A design method for a test wheel hub for aircraft tires

Abstract

This invention relates to the field of aircraft design technology, specifically disclosing a design method for a test wheel hub for aircraft tires. The method includes: establishing a finite element model of the wheel hub; configuring parameters on the finite element model; calculating the maximum stress and displacement values ​​of the finite element model under radial and lateral loads based on the parameters; establishing a finite element model of the wheel hub's cross-section using axisymmetric planar elements, and designing an initially optimized parametric geometric model based on topology optimization results; and selecting five key parameters, including the rim thickness, based on the initially optimized parametric geometric model, using a combination of global and local optimization algorithms, with the maximum displacement value under lateral load as a constraint, to perform parameter optimization and obtain the final optimized model of the wheel hub. This invention allows the wheel hub to maintain lightweight design while preserving minimal deformation and high strength.

Description

Technical Field

[0001] This invention relates to the field of aircraft design technology, and in particular to a design method for a test wheel hub for aircraft tires. Background Technology

[0002] Aircraft wheels are the primary support structure for aircraft on the runway, bearing various static and dynamic loads from the ground. Aircraft wheels are broadly classified into two categories based on the presence or absence of braking systems: braked wheels and brakeless wheels. Brakeless wheels mainly consist of a tire and a hub. Hub structures can be categorized into four types: single-spoke, double-spoke, split, and combined. Currently, the split structure is the most commonly used in aircraft wheels. In the design of hubs for aircraft tire testing, to meet various stringent testing conditions, high structural strength and minimal deformation are required. However, this may simultaneously lead to increased material usage, greater mass, and rotational inertia. Therefore, hub design requires striking a balance between high structural strength and deformation stiffness, and relatively low mass. Summary of the Invention

[0003] The purpose of this invention is to provide a design method for a test wheel hub for aircraft tires, which enables the wheel hub to maintain a lightweight design while retaining minimal deformation and high strength.

[0004] To achieve the above objectives, the present invention provides a design method for a test hub for aircraft tires, wherein the aircraft tire is mounted on the outer periphery of the hub, the hub is a split hub assembled by bolts, and the hub is connected to a tooling shaft of a test bench via a bearing, comprising:

[0005] The wheel hub is adapted to the specifications of the aircraft tire, and a finite element model of the wheel hub is established.

[0006] The material of the wheel hub, the inflation pressure of the aircraft tire, and the radial and lateral load parameters of the wheel hub are configured on the finite element model.

[0007] The maximum stress and displacement values ​​of the finite element model under radial and lateral loads are calculated based on the parameters to determine whether there is sufficient optimization space for the structure.

[0008] A finite element model of axisymmetric plane elements is established for the cross section of the hub. Under radial load, topology optimization is performed on the finite element model of the cross section of the hub to obtain symmetric calculation results. Based on the topology optimization results, an initial optimized parametric geometric model is designed.

[0009] Based on the initially optimized parametric geometric model, five key parameters, including the rim thickness, were selected. Using a combination of global and local optimization algorithms, with the maximum displacement under lateral load as the constraint, parameter optimization was performed to obtain the final optimized model of the wheel hub.

[0010] In some embodiments, the parameters configured in the finite element model further include the preload force parameter applied by the bolt and the coefficient of friction of the contact surfaces of the two wheel hubs.

[0011] In some embodiments, the topology optimization includes:

[0012] An axisymmetric planar model is established for the axial section of the finite element model, and a second-order triangular element with a size of 2mm is used to generate a mesh element.

[0013] Using the SIMP topology optimization algorithm, the mesh cells that affect the stress on the hub structure are retained, and the optimization objective is defined as a 40% reduction in volume. The topology optimization calculation results are used as the first planar model.

[0014] In some embodiments, the design of the initially optimized parametric geometric model based on the topology optimization results includes:

[0015] The jagged edges of the first planar model are smoothed, and the mesh cells of the bolt fastening positions are added according to the actual installation scenario and processing difficulty of the wheel hub to obtain the second planar model;

[0016] A three-dimensional model is generated by rotating the second planar model, and the initial optimized model is obtained by adding bolt mounting holes.

