Design method of brake shell for aviation aircraft wheel

Abstract

The invention relates to the technical field of aviation airplane wheel design, in particular to a design method of a brake shell for an aviation airplane wheel, which comprises the following steps of: designing the thickness of a skirt edge at an acting part of a pressure-bearing cup when the bending strength at the acting part of the pressure-bearing cup is qualified; designing the shell thickness of the skirt connection part when the bending strength of the skirt connection part is qualified; the number of the protruding keys of the brake shell is designed when the compressive strength of the protruding keys of the brake shell is qualified; designing the contact surface height of the convex key of the brake shell and the static disc when the bending strength of the convex key of the brake shell is qualified; and a brake shell is designed. The method ensures the strength of the joint of the convex key and the skirt edge of the brake shell, and avoids the failure of the braking capacity of an airplane.

Description

Technical Field

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

[0002] When an aircraft taxis, the aircraft brake wheel rolls on the ground. The aircraft brake wheel mainly consists of a wheel assembly and a brake device. The brake device mainly includes a brake housing, a heat reservoir assembly, and a cylinder block assembly. Among them, as Figure 2 shown, the heat reservoir assembly is composed of a moving disc assembly, a pressing disc assembly, a static disc, and a pressure-bearing disc assembly. The pressure-bearing disc assembly includes a pressure-bearing cup and a pressure-bearing disc. The pressure-bearing disc is connected to the skirt at one end of the brake housing through the circumferentially uniformly distributed pressure-bearing cups. Key grooves are uniformly distributed on the inner circle of the static disc and cooperate with the convex keys uniformly distributed on the outer circumference of the brake housing.

[0003] When the wheel rotates, the moving disc assembly on the brake device rotates synchronously with the wheel, and the pressing disc assembly, the pressure-bearing disc assembly, the static disc, the brake housing assembly, and the cylinder block assembly remain relatively stationary. The moving disc assembly rotates relative to the single-sided static disc.

[0004] When the aircraft brakes, high-pressure brake oil enters the piston chamber. The piston moves forward under the action of the brake pressure, pressing the stationary pressing disc assembly, static disc, isolation disc, and pressure-bearing disc assembly against the rotating moving disc assembly. Finally, the brake pressure is transmitted from the pressure-bearing disc to the brake housing through the pressure-bearing cup. At this time, a frictional torque is generated between the brake discs and transmitted to the wheel assembly to brake the wheel. When the brake is released, the brake pressure is released, and the moving disc assembly and the static disc are released, and the wheel is released from braking.

[0005] During the braking process, to ensure effective braking of the wheel, the frictional torque generated by the brake is transmitted to the convex keys of the brake housing through the static disc, and the brake pressure is also transmitted to the skirt of the brake housing through the pressure-bearing cup. In addition, most of the kinetic energy during the aircraft braking process is absorbed by the aircraft wheel. During the braking process, the temperature of the brake disc can reach up to 1000°C. The installation position of the brake housing is near the brake disc, and the working environment is in a high-temperature state, and the performance of the material will also decay. Therefore, cracks are likely to occur in the convex keys and skirts of the brake housing in a high-temperature environment, affecting the braking ability of the aircraft and further endangering flight safety.

[0006] Therefore, a design method for a brake housing of an aircraft wheel is needed to solve the above problems. Summary of the Invention

[0007] In order to solve the technical problems in the prior art that cracks are likely to occur at the joints of the convex keys and skirts of the brake housing, resulting in weak stress and failure of the braking ability of the aircraft, the present invention provides a design method for a brake housing of an aircraft wheel.

[0008] A design method for a brake housing of an aircraft wheel of the present invention adopts the following technical solutions, including: Obtain the maximum bending stress at the position where the pressure cup acts on the brake housing according to the maximum bending moment borne at the position where the pressure cup acts on the brake housing and the section modulus of the brake housing at the position where the pressure cup acts. Judge whether the maximum bending stress at the position where the pressure cup acts meets the bending stress requirement at the position where the pressure cup acts. If it meets, the bending strength at the position where the pressure cup acts is qualified. If it does not meet, adjust the skirt thickness at the position where the pressure cup acts until the maximum bending stress at the adjusted position where the pressure cup acts meets the bending stress requirement at the position where the pressure cup acts. Obtain the maximum bending stress at the skirt connection of the brake housing according to the maximum bending moment borne at the skirt connection of the brake housing and the section modulus of the brake housing at the skirt connection. Judge whether the maximum bending stress at the skirt connection meets the bending stress requirement at the skirt connection. If it meets, the bending strength at the skirt connection is qualified. If it does not meet, adjust the housing thickness at the skirt connection until the maximum bending stress at the adjusted skirt connection meets the bending stress requirement at the skirt connection. Obtain the compressive stress of the brake housing key according to the normal force transmitted from the static disc of the aircraft wheel to the brake housing key and the contact area between the static disc of the aircraft wheel and the brake housing key. Judge whether the compressive stress of the brake housing key meets the compressive stress requirement. If it meets, the compressive strength of the brake housing key is qualified. If it does not meet, adjust the number of keys of the brake housing until the compressive stress of the brake housing key meets the compressive stress requirement. Obtain the maximum bending stress of the brake housing key according to the section modulus of the brake housing key and the maximum bending moment borne by the brake housing key. Judge whether the maximum bending stress of the brake housing key meets the bending stress requirement of the brake housing key. If it meets, the bending strength of the brake housing key is qualified. If it does not meet, adjust the height of the contact surface between the brake housing key and the static disc until the maximum bending stress of the brake housing key meets the bending stress requirement of the brake housing key. Design the brake housing according to the skirt thickness at the position where the pressure cup acts when the bending strength is qualified, the housing thickness at the skirt connection when the bending strength is qualified, the number of keys of the brake housing when the compressive strength is qualified, and the height of the contact surface between the brake housing key and the static disc when the bending strength is qualified.

