Novel rim design method for aviation aircraft wheel

Abstract

The invention relates to the technical field of aero-engine rim design, in particular to a novel aero-wheel rim design method which comprises the steps that the rim height of a target rim is designed; the rim thickness of the target rim is designed; designing a transfer chamfer between the maximum outer diameter of the rim of the target rim and the inscribed arc of the rim; and designing a target rim, and determining a novel rim of the aircraft wheel. The contact pressure peak value of the rim structure and a tire is reduced, deformation of the rim is effectively avoided, and the lightweight design requirement of an aircraft structure is met.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengine rim design, and particularly to a novel rim design method for an aircraft wheel. Background Art

[0002] The rim is the outer edge part of the wheel that fits with the tire in a suitable profile, holds the tire, bears the tire pressure, and transmits the ground load. The commonly used one is the standard rim, which has the best comprehensive performance and can obtain a good fit with the tire under various usage conditions, giving full play to the tire performance; the standard rim is used with standard tires. With the development of aircraft technology, the space limitation of the landing gear bay is becoming more and more strict, and the weight reduction requirement of the tire is getting higher and higher. The standard tire cannot meet the requirements of the aircraft due to its large width, large outer diameter, and heavy weight. Usually, a new tire is designed according to the space and weight limitations of the aircraft landing gear bay. The new tire has the characteristics of a smaller width, smaller outer diameter, and lower hardness. Due to the lower hardness of the new tire, when the tire load is large, the tire sinking amount increases, and the cross-sectional width under the load is larger, resulting in the load acting position shifting outward to the rim, and at the same time, the peak value of the rim contact pressure becomes larger, and the contact pressure increases by more than 20%; the increase in the contact stress between the tire and the rim will cause a significant reduction in the wheel life. When only 30% of the life test is completed, the wheel fails. Therefore, it is necessary to redesign the rim profile to reduce the contact stress and improve the wheel life.

[0003] When designing the rim in the prior art, the method of increasing the rim width is adopted to improve the wheel life. The rim part is at the maximum outer diameter of the wheel. For every 5 mm increase in thickness, the rim weight needs to increase by 10%, and the weight increment is too large. At the same time, with the increase of the tire load, the required increased thickness will increase accordingly, and the weight increment will be even greater. The increment of the rim weight will reach or even exceed the weight reduction of the tire, and the total weight of the wheel and the tire increases, which cannot meet the requirements of aircraft structure lightweight.

[0004] Therefore, it is necessary to provide a novel rim design method for an aircraft wheel to solve the above problems. Summary of the Invention

[0005] The present invention provides a novel rim design method for an aircraft wheel to solve the existing problems.

[0006] The novel rim design method for an aircraft wheel of the present invention adopts the following technical solutions, including: Design the rim height of the target rim according to the preset rim reduction range and the rim height of the original rim; Design the rim thickness of the target rim according to the original rim width; Design the transition chamfer between the maximum outer diameter of the rim and the inscribed arc of the rim according to the radius of the inscribed arc of the original rim; Design the target rim according to the flange height, flange thickness and transition chamfer of the target rim. If the contact pressure between the left and right boundaries of the largest outer circle of the target rim meets the preset contact pressure range, then the target rim at this time is used as the new rim of the aircraft wheel.

[0007] Preferably, the flange height of the target rim is: 2.5mm ≥ H - h ≥ 0mm Wherein, H represents the flange height of the original rim; H - h represents the preset flange reduction range; h represents the flange height of the target rim.

[0008] Preferably, the flange thickness of the target rim is: 0.8b ≥ B ≥ 0.5b Wherein, B represents the flange thickness of the target rim; b represents the flange width of the original rim.

[0009] Preferably, the transition chamfer between the maximum outer diameter of the flange of the target rim and the inscribed arc of the flange is: 0.8R f ≥ R ≥ 5mm Wherein, R represents the transition chamfer between the maximum outer diameter of the flange of the target rim and the inscribed arc of the flange; R f represents the radius of the inscribed arc of the original flange.

[0010] Preferably, the contact pressure range is 0 - 10MPa.

[0011] Preferably, if the contact pressure between the left and right boundaries of the largest outer circle of the target rim does not meet the preset contact pressure range, then adjust the flange height, flange height, flange thickness and transition chamfer of the target rim until the contact pressure between the left and right boundaries of the largest outer circle of the adjusted target rim meets the preset contact pressure range, then use the adjusted target rim as the new rim of the aircraft wheel.

