Finite element analysis method for split wheel hub structure

Abstract

The application discloses a kind of finite element analysis methods of split wheel hub structure, comprising: force analysis is carried out to wheel, and load distribution function is constructed;The wheel model is meshed, and the wheel hub grid model including node and element information is generated;The mapping relationship between load distribution function and the node of wheel hub grid model is established, and the corresponding analytic field function is constructed in finite element analysis software, load is applied to wheel hub grid model based on analytic field function, and the wheel hub grid model after load is applied is solved, and the stress distribution and deformation result of split wheel hub structure under working condition load are obtained.The application can improve the calculation efficiency, reduce the complexity of modeling and program modification, and can adapt to hub parameter change.

Description

Technical Field

[0001] This invention relates to the field of wheel analysis, and more specifically to a finite element analysis method for a split wheel hub structure. Background Technology

[0002] The wheel hub is a critical load-bearing component in the aircraft landing gear system. Its structural strength and stiffness directly affect the safety and reliability of the wheel during takeoff, landing, taxiing, and braking. Therefore, mechanical analysis of the wheel hub structure is usually required during wheel design and performance evaluation to verify its stress state and deformation under complex loads. In existing technologies, mechanical analysis of open wheel hub structures is typically achieved by developing specialized calculation programs. For example, using a wheel hub mesh model including a fourteen-node hybrid stiffness element and a six-node triangular annular isoparametric element, a corresponding calculation program is written in FORTRAN to model the wheel structure and apply loads, thereby enabling the calculation and analysis of the wheel hub's stress and deformation.

[0003] However, in practical applications, the above-mentioned technical solutions still have certain shortcomings. First, these finite element programs are usually written for specific structural forms, and their calculation processes and element parameter settings are relatively complex. They often require a long calculation time when loading and calculating structures, and the overall calculation efficiency needs further improvement. Second, when the structural parameters or geometric dimensions of the wheel hub change, the original program is often difficult to apply directly. It usually requires rewriting or modifying the model parameters, element definitions, or related calculation modules in the program, thus increasing the workload of modeling and calculation. Furthermore, since the program mainly relies on the FORTRAN language for development, its operation and maintenance require a certain level of professional programming skills, which raises the barrier to entry for engineering technicians and makes the process relatively complex, hindering its flexible application in engineering design and analysis.

[0004] Therefore, to address the problems of existing finite element analysis methods for split-type engine wheels, such as complex modeling, long calculation time, and the need to rewrite or modify the program when the wheel structure parameters change, resulting in poor flexibility, a finite element analysis method for split-type engine wheel hub structures is proposed to improve the efficiency of engine wheel structure analysis and enhance the convenience of engineering applications. Summary of the Invention

[0005] In view of this, the purpose of this invention is to overcome the defects in the prior art and provide a finite element analysis method for split-type wheel hub structures, which can improve computational efficiency, reduce the complexity of modeling and program modification, and adapt to changes in hub parameters.

[0006] The finite element analysis method for the split-type wheel hub structure of the present invention includes:

[0007] Obtain the working load parameters of the split-type wheel hub, perform force analysis on the wheel based on the working load parameters, and construct the load distribution function;

[0008] A wheel model is established based on the geometric parameters of the split wheel hub. The wheel model is then meshed to generate a wheel hub mesh model that includes node and element information.

[0009] A mapping relationship is established between the load distribution function and the nodes of the wheel hub mesh model, and the corresponding analytical field function is constructed in the finite element analysis software to transform the load distribution function into a nonlinear distributed load acting on the node.

[0010] The load is applied to the wheel hub mesh model based on the analytical field function, and the load-bearing wheel hub mesh model is solved to obtain the stress distribution and deformation results of the split wheel hub structure under the load condition.

[0011] Furthermore, the load distribution function includes radial load distribution law and lateral load distribution law;

[0012] The radial load distribution pattern is determined according to the following formula:

[0013] ;

[0014] in, This describes the load distribution pattern on the circular arc. This represents the maximum component of longitudinal stress. , Radial load Half; The outer diameter of the rim; The angle between the lateral load and the longitudinal axis; It is the arc length;

[0015] The lateral load distribution pattern is determined according to the following formula:

[0016] ;

[0017] in, ; This is a lateral load.

[0018] Furthermore, the wheel model is meshed to generate a wheel hub mesh model including node and element information, specifically including:

[0019] The wheel model was analyzed in the finite element analysis software. The slices are processed and then divided into structured meshes to obtain the slice model;

[0020] The slice model is sliced ​​and arranged to form a total angle of... A slice array; wherein the number of slices is indivual;

[0021] Each slice in the slice array is merged to obtain the complete wheel hub mesh component.

