.

[0056] The width of the guide rail is determined by the contact surface between the moving plate steel clamp groove and the guide rail.

[0057] Specifically, one end of the cantilever guide rail is provided with a boss, the top surface of which is closely positioned against the inner wall of the hub cylinder, and a countersunk hole for mounting bolts is opened at this end; the cross-section of the other end is a tapered structure, which gradually converges from the width of the guide rail cross-section between the two ends to be consistent with the cross-section of the hub guide rail mounting hole.

[0058] The above technical solution will be further explained below with reference to the accompanying drawings:

[0059] Reference Figure 1 As shown, the cantilevered guide rail 1 for aircraft wheels is fixed to the inner wall of the hub 2 cylinder with one side of the boss by bolts 4, and the other side is installed in the hub guide rail mounting hole. The moving disc assembly 3 transmits braking torque through the guide rail 1 to achieve braking of the aircraft wheel. The structure of the cantilevered guide rail 1 in this embodiment is as follows: Figure 2-4 As shown.

[0060] This embodiment proposes an optimization method for cantilevered guide rails used in aircraft wheels, including the following steps:

[0061] Step 1: Calculate the normal force F1 transmitted from the braking torque to the cantilever guide rail:

[0062]

[0063] Where M is the peak braking torque; K is the key working unevenness coefficient; n d R represents the number of cantilevered guide rails. j The effective radius of the contact surface between the moving disk and the guide rail.

[0064] Step 2: Calculate the contact area S1 between the moving plate steel clamp and the aircraft wheel guide rail:

[0065] S1 = h d ×W d ×n dj

[0066] Among them, h d The height of the contact surface between the moving plate steel clamp and the guide rail; W d n is the length of the contact surface between a single moving disc steel clamp and the guide rail. dj The number of moving disks.

[0067] Steps 1 and 2 are not in any particular order and can be performed simultaneously.

[0068] Step 3: Calculate the compressive stress σ1 of the guide rail based on the normal force F1 calculated in Step 1 and the contact area S1 calculated in Step 2.

[0069]

[0070] Where σ1 is the compressive stress of the guide rail; F1 is the normal force transmitted to the guide rail by the braking torque; and S1 is the contact area between the moving plate steel clamp and the aircraft wheel guide rail.

[0071] Compare the allowable compressive stress [σ1] of the guide rail material with the calculated σ1. If [σ1] ≥ σ1, the compressive stress of the guide rail meets the requirements; if [σ1] < σ1, the compressive stress of the guide rail does not meet the usage requirements.

[0072] When the compressive stress of the guide rail does not meet the usage requirements, the contact surface length W between the guide rail and the moving plate steel clamp is reduced. d Increasing the length by 1mm yields the adjusted contact surface length W between the moving plate steel clamp and the guide rail. d Repeat steps 2 and 3.

[0073] Step 4: Calculate the critical shear area of ​​the guide rail:

[0074] S2=L d ×W d ×n dj

[0075] Among them, L d W is the width of the guide rail. d The length of the contact surface between a single moving disc steel clamp and the guide rail.

[0076] Step 5: Calculate the maximum shear stress τ1 of the guide rail based on the dangerous shear cross-sectional area of ​​the guide rail calculated in Step 4 and the normal force F1 calculated in Step 1; compare the allowable shear stress [τ] of the guide rail material with τ1. If [τ] ≥ τ1, the shear stress of the guide rail meets the requirements, and proceed to Step 6; if [τ] < τ1, the shear stress of the guide rail does not meet the usage requirements, and the width L of the guide rail is... d Increase the width by 1mm to obtain the adjusted guide rail width L. d Repeat steps 4 and 5.

[0077]

[0078] Where τ1 is the maximum shear stress of the guide rail; F1 is the normal force transmitted to the guide rail by the braking torque; and S2 is the dangerous shear cross-sectional area of ​​the guide rail.

[0079] Step 6: Calculate the section bending modulus W of the guide rail. z :

[0080]

[0081] Among them, h d The height of the contact surface between the moving plate steel clamp and the guide rail; W d The length of the contact surface between a single moving disc steel clamp and the guide rail.

[0082] Step 7: Based on the normal force F1 calculated in Step 1, calculate the maximum bending moment M1 borne by the guide rail:

[0083] M1 = F1 × L1

[0084] Where F1 is the normal force transmitted from the braking torque to the guide rail; L1 is the distance from the centerline of the contact surface between the moving disc steel clamp and the guide rail to the neutral surface of the guide rail.