[0017] In some embodiments, the parameter optimization includes:

[0018] Weight reduction holes are set at the web position of the initial optimized model, and the thickness of the wheel hub, the length of the bolt holes, the spacing of the bearing seats, the thickness of the web and the angle of the weight reduction holes are obtained as design parameters.

[0019] The design parameters are defined as follows: using the maximum displacement value of the model as a constraint, the stiffness of the hub meets the requirements, and the volume of the hub is minimized.

[0020] In some embodiments, the parameter optimization further includes:

[0021] A multi-island genetic algorithm is used to locate the region where the maximum displacement value is located in the design parameter space. Then, a nonlinear sequential quadratic programming method is used to accurately optimize the region, and finally the parameter optimization result is obtained.

[0022] In some embodiments, the design parameters for the thickness of the hub, the length of the bolt holes, the spacing of the bearing seats, and the thickness of the web are accurate to 0.01 mm.

[0023] In some embodiments, the maximum displacement value of the wheel hub is used as a constraint condition for parameter optimization, and the maximum displacement value of the wheel hub is 0.5-1.0 mm.

[0024] In some embodiments, the wheel hub is made of 2014-T6 aluminum alloy.

[0025] This invention provides a design method for a test wheel hub for aircraft tires, which has the following advantages compared with the prior art:

[0026] A finite element model of the wheel hub's cross-section using axisymmetric planar elements was established. Under radial load, topology optimization was performed on the finite element model of the wheel hub's cross-section to obtain symmetric calculation results. Based on the topology optimization results, an initially optimized parametric geometric model was designed. Weight-reducing holes were added to the parametric geometric model. Under lateral load, the five geometric parameters of the parametric geometric model were optimized. The maximum displacement value of the wheel hub was used as a constraint condition for parameter optimization. The parameter optimization method employed a combined optimization strategy of multi-island genetic algorithm and nonlinear sequential quadratic programming. Based on the optimized geometric parameters, the final optimized model of the wheel hub was obtained. This design ensures that the final wheel hub maintains lightweight design while preserving minimal deformation and high strength. Attached Figure Description

[0027] Figure 1 This is a flowchart illustrating the design method for an aircraft tire testing hub provided in an embodiment of the present invention.

[0028] Figure 2 This is an enlarged schematic diagram of the finite element model of the hub cross-section established by establishing axisymmetric plane elements in the design method of the hub for aircraft tire testing provided in the embodiment of the present invention.

[0029] Figure 3 This is a schematic diagram of the initial optimization model structure of the design method for the test wheel hub of the aircraft tire provided in an embodiment of the present invention.

[0030] Figure 4 A schematic diagram of the finite element model structure of the wheel hub for the design method of the wheel hub for aircraft tire testing provided in an embodiment of the present invention.

[0031] Figure 5 A schematic diagram of the parametric geometric model structure for the initial optimization of the wheel hub in the design method for testing aircraft tires provided in this embodiment of the invention. Detailed Implementation

[0032] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0033] It should be understood that in the description of this application, the terms "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are used solely for the convenience of describing this application and for 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 application. The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. That is, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Furthermore, unless otherwise stated, "a plurality of" means two or more.

[0034] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.

[0035] Figure 1 This is a flowchart illustrating the design method for an aircraft tire testing hub provided in an embodiment of the present invention. Figure 1 As shown in the embodiment of the present invention, the design method for an aircraft tire testing hub is provided. The aircraft tire is mounted on the outer circumference of the hub. The hub is a split hub assembled with bolts. The hub does not contain brakes or power structures. The hub is connected to the tooling shaft of the test bench via bearings. The method includes the following steps:

[0036] S1. Adapt the wheel hub to the specifications of the aircraft tire and establish a finite element model of the wheel hub;

[0037] S2. Configure the material of the wheel hub, the inflation pressure of the aircraft tire, and the radial and lateral load parameters of the wheel hub on the finite element model.

[0038] S3. Calculate the maximum stress and displacement values ​​of the finite element model under radial and lateral loads based on the parameters, and determine whether there is sufficient optimization space for the structure.