[0022] Furthermore, to transform the load distribution function into a nonlinear distributed load acting on the node, specifically including:

[0023] radial load Under the influence of compression, the tire undergoes significant outward deformation, which generates additional lateral force.

[0024] ;

[0025] in, To provide additional lateral force; Radial load Half; This refers to the diameter of the tire's outer diameter. The diameter at the point where the tire meets the rim; For tires in The amount of compression below; This refers to the rim height. The distance between the two rims;

[0026] Combining the distribution pattern of lateral loads at the wheel flange root and the decomposition of lateral loads, a nonlinear loading model of the lateral additional force at the left wheel flange root is obtained:

[0027] ;

[0028] in, To apply additional lateral force at the hub root; The angle between the lateral load and the longitudinal axis;

[0029] During actual use of the wheel, lateral loads Always accompanied by radial load When the tires are subjected to lateral loads during coasting turns and lateral landings, in addition to significant radial deformation, they also experience lateral deformation. It is through the lateral deformation of the tire that the force is transmitted to the rim, and then a pair of parameters are added. The resulting torque is used to represent an equivalent lateral load; among which, ;

[0030] Combining the radial load distribution pattern on the rim and the radial load decomposition, a nonlinear loading model for the additional moment on the left rim is obtained:

[0031] ;

[0032] in, This is to apply additional torque to the wheel hub.

[0033] Furthermore, the radial load is decomposed according to the following method:

[0034] Depend on: ; ;in, for The distance from the loading position to the hub axle; It is the distance from the junction of one-quarter of the wheel rim root to the hub axle;

[0035] Then we have:

[0036] ;

[0037] ;

[0038] in, The radial component is the component of the maximum longitudinal stress. This represents the lateral component of the maximum longitudinal stress component.

[0039] Based on the radial load distribution pattern, we have:

[0040] ;

[0041] ;

[0042] in, The load is applied laterally to a quarter rim. The load is applied radially to one-quarter of the wheel rim.

[0043] Furthermore, the lateral load is decomposed according to the following method:

[0044] Depend on: ; ;in, for The distance from the loading position to the hub axle; It is the distance from the junction of one-quarter of the wheel rim root to the hub axle;

[0045] Then we have:

[0046] ;

[0047] ;

[0048] in, This represents the lateral component of the maximum longitudinal stress component. The radial component is the component of the maximum longitudinal stress.

[0049] Based on the distribution pattern of lateral loads, we have:

[0050] ;

[0051] ;

[0052] in, The load is applied laterally to a quarter rim. The load is applied radially to one-quarter of the wheel rim.

[0053] The beneficial effects of this invention are as follows: This invention discloses a finite element analysis method for a split-type wheel hub structure. By constructing a load distribution function, it achieves a mathematical expression of complex stress states. Based on this, a three-dimensional model is established and meshed to form a mesh model containing node and element information. Furthermore, the mapping relationship between the load distribution function and the mesh nodes is established, and the continuous load is transformed into a nonlinear distributed load acting on the nodes using an analytical field function. Finally, the finite element solution is completed, obtaining the stress and deformation results of the wheel hub under the working load. This invention, by combining functional load expression with parametric modeling, significantly improves computational efficiency, reduces the complexity of modeling and program adjustment, and can flexibly adapt to changes in wheel hub structure parameters, showing good engineering application prospects. Attached Figure Description

[0054] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0055] Figure 1 This is a schematic diagram of the wheel model of the present invention;

[0056] Figure 2 This is a schematic diagram of the grid slicing of the present invention;

[0057] Figure 3 This is a schematic diagram of the slice array of the present invention;

[0058] Figure 4 This is a schematic diagram of the slice assembly of the present invention;

[0059] Figure 5 This is a schematic diagram of the mesh merging of the present invention;

[0060] Figure 6 This is a schematic diagram of the wheel load and loading position of the present invention;

[0061] Figure 7 This is a schematic diagram of the cylindrical coordinate system of the present invention;

[0062] Figure 8 This is a schematic diagram showing the setting of the radial load rim loading field function of the present invention;

[0063] Figure 9 This is a schematic diagram of radial load rim loading according to the present invention;

[0064] Figure 10 This is a schematic diagram showing the setting of the radial decomposition field function in the radial load R region of the present invention;

[0065] Figure 11 This is a schematic diagram of radial load decomposition loading in the R region of the present invention;

[0066] Figure 12 This is a schematic diagram showing the radial load decomposition loading details in the R region of the present invention;

[0067] Figure 13 A schematic diagram showing the setting of the radial load R-region lateral decomposition field function of the present invention;

[0068] Figure 14 This is a schematic diagram of the radial load R region lateral decomposition loading of the present invention;

[0069] Figure 15 This is a schematic diagram of the inflatable load loading field function setting of the present invention;