[0012] The beneficial effects of the present invention are: 1. Compared with the original rim profile, by reducing the flange height, adjusting the flange thickness and adjusting the transition chamfer, the contact pressure action point of the rim structure of the present invention moves out from the O - G section (a section between the left and right boundaries of the largest outer circle of the rim), thus avoiding the O - G section with the lowest rim structure stiffness, and further making the peak value of the contact pressure between the rim structure and the tire smaller, effectively avoiding the deformation of the rim.

[0013] 2. Secondly, by reducing the flange thickness increment and lowering the flange height of the present invention, compared with the original method of simply increasing the flange thickness, the weight is reduced, thus meeting the requirements of the lightweight design of the aircraft structure. Description of the Drawings

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0015] Figure 1 It is a schematic flowchart of a new rim design method for an aircraft wheel of the present invention; Figure 2 It is a schematic diagram of the original rim structure; Figure 3 It is a schematic diagram of the rim structure in the embodiment of the present invention; Figure 4 It is a schematic diagram of the contact pressure distribution of the original rim; Figure 5 It is a schematic diagram of the contact pressure distribution of the rim in the embodiment of the present invention; Figure 6 It is a schematic diagram of the contact pressure test in the embodiment of the present invention; Figure 7 It is a schematic diagram of the wheel in the first embodiment; Figure 8 It is a schematic diagram of the wheel in the second embodiment.

[0016] In the figure: 1, hub; 2, movable rim; 3, aircraft tire; 4, rim pressure sensor. Specific embodiments

[0017] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0018] An embodiment of a new rim design method for an aircraft wheel of the present invention, as Figure 1 shown, includes: S1. Design the rim height of the target rim; Exemplarily, in a specific embodiment, according to the preset rim reduction range and the rim height of the original rim, design the rim height of the target rim, that is, the rim height of the target rim is: 2.5mm ≥ H - h ≥ 0mm In the formula, H represents the rim height of the original rim; H - h represents the preset rim reduction range; h represents the rim height of the target rim.

[0019] S2. Rim thickness of the designed target rim; Exemplarily, in a specific embodiment, according to the original rim width, the rim thickness of the designed target rim, i.e., the rim thickness of the target rim is: 0.8b≥B≥0.5b In the formula, B represents the rim thickness of the target rim; b represents the rim width of the original rim.

[0020] S3. Transition chamfer between the maximum outer diameter of the rim and the inscribed arc of the rim of the designed target rim; Exemplarily, in a specific embodiment, according to the radius of the inscribed arc of the original rim, the transition chamfer between the maximum outer diameter of the rim and the inscribed arc of the rim of the designed target rim; i.e., the transition chamfer between the maximum outer diameter of the rim and the inscribed arc of the rim of the target rim is: 0.8R f ≥R≥5mm In the formula, R represents the transition chamfer between the maximum outer diameter of the rim and the inscribed arc of the rim of the target rim; R f represents the radius of the inscribed arc of the original rim.

[0021] S4. Design the target rim and determine the new rim of the aircraft wheel; Design the target rim according to the rim height, rim thickness and transition chamfer of the target rim; if the contact pressure between the left boundary and the right boundary of the maximum outer circle of the target rim (O-G section) meets the preset contact pressure range, then the target rim at this time is used as the new rim of the aircraft wheel. If the contact pressure between the left boundary and the right boundary of the maximum outer circle of the target rim (O-G section) does not meet the preset contact pressure range, then adjust the rim height, rim height, rim thickness and transition chamfer of the target rim until the contact pressure between the left boundary and the right boundary of the adjusted target rim meets the preset contact pressure range, and then use the adjusted target rim as the new rim of the aircraft wheel. Among them, the contact pressure range is 0 - 10 MPa.

[0022] Exemplarily, in a specific embodiment, as Figure 6 shown, use the rim pressure sensor 4 to measure the contact pressure of the O-G section of the target rim; as Figure 3 shown, the distribution diagram of the contact pressure of the O-G section of the original rim, as Figure 4 shown, the distribution diagram of the contact pressure of the O-G section of the new rim of the aircraft wheel in this embodiment, Figure 3 and Figure 4By comparison, compared with the original rim profile, the peak contact pressure between the new rim of the aircraft wheel of the present invention and the tire becomes smaller. According to the contact pressure test results, when the tire load is 130 kN, the peak contact pressure decreases by 11%; when the tire load is 175 kN, the peak contact pressure decreases by 18%; when the tire load is 195 kN, the peak contact pressure decreases by 20%; which can effectively reduce the peak contact pressure. It should be noted that Figure 2 is a schematic structural diagram of the original rim, Figure 3 and is a schematic structural diagram of the new rim of the aircraft wheel of this embodiment.