[0085] Step 8: Calculate the section bending modulus W based on Step 6. z Calculate the maximum bending moment M1 calculated in step 7, and the maximum bending stress τ2 of the guide rail. Compare the allowable bending stress [σ] of the guide rail material with τ2. If [σ] ≥ τ2, the maximum bending stress of the guide rail meets the requirements, and the design process of the guide rail ends. If [σ] < τ2, the maximum bending stress of the guide rail does not meet the usage requirements. Reduce the distance L1 from the centerline of the contact surface between the moving plate steel clamp and the guide rail to the neutral surface of the guide rail by 0.2 mm to obtain the adjusted distance L1′ from the centerline of the contact surface between the moving plate steel clamp and the guide rail to the neutral surface of the guide rail. Repeat steps 7 and 8.

[0086]

[0087] Where M1 is the maximum bending moment borne by the moving disk; W z This is the section modulus of the guide rail.

[0088] Example 1

[0089] Step 1: Calculate the normal force F1 transmitted from the braking torque to the guide rail:

[0090]

[0091] Where M is the peak braking torque; K is the key non-uniformity coefficient, taken as 0.75; n d R represents the number of cantilevered guide rails. j The effective radius of the contact surface between the moving disk and the guide rail.

[0092] In this embodiment, M = 8000 N·m; K = 0.75; n d =9;R j =172.5mm; F1=6870.64N.

[0093] Step 2: Calculate the contact area S1 between the moving plate steel clamp and the aircraft wheel guide rail:

[0094] S1 = h d ×W d ×n dj

[0095] Among them, h d The height of the contact surface between the moving plate steel clamp and the guide rail; Wd n is the length of the contact surface between a single moving disc steel clamp and the guide rail. dj The number of moving disks.

[0096] In this embodiment, h d =14mm; W d =15mm; n dj =4; S1 = 840mm 2 .

[0097] Steps 1 and 2 are not in any particular order and can be performed simultaneously.

[0098] Step 3: Calculate the compressive stress σ1 of the guide rail based on the normal force F1 calculated in Step 1 and the contact area S1 calculated in Step 2; compare the allowable compressive stress [σ1] of the guide rail material with the calculated σ1. If [σ1] ≥ σ1, the compressive stress of the guide rail meets the requirements; if [σ1] < σ1, the compressive stress of the guide rail does not meet the usage requirements. When the compressive stress of the guide rail does not meet the usage requirements, the length W of the contact surface between the guide rail and the moving plate steel clamp is... d Increasing the width by 1mm yields the adjusted contact surface width W between the moving plate steel clamp and the guide rail. d Repeat steps 2 and 3:

[0099]

[0100] Where σ1 is the compressive stress of the guide rail; F1 is the normal force transmitted to the guide rail by the braking torque; and S1 is the contact area between the moving plate steel clamp and the aircraft wheel guide rail.

[0101] In this embodiment, σ1 = 8.18 MPa.

[0102] Step 4: Calculate the critical shear area of ​​the guide rail:

[0103] S2=L d ×W d ×n dj

[0104] Among them, L d W is the width of the guide rail. d The length of the contact surface between a single moving disc steel clamp and the guide rail.

[0105] In this embodiment, L d =24mm; W d =15mm; S2=1440mm 2 .

[0106] Step 5: Calculate the maximum shear stress τ1 of the guide rail based on the dangerous shear cross-sectional area of ​​the guide rail calculated in Step 4 and the normal force F1 calculated in Step 1; compare the allowable shear stress [τ] of the guide rail material with τ1. If [τ] ≥ τ1, the shear stress of the guide rail meets the requirements, and proceed to Step 6; if [τ] < τ1, the shear stress of the guide rail does not meet the usage requirements, and the width L of the guide rail is... d Increase the width by 1mm to obtain the adjusted guide rail width L. d Repeat steps 4 and 5.

[0107]

[0108] Where τ1 is the maximum shear stress of the guide rail; F1 is the normal force transmitted to the guide rail by the braking torque; and S2 is the dangerous shear cross-sectional area of ​​the guide rail.

[0109] In this embodiment, τ1 = 4.77 MPa.