[0070] Figure 16 This is a schematic diagram of the pneumatic load loading of the present invention;

[0071] Figure 17 This is a schematic diagram showing the setting of the loading field function at the root of the wheel flange under lateral load according to the present invention;

[0072] Figure 18 This is a first schematic diagram of the lateral load applied at the root of the wheel flange according to the present invention;

[0073] Figure 19 This is a second schematic diagram of the lateral load loading at the root of the wheel flange according to the present invention. Detailed Implementation

[0074] The present invention will be further described below with reference to the accompanying drawings, as shown in the figures:

[0075] This embodiment discloses a finite element analysis method for a split-type engine wheel hub structure, including the following steps:

[0076] S1. Obtain the working load parameters of the split-type wheel hub, perform force analysis on the wheel based on the working load parameters, and construct the load distribution function;

[0077] S2. Based on the geometric structural parameters of the split wheel hub, establish a wheel model, perform mesh generation on the wheel model, and generate a wheel hub mesh model including node and element information;

[0078] S3. Establish the mapping relationship between the load distribution function and the nodes of the wheel hub mesh model, and construct the corresponding analytical field function in the finite element analysis software to transform the load distribution function into a nonlinear distributed load acting on the node;

[0079] S4. Apply a load to the wheel hub mesh model based on the analytical field function, and solve the wheel hub mesh model after applying the load to obtain the stress distribution and deformation results of the split wheel hub structure under the load condition. When the wheel hub structure parameters change, the wheel model and load distribution function are updated by adjusting the flange radius parameter in the geometric structure parameters, thus completing the corresponding finite element analysis.

[0080] In this embodiment, step S1 involves obtaining the load parameters of the split-type aircraft wheel hub under actual operating conditions. These load parameters include radial load, lateral load, and additional torque caused by braking and lateral deflection. These parameters can be determined based on flight load spectra, experimental data, or empirical engineering formulas. Based on this, a systematic stress analysis is performed on the aircraft wheel hub. Combining the hub's structural form and its connection to components such as tires, braking devices, and bearings, a load distribution function reflecting the actual stress state is constructed.

[0081] The load distribution function includes the radial load distribution law and the lateral load distribution law;

[0082] The radial load distribution pattern is determined according to the following formula:

[0083] ;

[0084] in, This describes the load distribution pattern on the circular arc. This represents the maximum component of longitudinal stress. , Radial load Half; The outer diameter of the rim; The angle between the lateral load and the longitudinal axis; It is the arc length;

[0085] The lateral load distribution pattern is determined according to the following formula:

[0086] ;

[0087] in, ; This is a lateral load.

[0088] In this embodiment, in step S2, based on the geometric parameters of the wheel hub, a three-dimensional wheel model of the wheel hub is established using parametric modeling technology or procedural modeling methods. The constructed wheel model is as follows: Figure 1 As shown. The geometric parameters include key dimensional information such as the outer diameter of the rim, the inner diameter, the spoke structure, the hub thickness, the split-face structural features, and the number and distribution of bolt holes.

[0089] The wheel model is meshed to generate a wheel hub mesh model including node and element information, specifically including:

[0090] The turbine model was analyzed using the finite element analysis software Abaqus. The slices are processed and then subjected to structured mesh generation to obtain a slice model. The mesh generation is as follows: Figure 2 As shown;

[0091] The slice model is sliced ​​and arranged to form a total angle of... A slice array; wherein the number of slices is One; slice array such as Figure 3 As shown; a schematic diagram of the model after the slice array is completed is shown below. Figure 4 As shown.

[0092] After the array is complete, all the meshes are generated. However, the entire model is scattered and needs to be connected together for finite element simulation analysis. Therefore, the model needs to be merged, requiring the use of the stitch command to combine the entire model; that is, to merge each slice in the slice array to obtain the complete hub mesh component. The complete mesh after merging is shown below. Figure 5 As shown.

[0093] In this embodiment, steps S3 and S4, to transform the load distribution function into a nonlinear distributed load acting on the node, specifically include:

[0094] radial load Under the influence of compression, the tire undergoes significant outward deformation, which generates additional lateral force.

[0095] ;

[0096] in, To provide additional lateral force; Radial load Half; This refers to the diameter of the tire's outer diameter. The diameter at the point where the tire meets the rim; For tires in The amount of compression below; This refers to the rim height. The distance between the two rims;

[0097] Combining the distribution pattern of lateral loads at the wheel flange root and the decomposition of lateral loads, a nonlinear loading model of the lateral additional force at the left wheel flange root is obtained:

[0098] ;

[0099] in, To apply additional lateral force at the hub root; The angle between the lateral load and the longitudinal axis;

[0100] The lateral load is decomposed according to the following method:

[0101] Depend on: ; ;in, for The distance from the loading position to the hub axle; It is the distance from the junction of one-quarter of the wheel rim root to the hub axle;

[0102] Then we have:

[0103] ;

[0104] ;

[0105] in, This represents the lateral component of the maximum longitudinal stress component. The radial component is the component of the maximum longitudinal stress.