[0009] Preferably, the steps of obtaining the maximum bending moment borne at the position where the pressure cup acts on the brake housing and the section modulus of the brake housing at the position where the pressure cup acts are as follows: Obtain the normal force transmitted from a single pressure cup to the brake housing according to the maximum brake pressure, the number of pressure cups, and the contact area between a single pressure cup and the brake housing. Based on the difference between the pitch circle radius of the pressure-bearing cup installation hole and the outer circle radius of the brake housing main body, as well as the normal force, obtain the maximum bending moment borne at the position where the pressure-bearing cup acts on the brake housing. Based on the outer circle radius of the brake housing main body and the thickness of the brake housing skirt at the position where the pressure-bearing cup acts, obtain the section modulus of the brake housing at the section where the pressure-bearing cup acts.

[0010] Preferably, the steps for determining whether the maximum bending stress at the position where the pressure-bearing cup acts meets the bending stress requirement at the position where the pressure-bearing cup acts are as follows: If the maximum bending stress at the position where the pressure-bearing cup acts is less than or equal to the allowable bending stress of the brake housing material in the high-temperature state, then the bending stress at the position where the pressure-bearing cup acts meets the bending stress requirement at the position where the pressure-bearing cup acts; If the maximum bending stress at the position where the pressure-bearing cup acts is greater than the allowable bending stress of the brake housing material in the high-temperature state, then the bending stress at the position where the pressure-bearing cup acts does not meet the bending stress requirement at the position where the pressure-bearing cup acts.

[0011] Preferably, the steps for obtaining the maximum bending moment borne at the skirt connection of the brake housing and the section modulus of the brake housing at the skirt connection are as follows: Based on the normal force transmitted by a single pressure-bearing cup to the brake housing, the difference between the pitch circle radius of the pressure-bearing cup installation hole and the outer circle radius of the brake housing main body, and the thickness of the housing at the skirt connection of the brake housing, obtain the maximum bending moment borne at the skirt connection of the brake housing; Based on the diameter of the center line of the housing at the skirt connection of the brake housing and the thickness of the housing at the skirt connection of the brake housing, obtain the section modulus of the brake housing at the skirt connection.

[0012] Preferably, the steps for determining whether the maximum bending stress at the skirt connection meets the bending stress requirement at the skirt connection are as follows: If the maximum bending stress at the skirt connection is less than or equal to the allowable bending stress of the brake housing material in the high-temperature state, then the bending stress at the skirt connection meets the bending stress requirement at the skirt connection; If the maximum bending stress at the skirt connection is greater than the allowable bending stress of the brake housing material in the high-temperature state, then the bending stress at the skirt connection does not meet the bending stress requirement at the skirt connection.

[0013] Preferably, the steps for obtaining the normal force transmitted by the static disk of the aircraft wheel to the convex key of the brake housing and the contact area between the static disk of the aircraft wheel and the convex key of the brake housing are as follows: Based on the maximum braking torque, the number of convex keys of the brake housing, and the acting radius of the contact surface between the convex key of the brake housing and the static disk, obtain the normal force transmitted by the static disk of the aircraft wheel to the convex key of the brake housing; Obtain the contact area between the static disk of the aircraft wheel and the convex key of the brake housing according to the height of the contact surface between the convex key of the brake housing and the static disk, the width of the contact surface between the convex key of the brake housing and the static disk, and the number of static disks.

[0014] Preferably, the steps for judging whether the compressive stress of the convex key of the brake housing meets the compressive stress requirement are as follows: If the compressive stress of the convex key of the brake housing is less than or equal to the allowable compressive stress of the brake housing material at high temperature, then the compressive stress of the convex key of the brake housing meets the compressive stress requirement; If the compressive stress of the convex key of the brake housing is greater than the allowable compressive stress of the brake housing material at high temperature, then the compressive stress of the convex key of the brake housing does not meet the compressive stress requirement.