[0110] Step 6: Calculate the section bending modulus W of the guide rail. z :

[0111]

[0112] Among them, h d The height of the contact surface between the moving plate steel clamp and the guide rail; W d The length of the contact surface between a single moving disc steel clamp and the guide rail.

[0113] In this embodiment, W z =1960mm 3 .

[0114] Step 7: Based on the normal force F1 calculated in Step 1, calculate the maximum bending moment M1 borne by the guide rail:

[0115] M1 = F1 × L1

[0116] Where F1 is the normal force transmitted from the braking torque to the guide rail; L1 is the distance from the centerline of the contact surface between the moving disc steel clamp and the guide rail to the neutral surface of the guide rail.

[0117] In this embodiment, F1 = 6870.64 N; L1 = 1.5 mm; M1 = 10305.96 N·mm.

[0118] Step 8: Calculate the section bending modulus W based on Step 6. zCalculate the maximum bending moment M1 calculated in step 7, and the maximum bending stress τ2 of the guide rail. Compare the allowable bending stress [σ] of the guide rail material with τ2. If [σ] ≥ τ2, the maximum bending stress of the guide rail meets the requirements, and the design process of the guide rail ends. If [σ] < τ2, the maximum bending stress of the guide rail does not meet the usage requirements. Reduce the distance L1 from the centerline of the contact surface between the guide rail and the moving plate steel clamp to the neutral surface of the guide rail by 0.2 mm to obtain the adjusted distance L1′ from the centerline of the contact surface between the moving plate steel clamp and the guide rail to the neutral surface of the guide rail. Repeat steps 7 and 8.

[0119]

[0120] Where M1 is the maximum bending moment borne by the moving disk; W z This is the section modulus of the guide rail.

[0121] In this embodiment, τ2 = 5.26 MPa.

[0122] The allowable bending stress [σ], allowable shear stress [τ], and allowable compressive stress [σ1] of the guide rail material in the above steps can all be obtained from the aerospace materials handbook.

[0123] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention.

Claims

1. A method of optimizing an overhang guide rail for an aircraft wheel, characterized by: The two ends of the cantilever guide rail for the aircraft wheel are positioning ends, one of which is fixed to the inner wall of the wheel hub cylinder wall by bolts, and the other is installed in the wheel hub guide rail mounting hole; the guide rail between the two ends is a flat plate structure, the profile of which towards the inner wall of the wheel hub is tightly positioned with the inner wall of the wheel hub, and the plane towards the center axis of the wheel hub is provided with a moving disc assembly mounting surface; the moving disc assembly transmits brake torque through the matching guide rail to realize the braking of the aircraft wheel; The specific steps of the method are as follows: Calculate the normal force of the brake torque transmitted to the guide rail; Calculate the contact area of the moving disc steel clamp and the aircraft wheel guide rail; Calculate the compressive stress of the guide rail based on the normal force of the brake torque transmitted to the guide rail and the contact area of the moving disc steel clamp and the aircraft wheel guide rail; Determine whether the compressive stress of the guide rail meets the requirements by comparing it with the allowable compressive stress of the guide rail material; if the allowable compressive stress is greater than or equal to the compressive stress of the guide rail, the compressive stress of the guide rail meets the requirements; if the allowable compressive stress is less than the compressive stress of the guide rail, the compressive stress of the guide rail does not meet the requirements, adjust the length of the contact surface of the moving disc steel clamp and the guide rail, recalculate the compressive stress of the guide rail based on the adjusted length of the contact surface of the moving disc steel clamp and the guide rail, until the requirements are met; Calculate the dangerous shear cross-sectional area of the guide rail; Calculate the maximum shear stress of the guide rail based on the dangerous shear cross-sectional area of the guide rail and the normal force of the brake torque transmitted to the guide rail; Determine whether the maximum shear stress of the guide rail meets the requirements by comparing it with the allowable shear stress of the guide rail material; if the allowable shear stress is greater than or equal to the maximum shear stress, the maximum shear stress of the guide rail meets the requirements; if the allowable shear stress is less than the maximum shear stress of the guide rail, the maximum shear stress of the guide rail does not meet the requirements, adjust the width of the guide rail, recalculate the maximum shear stress of the guide rail based on the adjusted width of the guide rail, until the requirements are met; Calculate the cross-sectional bending modulus of the guide rail; Calculate the maximum bending moment borne by the guide rail; Calculate the maximum bending stress of the guide rail based on the cross-sectional bending modulus of the guide rail and the maximum bending moment borne by the guide rail; Determine whether the maximum bending stress of the guide rail meets the requirements by comparing it with the allowable bending stress of the guide rail material; if the allowable bending stress is greater than or equal to the maximum bending stress of the guide rail, the maximum bending stress of the guide rail meets the requirements; if the allowable bending stress is less than the maximum bending stress of the guide rail, the maximum bending stress of the guide rail does not meet the requirements, adjust the distance from the center line of the contact surface of the moving disc steel clamp and the guide rail to the neutral surface of the guide rail, recalculate the maximum bending stress of the guide rail based on the adjusted distance, until the requirements are met, i.e. the optimization of the cantilever guide rail is completed.