[0039] S4 Figure 4 The effect of the cross-section design before topology optimization, such as Figure 5To improve the cross-sectional design after topology optimization, a finite element model of the wheel hub's cross-section using axisymmetric planar elements was established. Under radial load, topology optimization was performed on this finite element model to obtain symmetric calculation results. Based on these results, an initially optimized parametric geometric model was designed. Specifically, during topology optimization, the cross-section was redesigned based on the optimization results, while maintaining the rim profile. The portion of the wheel hub near the central axis was hollowed out to form a web, with the web thickness taken as the measured value from the topology optimization results at this location. The bolt mounting positions were adjusted to be closer to the rim surface. Since the half-rim design requires bolt fastening, it was not possible to completely hollow out the interior according to the topology optimization results; therefore, the original shape was retained in this area. Ultimately, this improved the wheel hub's stiffness and reduced the maximum displacement.

[0040] S5. Based on the initially optimized parametric geometric model, five key parameters, including the rim thickness, are selected. Using a combination of global and local optimization algorithms, with the maximum displacement under lateral load as the constraint, parameter optimization is performed to obtain the final optimized model of the wheel hub.

[0041] Based on the above design method, the final wheel hub is lightweight while maintaining small deformation and high strength.

[0042] For example, a test rim with a tire specification of 27×7.75-15 was used for analysis, and a geometric model was established. This rim is a split-type brakeless rim, with the two rim pieces connected by 12 high-strength bolts distributed circumferentially. The stiffness and strength of the rim under both radial and lateral loads, and the tire parameters are shown in the table below:

[0043] Working conditions Lateral load (kN) Radial load (kN) <![CDATA[Tire pressure P0 (MPa)]]> Operating Condition 1 0 64.5 1.52 Operating Condition 2 13 43 1.38

[0044] When the wheel bears radial and lateral loads, the ground load is transferred to the hub through the tire. Simultaneously, the hub also bears the load from the tire's internal air pressure. Based on engineering experience, lateral loads directed towards the fixed flange (inwards) are the most severe load conditions for the hub. Under tire pressure, the hub experiences outward expansion forces at the flange roots on both sides of the tire. Under radial loads, the load is primarily borne by the high-strength steel wires of the bead, while the load from tire deformation also acts on the flange. Under lateral loads, the tire deforms laterally, and the lateral load acts on one flange side, adding a pair of moments to the bead seat.

[0045] In one embodiment, the finite element model configuration parameters also include the preload parameters applied by the bolts and the coefficient of friction of the contact surfaces of the two wheel hubs.

[0046] In one embodiment, the topology optimization in step S4 includes:

[0047] S41. Establish an axisymmetric planar model for the axial section of the finite element model, and mesh it using second-order triangular elements with a size of 2mm to form a mesh element.

[0048] S42. Using the SIMP topology optimization algorithm, retain the mesh elements that affect the stress on the hub structure, define the optimization objective as a 40% reduction in volume, and use the topology optimization calculation results as the first plane model.

[0049] In one embodiment, the design of the initially optimized parametric geometric model based on the topology optimization results includes:

[0050] S43. Smooth the jagged edges of the first planar model. Based on the actual installation scenario and processing difficulty of the wheel hub, add mesh elements for the bolt fastening positions to obtain the second planar model.

[0051] S44. Based on the second plane model, a three-dimensional model is generated by rotation. After adding bolt mounting holes, the initial optimized model is obtained.

[0052] See Figure 2 and 3 As shown, in one embodiment, the parameter optimization in step S5 includes:

[0053] S51. Set weight reduction holes at the web position of the initial optimization model, and obtain the hub thickness a, bolt hole length b, bearing seat spacing c, web thickness d, and weight reduction hole angle β as design parameters.

[0054] S52. Design parameters that ensure the hub's stiffness meets requirements and its volume is minimized, using the maximum displacement value of the model as a constraint.

[0055] In one embodiment, the parameter optimization in step S5 further includes:

[0056] S53. The multi-island genetic algorithm is used to locate the region where the maximum displacement value is located in the design parameter space. Then, the nonlinear sequential quadratic programming method is used to accurately optimize the region, and finally the parameter optimization result is obtained.