[0015] Preferably, the steps for obtaining the bending moment of inertia and the maximum bending moment borne by the convex key of the brake housing are as follows: Obtain the bending moment of inertia of the convex key of the brake housing according to the width of the contact surface between the convex key of the brake housing and the static disk and the height of the contact surface between the convex key of the brake housing and the static disk; Obtain the maximum bending moment borne by the convex key of the brake housing according to the normal force transmitted from the static disk of the aircraft wheel to the convex key of the brake housing and the distance from the center line of the contact surface between the convex key of the brake housing and the static disk to the neutral plane of the convex key of the brake housing.

[0016] Preferably, the steps for judging whether the maximum bending stress of the convex key of the brake housing meets the bending stress requirement of the convex key of the brake housing are as follows: If the maximum bending stress of the convex key of the brake housing is less than or equal to the allowable bending stress of the brake housing material at high temperature, then the bending stress of the convex key of the brake housing meets the bending stress requirement of the convex key of the brake housing; If the maximum bending stress of the convex key of the brake housing is greater than the allowable bending stress of the brake housing material at high temperature, then the bending stress of the convex key of the brake housing does not meet the bending stress requirement of the convex key of the brake housing.

[0017] The beneficial effects of the present invention are: Design the skirt thickness at the pressure-bearing cup acting position based on the maximum bending stress at the pressure-bearing cup acting position and the bending stress requirement at the pressure-bearing cup acting position; design the shell thickness at the skirt connection based on the maximum bending stress at the skirt connection and the bending stress requirement at the skirt connection; design the height of the contact surface between the key of the brake shell and the static disc based on the compressive stress of the key of the brake shell and the compressive stress requirement, as well as based on the maximum bending stress of the key of the brake shell and the bending stress requirement of the key of the brake shell. Design the brake shell according to the designed height of the contact surface between the key of the brake shell and the static disc, the skirt thickness at the pressure-bearing cup acting position, the number of keys, and the shell thickness at the skirt connection, ensuring that the bending strength of the skirt at the pressure-bearing cup acting position of the brake shell and the shell at the skirt connection is qualified, and ensuring that the compressive strength and bending strength at the key of the brake shell are qualified, thereby ensuring the strength of the key and the skirt connection of the brake shell and avoiding the failure of the aircraft braking ability. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0019] Figure 1 It is a flowchart of a design method for a brake shell for an aircraft wheel according to the present invention; Figure 2 It is an assembly drawing of the brake shell and the heat reservoir assembly provided by an embodiment of the present invention; Figure 3 It is the front view of the brake shell; Figure 4 It is Figure 3 The A-A cross-sectional view of the brake shell in Figure 5 It is Figure 3 The B-B cross-sectional view of the brake shell in Figure 6 It is a schematic diagram of the height of the contact surface between the key of the brake shell and the static disc.

[0020] In the figure: 1. Compression disc assembly; 2. Static disc; 3. Moving disc assembly; 4. Pressure-bearing disc assembly; 5. Brake shell. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0022] An embodiment of a design method for a brake housing of an aircraft wheel. In this embodiment, as Figure 2 and Figure 3 shown, the brake housing is a cylindrical structure, with a skirt turned out along the circumference on one side. The skirt of the brake housing is evenly distributed with 12 pressure-bearing cup mounting grooves for installing pressure-bearing cups to transmit the brake pressure; as Figure 4 shown, 11 convex keys are evenly protruded on the circumference of the main body of the brake housing for cooperation with the static disc and the pressing disc; as Figure 2 shown, the heat storage component for the aircraft wheel includes a pressing disc assembly 1, a static disc 2, a moving disc assembly 3, and a pressure-bearing disc assembly 4. The brake housing 5 is matched with the static disc 2 through the convex keys of the brake housing and is connected to the pressure-bearing disc assembly 4 through the pressure-bearing cups. When the aircraft brakes, the piston moves forward under the action of the brake pressure, pressing the stationary pressing disc assembly 1, static disc 2, and pressure-bearing disc assembly 3 against the rotating moving disc assembly 4. At this time, a frictional torque is generated between the brake discs and transmitted to the wheel assembly to brake the wheel.

[0023] Specifically, this embodiment is for the design method of the brake housing for the aircraft wheel as Figure 2 shown. As Figure 1 shown, the design steps include: S1. Design the skirt thickness at the pressure-bearing cup acting position when the bending strength at the pressure-bearing cup acting position is qualified. Specifically, S11. Obtain the maximum bending stress at the pressure-bearing cup acting position on the brake housing according to the maximum bending moment borne at the pressure-bearing cup acting position on the brake housing and the section modulus of the bending resistance of the section at the pressure-bearing cup acting position on the brake housing; S12. Judge whether the maximum bending stress at the pressure-bearing cup acting position meets the bending stress requirement at the pressure-bearing cup acting position. If it meets, the bending strength at the pressure-bearing cup acting position is qualified. If it does not meet, adjust the skirt thickness at the pressure-bearing cup acting position until the maximum bending stress after adjustment meets the bending stress requirement at the pressure-bearing cup acting position.