2. The method of optimizing a cantilevered rail for an aircraft wheel as defined in claim 1, wherein: The size of the moving disc assembly mounting surface is determined according to the contact area of the moving disc steel clamp and the guide rail; The height of the moving disc assembly mounting surface, i.e. the height of the contact surface of the moving disc steel clamp and the guide rail, is determined by the distance between the moving disc assembly and the inner wall of the wheel hub; The width of the guide rail is determined by the contact surface of the moving disc steel clamp groove and the guide rail.

3. The method of optimizing a cantilevered rail for an aircraft wheel of claim 1, wherein: One end of the cantilever guide rail is provided with a boss, the top surface of the boss is tightly positioned with the inner wall of the wheel hub cylinder wall, and a counterbore for mounting bolts is formed at the end; the other end has a tapered structure, the cross-sectional width of the guide rail between the two ends gradually converges to be consistent with the cross-section of the wheel hub guide rail mounting hole.

4. The method of optimizing a cantilevered rail for an aircraft wheel of claim 1, wherein: The formula for calculating the normal force of the guide rail transmitted by the brake torque is as follows: Wherein, M is the brake torque peak value; K is the key work uneven coefficient; The number of cantilever guide rails; The contact radius of the moving disc and the guide rail.

5. The method of optimizing a cantilevered rail for an aircraft wheel of claim 4, wherein: The formula for calculating the compressive stress of the guide rail is as follows: wherein, is the rail compressive stress; is the normal force of the brake torque transmitted to the rail; is the contact area of the moving disc steel clip with the aircraft wheel rail, , h d is the height of the moving disc steel clip contact surface with the rail; is the length of the moving disc steel clip contact surface with the rail; is the number of moving discs.

6. The method of optimizing a cantilevered rail for an aircraft wheel of claim 5, wherein: The formula for calculating the maximum shear stress of the guide rail is as follows: wherein, is the maximum shear stress of the guide rail; is the normal force of the brake torque transmitted to the guide rail; is the dangerous shear cross-sectional area of the guide rail; , is the width of the guide rail; is the length of the contact surface of a single steel disc clamp with the guide rail.

7. The method of optimizing a cantilevered rail for an aircraft wheel of claim 6, wherein: The formula for calculating the cross-sectional bending modulus of the rail is as follows: wherein, is the height of the contact surface of the moving disc steel clip with the guide rail; is the length of the contact surface of the single moving disc steel clip with the guide rail.

8. The method of optimizing a cantilevered rail for an aircraft wheel of claim 7, wherein: The formula for calculating the maximum bending stress of the guide rail is as follows: in, The maximum bending moment borne by the moving disc; The section modulus of the guide rail; = , This is the normal force transmitted from the braking torque to the guide rail; It is the distance from the centerline of the contact surface between the moving plate steel clamp and the guide rail to the neutral surface of the guide rail.

9. The method of claim 1, wherein: When the compressive stress of the guide rail does not meet the use requirements, the method for adjusting the length of the contact surface between the guide rail and the steel clamp of the moving disc is to increase the length of the contact surface between the guide rail and the steel clamp of the moving disc by 1mm each time; When the maximum shear stress of the guide rail does not meet the use requirements, the method for adjusting the width of the guide rail is to increase the width of the guide rail by 1mm each time; When the maximum bending stress of the guide rail does not meet the requirements, the method for adjusting the distance from the center line of the contact surface between the steel clamp of the moving disc and the guide rail to the neutral surface of the guide rail is to decrease the distance by 0.2mm each time.

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