[0023] The present invention will be described below with reference to the accompanying drawings: Embodiment 1 This embodiment is a wheel for a certain type of aircraft, and the supporting tire specification is 1050×360R508, and the bead seat slope is 5°. As Figure 7 shown, it includes a hub 1, a movable rim 2, and an aircraft tire 3, wherein: the outermost circumferential surfaces of the hub 1 and the movable rim 2 are rim profiles, and the tire 3 is sleeved on the rim profile. The rim height h, the transition chamfer R, and the rim thickness B of the rim profile of this embodiment are designed according to the method of the present invention, and the remaining dimensions of the rim profile are designed by the existing technology. In this embodiment, the rim height h is 40 mm, which is 1 mm less than the existing technology; the rim thickness B is 16 mm, the rim width b is 24 mm, and the rim thickness B is 0.667 times the rim width b; the transition chamfer R is 10 mm, and the inscribed arc R of the rim f is 18 mm, and the transition chamfer R is 0.555 times the inscribed arc R of the rim f .

[0024] Embodiment 2 This embodiment is a wheel for a certain type of aircraft, and the supporting tire specification is 860×280R483, and the bead seat slope is 5°. As Figure 7 shown, it mainly includes a hub 1, a movable rim 2, and an aircraft tire 3. Among them: the outermost circumferential surfaces of the hub 1 and the movable rim 2 are rim profiles, and the tire 3 is sleeved on the rim profile. The rim height h, the transition chamfer R, and the rim thickness B of the rim profile of this embodiment are designed according to the method of the present invention, and the remaining dimensions of the rim profile are all designed by the existing technology. In this embodiment, the rim height h is 30.5 mm, which is 1.5 mm less than the existing technology; the rim thickness B is 15 mm, the rim width b is 21 mm, and the rim thickness B is 0.714 times the rim width b; the transition chamfer R is 10 mm, and the inscribed arc R of the rim f is 15 mm, and the transition chamfer R is 0.667 times the inscribed arc R of the rim f .

[0025] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A new rim design method for aircraft wheels, characterized in that, Including: Design the rim height of the target rim according to the preset rim reduction range and the rim height of the original rim. Design the rim thickness of the target rim according to the original rim width. Design the transition chamfer between the maximum outer diameter of the rim and the inscribed arc of the rim of the target rim according to the radius of the inscribed arc of the original rim. Design the target rim according to the rim height, rim thickness and transition chamfer of the target rim. If the contact pressure between the left boundary and the right boundary of the maximum outer circle of the target rim meets the preset contact pressure range, then use the target rim at this time as the new rim of the aircraft wheel.

2. A novel rim design method for an aircraft wheel according to claim 1, characterized in that The rim height of the target rim is: 2.5mm≥H - h≥0mm Wherein, H represents the rim height of the original rim; H - h represents the preset rim reduction range; h represents the rim height of the target rim.

3. A novel rim design method for an aircraft wheel according to claim 1, characterized in that, The rim thickness of the target rim is: 0.8b≥B≥0.5b Wherein, B represents the rim thickness of the target rim; b represents the rim width of the original rim.

4. A novel rim design method for an aircraft wheel according to claim 1, characterized in that, The transition chamfer between the maximum outer diameter of the rim and the inscribed arc of the rim of the target rim is: 0.8R f R ≥ 5 mm In the formula, R represents the transition chamfer between the maximum outer diameter of the rim of the target rim and the inscribed arc of the rim; R f represents the radius of the inscribed arc of the original rim.

5. A novel rim design method for an aircraft wheel according to claim 1, characterized in that, The contact pressure range is 0 - 10MPa.

6. A novel rim design method for an aircraft wheel according to claim 1, characterized in that, If the contact pressure between the left boundary and the right boundary of the maximum outer circle of the target rim does not meet the preset contact pressure range, then adjust the rim height, rim height, rim thickness and transition chamfer of the target rim until the contact pressure between the left boundary and the right boundary of the adjusted target rim meets the preset contact pressure range, and then use the adjusted target rim as the new rim of the aircraft wheel.

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