[0024] Exemplarily, in a specific embodiment, the steps of obtaining the maximum bending moment borne at the pressure-bearing cup acting position on the brake housing and the section modulus of the bending resistance of the section at the pressure-bearing cup acting position on the brake housing in step S11 are: Step S111: Obtain the normal force transmitted from a single pressure-bearing cup to the brake housing according to the maximum braking pressure, the number of pressure-bearing cups, and the contact area between a single pressure-bearing cup and the brake housing. Among them, the normal force transmitted from a single pressure-bearing cup to the brake housing is expressed as:

[0025] In the formula, is the maximum braking pressure; is the number of pressure-bearing cups; is the contact area between a single pressure-bearing cup and the brake housing. In this embodiment, = 21 MPa; = 12; = 1006.8 ; then = 1761.9 N.

[0026] Step S112: Obtain the maximum bending moment borne at the position where the pressure-bearing cup acts on the brake housing according to the difference between the pitch circle radius of the pressure-bearing cup mounting hole and the outer radius of the brake housing main body and the normal force. Among them, the maximum bending moment borne at the position where the pressure-bearing cup acts on the brake housing is expressed as:

[0027] In the formula, is the difference between the pitch circle radius of the pressure-bearing cup mounting hole and the outer radius of the brake housing main body. In this embodiment, since = 1761.9 N; = 34.5 mm; then = 60785.55 .

[0028] Step S113: Obtain the section modulus of the bending resistance of the section at the position where the pressure-bearing cup acts on the brake housing according to the outer radius of the brake housing main body and the thickness of the brake housing skirt at the position where the pressure-bearing cup acts. Among them, the section modulus of the bending resistance of the section at the position where the pressure-bearing cup acts on the brake housing is expressed as:

[0029] In the formula, is the outer radius of the brake housing main body; is the thickness of the brake housing skirt at the position where the pressure-bearing cup acts. In this embodiment, = 107 mm; = 12.5 mm; then = 17507.8 .

[0030] Exemplarily, in a specific embodiment, the maximum bending stress at the position on the brake housing where the pressure cup acts in step S1 has the following expression:

[0031] In the formula, is the maximum bending stress at the position on the brake housing where the pressure cup acts; is the maximum bending moment borne at the position on the brake housing where the pressure cup acts; is the section modulus of the section at the position on the brake housing where the pressure cup acts; in this embodiment, is 3.47 MPa.

[0032] Exemplarily, in a specific embodiment, the steps for determining whether the maximum bending stress at the position where the pressure cup acts in S12 meets the bending stress requirement at the position where the pressure cup acts are as follows: If the maximum bending stress at the position where the pressure cup acts is less than or equal to the allowable bending stress of the brake housing material at high temperature , then the bending stress at the position where the pressure cup acts meets the bending stress requirement at the position where the pressure cup acts; if the maximum bending stress at the position where the pressure cup acts is greater than the allowable bending stress of the brake housing material at high temperature , then the bending stress at the position where the pressure cup acts does not meet the bending stress requirement at the position where the pressure cup acts.

[0033] That is, if ≥ , then it meets the bending stress requirement at the position where the pressure cup acts; if < , then it does not meet the bending stress requirement at the position where the pressure cup acts, and the skirt thickness at the position where the pressure cup acts on the brake housing is increased by 1 mm to obtain the adjusted skirt thickness ′ of the brake housing at the position where the pressure cup acts. According to the adjusted skirt thickness ′ of the brake housing at the position where the pressure cup acts, calculate the corresponding section modulus of the section at the position where the pressure cup acts on the adjusted brake housing according to the section modulus formula in step S113, and obtain the adjusted maximum bending stress at the position where the pressure cup acts on the brake housing according to the adjusted section modulus, until the adjusted maximum bending stress at the position where the pressure cup acts meets the bending stress requirement at the position where the pressure cup acts, then the skirt thickness at the position where the pressure cup acts when the bending strength of the pressure cup is qualified can be obtained.

[0034] Thus, the skirt thickness at the position where the pressure cup acts when the bending strength of the pressure cup is qualified is obtained.

[0035] S2. Design the shell thickness at the skirt connection when the bending strength at the skirt connection is qualified; Specifically, in S21, according to the maximum bending moment borne by the connection of the skirt on the brake housing and the section modulus of the connection of the skirt on the brake housing against bending, the maximum bending stress at the connection of the skirt on the brake housing is obtained; in S22, it is determined whether the maximum bending stress at the connection of the skirt meets the bending stress requirement for the connection of the skirt. If it meets the requirement, the bending strength of the connection of the skirt is qualified; if it does not meet the requirement, the thickness of the housing at the connection of the skirt is adjusted until the maximum bending stress at the adjusted connection of the skirt meets the bending stress requirement for the connection of the skirt.