[0057] Specifically, the design parameters for the wheel hub thickness (a), bolt hole length (b), bearing housing spacing (c), and web thickness (d) are accurate to 0.01 mm.

[0058] Specifically, the maximum displacement value of the wheel hub is used as a constraint condition for parameter optimization, and the maximum displacement value of the wheel hub is 0.5-1.0mm.

[0059] In one embodiment, the wheel hub is made of 2014-T6 aluminum alloy.

[0060] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A design method for a wheel hub used in aircraft tire testing, wherein the aircraft tire is mounted on the outer periphery of the wheel hub, the wheel hub is a split wheel hub assembled by bolts, and the wheel hub is connected to a tooling shaft of a test bench via bearings, characterized in that, include: The wheel hub is adapted to the specifications of the aircraft tire, and a finite element model of the wheel hub is established. The material of the wheel hub, the inflation pressure of the aircraft tire, and the radial and lateral load parameters of the wheel hub are configured on the finite element model. The maximum stress and displacement values ​​of the finite element model under radial and lateral loads are calculated based on the parameters to determine whether there is sufficient optimization space for the structure. A finite element model of axisymmetric planar elements is established for the cross-section of the wheel hub. Topology optimization is performed on the finite element model of the wheel hub cross-section under radial load to obtain symmetric calculation results. Based on the topology optimization results, a preliminary optimized parametric geometric model is designed. The topology optimization includes: establishing an axisymmetric planar model for the axial cross-section of the finite element model; meshing using 2mm second-order triangular elements to form mesh elements; using the SIMP topology optimization algorithm to retain mesh elements that contribute to the stress on the wheel hub structure; defining the optimization objective as a 40% volume reduction; and using the topology optimization calculation results as the first planar model. The preliminary optimized parametric geometric model is designed based on the topology optimization results by: smoothing the jagged edges of the first planar model; adding mesh elements for bolt fastening positions according to the actual installation scenario and processing difficulty of the wheel hub to obtain a second planar model; and generating a three-dimensional model based on the second planar model by rotation, adding bolt mounting holes to obtain the preliminary optimized parametric geometric model. Based on the initially optimized parametric geometric model, five key parameters, including rim thickness, bolt hole length, bearing seat spacing, web thickness, and weight reduction hole angle, were selected. Using a combination of global and local optimization algorithms, with the maximum displacement under lateral load as the constraint, parameter optimization was performed to obtain the final optimized model of the wheel hub.

2. The design method for aircraft tire testing hubs according to claim 1, characterized in that, The parameters configured in the finite element model also include the preload force parameter applied by the bolt and the friction coefficient of the contact surface of the two wheel hubs.

3. The design method for a test wheel hub for aircraft tires according to claim 1, characterized in that, The parameter optimization includes: Weight reduction holes are set at the web position of the initially optimized parametric geometric model, and the thickness of the hub, the length of the bolt holes, the spacing of the bearing seats, the thickness of the web and the angle of the weight reduction holes are obtained as design parameters. The design parameters are defined as follows: using the maximum displacement value of the model as a constraint, the stiffness of the hub meets the requirements, and the volume of the hub is minimized.

4. The design method for a test wheel hub for aircraft tires according to claim 3, characterized in that, The parameter optimization also includes: A multi-island genetic algorithm is used to locate the region where the maximum displacement value is located in the design parameter space. Then, a nonlinear sequential quadratic programming method is used to accurately optimize the region, and finally the parameter optimization result is obtained.

5. The design method for a test wheel hub for aircraft tires according to claim 3, characterized in that, The design parameters for the hub thickness, bolt hole length, bearing seat spacing, and web thickness are accurate to 0.01 mm.

6. The design method for a test wheel hub for aircraft tires according to claim 1, characterized in that, The maximum displacement value of the wheel hub is used as a constraint condition for parameter optimization, and the maximum displacement value of the wheel hub is 0.5-1.0mm.

7. The design method for an aircraft tire testing hub according to any one of claims 1-6, characterized in that, The wheel hub is made of 2014-T6 aluminum alloy.

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