[0036] Exemplarily, in a specific embodiment, the steps of obtaining the maximum bending moment borne by the connection of the skirt on the brake housing and the section modulus of the connection of the skirt on the brake housing against bending in step S21 are as follows: In S211, according to the normal force transmitted by a single pressure-bearing cup to the brake housing, the difference between the pitch circle radius of the pressure-bearing cup mounting hole and the outer radius of the brake housing main body, and the thickness of the housing at the connection of the skirt on the brake housing, the maximum bending moment borne by the connection of the skirt on the brake housing is obtained; wherein, the expression for the maximum bending moment borne by the connection of the skirt on the brake housing is:

[0037] In the formula, is the normal force transmitted by a single pressure-bearing cup to the brake housing; is the difference between the pitch circle radius of the pressure-bearing cup mounting hole and the outer radius of the brake housing main body; is the thickness of the housing at the connection of the skirt on the brake housing; in this embodiment, from = 1761.9 N; ; ; then .

[0038] In S22, according to the diameter of the center line of the housing at the connection of the skirt on the brake housing and the thickness of the housing at the connection of the skirt on the brake housing, the section modulus of the connection of the skirt on the brake housing against bending is obtained, wherein the expression for the section modulus of the connection of the skirt on the brake housing against bending is:

[0039] Wherein, is the diameter of the center line of the housing at the connection of the skirt on the brake housing; is the thickness of the housing at the connection of the skirt on the brake housing; in this embodiment ; ; then .

[0040] Then the expression for the maximum bending stress at the connection of the skirt on the brake housing is:

[0041] Wherein, is the maximum bending stress at the connection of the skirt of the brake housing; is the maximum bending moment borne at the connection of the skirt on the brake housing; is the section modulus of the connection section of the skirt of the brake housing. In this embodiment, = 91 MPa.

[0042] Exemplarily, in a specific embodiment, the step of determining whether the maximum bending stress at the connection of the skirt meets the bending stress requirement of the connection of the skirt in step S21 is as follows: If the maximum bending stress at the connection of the skirt is less than or equal to the allowable bending stress of the brake housing material at high temperature , then the bending stress at the connection of the skirt meets the bending stress requirement of the connection of the skirt; if the maximum bending stress at the connection of the skirt is greater than the allowable bending stress of the brake housing material at high temperature , then the bending stress at the connection of the skirt does not meet the bending stress requirement of the connection of the skirt.

[0043] That is, when ≥ , the maximum bending stress at the connection of the skirt meets the bending stress requirement of the connection of the skirt, and at this time, the bending strength of the connection of the skirt is qualified; if < , the maximum bending stress at the connection of the skirt does not meet the bending stress requirement of the connection of the skirt, and it is necessary to increase the shell thickness of the connection of the skirt of the brake housing by 1 mm to obtain the shell thickness ′ of the connection of the skirt of the brake housing after each adjustment. According to the adjusted shell thickness and the formulas in steps S21 and S22, the adjusted section modulus and maximum bending moment can be calculated. Based on the adjusted section modulus and maximum bending moment and the expression of the maximum bending stress at the connection of the skirt on the brake housing, the adjusted maximum bending stress can be obtained until the adjusted maximum bending stress meets the bending stress requirement of the connection of the skirt, and at this time, the bending strength of the connection of the skirt is qualified, and the shell thickness of the connection of the skirt when the bending strength of the connection of the skirt is qualified can be obtained.

[0044] Thus, the shell thickness of the connection of the skirt when the bending strength of the connection of the skirt is qualified is obtained.

[0045] S3. Design the number of the convex keys of the brake housing when the compressive strength of the convex keys of the brake housing is qualified; Specifically, in S31, according to the normal force transmitted from the static disk of the aircraft wheel to the convex key of the brake housing and the contact area between the static disk of the aircraft wheel and the convex key of the brake housing, the compressive stress of the convex key of the brake housing is obtained; in S32, it is determined whether the compressive stress of the convex key of the brake housing meets the compressive stress requirement. If it meets the requirement, the compressive strength of the convex key of the brake housing is qualified. If it does not meet the requirement, the number of convex keys of the brake housing is adjusted until the compressive stress of the convex key of the brake housing meets the compressive stress requirement.

[0046] Exemplarily, in a specific embodiment, the steps of obtaining the normal force transmitted from the static disk of the aircraft wheel to the convex key of the brake housing and the contact area between the static disk of the aircraft wheel and the convex key of the brake housing in step S31 are as follows: S311. According to the maximum braking torque, the number of convex keys of the brake housing, and the action radius of the contact surface between the convex key of the brake housing and the static disk, obtain the normal force transmitted from the static disk of the aircraft wheel to the convex key of the brake housing; wherein, the expression for the normal force transmitted from the static disk of the aircraft wheel to the convex key of the brake housing is:

[0047] In the formula, is the maximum braking torque; is the working uneven coefficient of the convex key of the brake housing, and in this embodiment, it is taken as 0.75; is the number of convex keys of the brake housing; is the action radius of the contact surface between the convex key of the brake housing and the static disk; in this embodiment, ; ; ; then 64442N.

[0048] S312. According to the height of the contact surface between the convex key of the brake housing and the static disk, the width of the contact surface between the convex key of the brake housing and the static disk, and the number of static disks, obtain the contact area between the static disk of the aircraft wheel and the convex key of the brake housing, wherein the contact area between the static disk of the aircraft wheel and the convex key of the brake housing is:

[0049] In the formula, is the height of the contact surface between the convex key of the brake housing and the static disk, as shown in Figure 6 ; is the width of the contact surface between the convex key of the brake housing and the static disk; is the number of static disks, and in this embodiment, ; ; ; then .

[0050] Then according to By the contact area with step S312, the compressive stress of the brake housing convex key can be obtained. The expression of the compressive stress of the brake housing convex key is:

[0051] In the formula, is the compressive stress of the brake housing convex key; is the normal force transmitted from the static disk of the aircraft wheel to the brake housing convex key; is the contact area between the static disk of the aircraft wheel and the brake housing convex key. In this embodiment,

[0052] Exemplarily, in a specific embodiment, the step of judging whether the compressive stress of the brake housing convex key meets the compressive stress requirement in step S32 is: If the compressive stress of the brake housing convex key is less than or equal to the allowable compressive stress of the brake housing material at high temperature , then the compressive stress of the brake housing convex key meets the compressive stress requirement; if the compressive stress of the brake housing convex key is greater than the allowable compressive stress of the brake housing material at high temperature , then the compressive stress of the brake housing convex key does not meet the compressive stress requirement.

[0053] That is, in step S32, the allowable compressive stress of the brake housing material at high temperature is compared with the calculated . If ≥ , then the compressive stress of the brake housing convex key meets the compressive stress requirement, and at this time, the compressive strength of the brake housing convex key is qualified; if < , then the compressive stress of the brake housing convex key meets the compressive stress requirement. At this time, the number of brake housing convex keys is increased by 1 to obtain the adjusted number of brake housing convex keys, and the normal force transmitted from the adjusted static disk of the aircraft wheel to the brake housing convex key is calculated. According to the normal force transmitted from the adjusted static disk of the aircraft wheel to the brake housing convex key, the compressive stress of the adjusted brake housing convex key is obtained until the compressive stress of the adjusted brake housing convex key meets the compressive stress requirement, and then the number of brake housing convex keys when the compressive strength of the brake housing convex key is qualified can be obtained.

[0054] Thus, the number of brake housing convex keys when the compressive strength of the brake housing convex key is qualified can be obtained.

[0055] S4. Design the height of the contact surface between the convex key of the brake housing and the static disk when the bending strength of the convex key of the brake housing is qualified; Specifically, in S41, the maximum bending stress of the brake housing key is obtained based on the anti-bending section modulus of the brake housing key and the maximum bending moment borne by the brake housing key; in S42, it is determined whether the maximum bending stress of the brake housing key meets the bending stress requirement of the brake housing key. If it meets the requirement, the bending strength of the brake housing key is qualified; if it does not meet the requirement, the height of the contact surface between the key of the brake housing and the static disc is adjusted until the maximum bending stress of the brake housing key meets the bending stress requirement of the brake housing key.

[0056] Exemplarily, in a specific embodiment, the steps of obtaining the anti-bending section modulus of the brake housing key and the maximum bending moment borne by the brake housing key in S41 are as follows: In S411, the anti-bending section modulus of the brake housing key is obtained based on the width of the contact surface between the brake housing key and the static disc and the height of the contact surface between the brake housing key and the static disc; wherein, the anti-bending section modulus of the brake housing key The expression is:

[0057] In the formula, is the width of the contact surface between the brake housing key and the static disc; is the height of the contact surface between the brake housing key and the static disc. In this embodiment, ; ; then .

[0058] In S412, the maximum bending moment borne by the brake housing key is obtained based on the normal force transmitted from the static disc of the aircraft wheel to the brake housing key and the distance from the midline of the contact surface between the brake housing key and the static disc to the neutral plane of the brake housing key. Among them, the maximum bending moment borne by the brake housing key The expression is:

[0059] In the formula, is the normal force transmitted from the static disc of the aircraft wheel to the brake housing key; is the distance from the midline of the contact surface between the brake housing key and the static disc to the neutral plane of the brake housing key. In this embodiment, 64442N; ; then .

[0060] Then the maximum bending stress The expression is:

[0061] In the formula, is the bending stress of the brake housing key; is the maximum bending moment borne by the brake housing key; is the bending section modulus of the convex key of the brake housing. In this embodiment, ; ; then .

[0062] Exemplarily, in a specific embodiment, the step of determining whether the maximum bending stress of the convex key of the brake housing meets the bending stress requirement of the convex key of the brake housing in step S42 is as follows: If the maximum bending stress of the convex key of the brake housing is less than or equal to the allowable bending stress of the brake housing material at high temperature , then the bending stress of the convex key of the brake housing meets the bending stress requirement of the convex key of the brake housing; if the maximum bending stress of the convex key of the brake housing is greater than the allowable bending stress of the brake housing material at high temperature , then the bending stress of the convex key of the brake housing does not meet the bending stress requirement of the convex key of the brake housing.

[0063] That is, in this embodiment, the allowable bending stress of the brake housing material at high temperature is compared with the calculated . If ≥ , then the maximum bending stress of the convex key of the brake housing meets the bending stress requirement of the convex key of the brake housing, that is, the bending strength of the convex key of the brake housing is qualified; if < , then the maximum bending stress of the convex key of the brake housing does not meet the bending stress requirement of the convex key of the brake housing. When the requirement is not met, the height of the contact surface between the convex key of the brake housing and the static disc is increased by 1 mm, and the adjusted height of the contact surface between the convex key of the brake housing and the static disc and the distance from the midline of the contact surface between the convex key of the brake housing and the static disc to the neutral plane of the convex key of the brake housing can be obtained, and the maximum bending stress of the adjusted convex key of the brake housing is calculated until the maximum bending stress of the adjusted convex key of the brake housing is less than or equal to the allowable bending stress of the brake housing material at high temperature, then the bending strength of the convex key of the brake housing is qualified, and the height of the contact surface between the convex key of the brake housing and the static disc when the bending strength of the convex key of the brake housing is qualified can be obtained.

[0064] S5. Design the brake housing; Specifically, design the brake housing according to the skirt thickness at the acting position of the pressure-bearing cup when the bending strength is qualified, the housing thickness at the skirt connection when the bending strength is qualified, the number of convex keys of the brake housing when the compressive strength is qualified, and the height of the contact surface between the convex key of the brake housing and the static disc when the bending strength is qualified obtained in steps S1 - S4.

[0065] It should be noted that the allowable bending stress of the brake housing material at high temperature , the allowable compressive stress of the brake housing material at high temperature All are obtained from the aviation material manual.

[0066] 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 principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A design method for a brake housing of an aircraft wheel, characterized in that, Including: Obtain the maximum bending stress at the position where the pressure cup acts on the brake housing according to the maximum bending moment borne at the position where the pressure cup acts on the brake housing and the section modulus of the brake housing at the position where the pressure cup acts in terms of bending resistance; Judge whether the maximum bending stress at the position where the pressure cup acts meets the bending stress requirement at the position where the pressure cup acts. If it meets the requirement, the bending strength at the position where the pressure cup acts is qualified. If it does not meet the requirement, adjust the skirt thickness at the position where the pressure cup acts until the maximum bending stress at the adjusted position where the pressure cup acts meets the bending stress requirement at the position where the pressure cup acts; Obtain the maximum bending stress at the skirt connection of the brake housing according to the maximum bending moment borne at the skirt connection of the brake housing and the section modulus of the brake housing at the skirt connection in terms of bending resistance; Judge whether the maximum bending stress at the skirt connection meets the bending stress requirement at the skirt connection. If it meets the requirement, the bending strength at the skirt connection is qualified; if it does not meet the requirement, adjust the housing thickness at the skirt connection until the maximum bending stress at the adjusted skirt connection meets the bending stress requirement at the skirt connection; Obtain the compressive stress of the brake housing key according to the normal force transmitted from the static disk of the aircraft wheel to the key of the brake housing and the contact area between the static disk of the aircraft wheel and the key of the brake housing; Judge whether the compressive stress of the brake housing key meets the compressive stress requirement. If it meets the requirement, the compressive strength of the brake housing key is qualified. If it does not meet the requirement, adjust the number of keys of the brake housing until the compressive stress of the brake housing key meets the compressive stress requirement; Obtain the maximum bending stress of the brake housing key according to the section modulus of the brake housing key in terms of bending resistance and the maximum bending moment borne by the brake housing key; Judge whether the maximum bending stress of the brake housing key meets the bending stress requirement of the brake housing key. If it meets the requirement, the bending strength of the brake housing key is qualified. If it does not meet the requirement, adjust the height of the contact surface between the key of the brake housing and the static disk until the maximum bending stress of the brake housing key meets the bending stress requirement of the brake housing key; Design the brake housing according to the skirt thickness at the position where the pressure cup acts when the bending strength is qualified, the housing thickness at the skirt connection when the bending strength is qualified, the number of keys of the brake housing when the compressive strength is qualified, and the height of the contact surface between the key of the brake housing and the static disk when the bending strength is qualified; 2. The design method of a brake housing for an aircraft wheel according to claim 1, characterized in that, The steps to obtain the maximum bending moment borne at the position where the pressure cup acts on the brake housing and the section modulus of the brake housing at the position where the pressure cup acts in terms of bending resistance are as follows: Obtain the normal force transmitted from a single pressure cup to the brake housing according to the maximum brake pressure, the number of pressure cups, and the contact area between a single pressure cup and the brake housing; Obtain the maximum bending moment borne at the position where the pressure cup acts on the brake housing according to the difference between the pitch circle radius of the pressure cup mounting hole and the outer radius of the brake housing main body and the normal force; Obtain the section modulus of the brake housing at the position where the pressure cup acts in terms of bending resistance according to the outer radius of the brake housing main body and the skirt thickness of the brake housing at the position where the pressure cup acts; 3. A design method for a brake housing of an aircraft wheel according to claim 1, characterized in that, The steps to judge whether the maximum bending stress at the position where the pressure cup acts meets the bending stress requirement at the position where the pressure cup acts are as follows: When the maximum bending stress at the acting position of the pressure-bearing cup is less than or equal to the allowable bending stress of the brake housing material at high temperature, the bending stress at the acting position of the pressure-bearing cup meets the bending stress requirement at the acting position of the pressure-bearing cup; When the maximum bending stress at the acting position of the pressure-bearing cup is greater than the allowable bending stress of the brake housing material at high temperature, the bending stress at the acting position of the pressure-bearing cup does not meet the bending stress requirement at the acting position of the pressure-bearing cup.

4. A design method for a brake housing of an aircraft wheel according to claim 2, characterized in that, The steps to obtain the maximum bending moment borne by the skirt connection on the brake housing and the section modulus of the skirt connection on the brake housing for bending resistance are as follows: Based on the normal force transmitted by a single pressure-bearing cup to the brake housing, the difference between the pitch circle radius of the pressure-bearing cup mounting hole and the outer radius of the brake housing main body, and the thickness of the housing at the skirt connection of the brake housing, obtain the maximum bending moment borne by the skirt connection on the brake housing; Based on the diameter of the center line of the housing at the skirt connection of the brake housing and the thickness of the housing at the skirt connection of the brake housing, obtain the section modulus of the skirt connection on the brake housing for bending resistance.

5. A design method for a brake housing of an aircraft wheel according to claim 1, characterized in that, The steps to determine whether the maximum bending stress at the skirt connection meets the bending stress requirement at the skirt connection are as follows: When the maximum bending stress at the skirt connection is less than or equal to the allowable bending stress of the brake housing material at high temperature, the bending stress at the skirt connection meets the bending stress requirement at the skirt connection; When the maximum bending stress at the skirt connection is greater than the allowable bending stress of the brake housing material at high temperature, the bending stress at the skirt connection does not meet the bending stress requirement at the skirt connection.

6. A design method for a brake housing of an aircraft wheel according to claim 1, characterized in that The steps to obtain the normal force transmitted by the static disk of the aircraft wheel to the key of the brake housing and the contact area between the static disk of the aircraft wheel and the key of the brake housing are as follows: Based on the maximum braking torque, the number of keys on the brake housing, and the acting radius of the contact surface between the key of the brake housing and the static disk, obtain the normal force transmitted by the static disk of the aircraft wheel to the key of the brake housing; Based on the height of the contact surface between the key of the brake housing and the static disk, the width of the contact surface between the key of the brake housing and the static disk, and the number of static disks, obtain the contact area between the static disk of the aircraft wheel and the key of the brake housing.

7. A design method for a brake housing of an aircraft wheel according to claim 1, characterized in that, The steps to determine whether the compressive stress of the key of the brake housing meets the compressive stress requirement are as follows: When the compressive stress of the key of the brake housing is less than or equal to the allowable compressive stress of the brake housing material at high temperature, the compressive stress of the key of the brake housing meets the compressive stress requirement; When the compressive stress of the key of the brake housing is greater than the allowable compressive stress of the brake housing material at high temperature, the compressive stress of the key of the brake housing does not meet the compressive stress requirement.

8. A design method for a brake housing of an aircraft wheel according to claim 6, characterized in that, The steps to obtain the section modulus of the key of the brake housing for bending resistance and the maximum bending moment borne by the key of the brake housing are as follows: Based on the width of the contact surface between the key of the brake housing and the static disk and the height of the contact surface between the key of the brake housing and the static disk, obtain the section modulus of the key of the brake housing for bending resistance; Based on the normal force transmitted by the static disk of the aircraft wheel to the key of the brake housing and the distance from the center line of the contact surface between the key of the brake housing and the static disk to the neutral plane of the key of the brake housing, obtain the maximum bending moment borne by the key of the brake housing.

9. A design method for a brake housing of an aircraft wheel according to claim 1, characterized in that, The steps to determine whether the maximum bending stress of the key of the brake housing meets the bending stress requirement of the key of the brake housing are as follows: If the maximum bending stress of the brake housing convex key is less than or equal to the allowable bending stress of the brake housing material at high temperature, then the bending stress of the brake housing convex key meets the bending stress requirement of the brake housing convex key; If the maximum bending stress of the brake housing convex key is greater than the allowable bending stress of the brake housing material at high temperature, then the bending stress of the brake housing convex key does not meet the bending stress requirement of the brake housing convex key.

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