[0106] Based on the distribution pattern of lateral loads, we have:

[0107] ;

[0108] ;

[0109] in, The load is applied laterally to a quarter rim. The load is applied radially to one-quarter of the wheel rim.

[0110] During actual use of the wheel, lateral loads Always accompanied by radial load When the tires are subjected to lateral loads during coasting turns and lateral landings, in addition to significant radial deformation, they also experience lateral deformation. It is through the lateral deformation of the tire that the force is transmitted to the rim, and then a pair of parameters are added. The resulting torque is used to represent an equivalent lateral load; among which, ;

[0111] Combining the radial load distribution pattern on the rim and the radial load decomposition, a nonlinear loading model for the additional moment on the left rim is obtained:

[0112] ;

[0113] in, This is to apply additional torque to the wheel hub.

[0114] The radial load is decomposed according to the following method:

[0115] Depend on: ; ;in, for The distance from the loading position to the hub axle; It is the distance from the junction of one-quarter of the wheel rim root to the hub axle;

[0116] Then we have:

[0117] ;

[0118] ;

[0119] in, The radial component is the component of the maximum longitudinal stress. This represents the lateral component of the maximum longitudinal stress component.

[0120] Based on the radial load distribution pattern, we have:

[0121] ;

[0122] ;

[0123] in, The load is applied laterally to a quarter rim. The load is applied radially to one-quarter of the wheel rim.

[0124] Specifically, the field functions in the Abaqus analytical field are used to apply nonlinear loading to the nodes of the wheel mesh component. The wheel load and loading location are as follows: Figure 6 As shown, the established cylindrical coordinate system is as follows: Figure 7 As shown; the schematic diagram of the field function loading in the Abaqus analytical field and the corresponding state diagram of the wheel are respectively as follows. Figure 8-19 As shown.

[0125] The invention proposes a novel method that uses field functions in an analytical field to nonlinearly load the nodes of a wheel mesh component. Once the hub parameters change, only parameters such as the rim radius need to be changed to start a new calculation, thus saving computation time and improving computational efficiency.

[0126] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A finite element analysis method for a split-type engine wheel hub structure, characterized in that: include: Obtain the working load parameters of the split-type wheel hub, perform force analysis on the wheel based on the working load parameters, and construct the load distribution function; A wheel model is established based on the geometric parameters of the split wheel hub. The wheel model is then meshed to generate a wheel hub mesh model that includes node and element information. A mapping relationship is established between the load distribution function and the nodes of the wheel hub mesh model, and the corresponding analytical field function is constructed in the finite element analysis software to transform the load distribution function into a nonlinear distributed load acting on the node. The load is applied to the wheel hub mesh model based on the analytical field function, and the load-bearing wheel hub mesh model is solved to obtain the stress distribution and deformation results of the split wheel hub structure under the load condition.

2. The finite element analysis method for the split-type wheel hub structure according to claim 1, characterized in that: The load distribution function includes the radial load distribution law and the lateral load distribution law; The radial load distribution pattern is determined according to the following formula: ； in, This describes the load distribution pattern on the circular arc. This represents the maximum component of longitudinal stress. , Radial load Half; The outer diameter of the rim; The angle between the lateral load and the longitudinal axis; It is the arc length; The lateral load distribution pattern is determined according to the following formula: ； in, ; This is a lateral load.

3. The finite element analysis method for the split-type wheel hub structure according to claim 1, characterized in that: The wheel model is meshed to generate a wheel hub mesh model including node and element information, specifically including: The wheel model was analyzed in the finite element analysis software. The slices are processed and then divided into structured meshes to obtain the slice model; The slice model is sliced ​​and arranged to form a total angle of... A slice array; wherein the number of slices is indivual; Each slice in the slice array is merged to obtain the complete wheel hub mesh component.

4. The finite element analysis method for the split-type wheel hub structure according to claim 1, characterized in that: The process of transforming the load distribution function into a nonlinear distributed load acting on the node specifically includes: radial load Under the influence of compression, the tire undergoes significant outward deformation, which generates additional lateral force. ； in, To provide additional lateral force; Radial load Half; This refers to the diameter of the tire's outer diameter. The diameter at the point where the tire meets the rim; For tires in The amount of compression below; This refers to the rim height. The distance between the two rims; Combining the distribution pattern of lateral loads at the wheel flange root and the decomposition of lateral loads, a nonlinear loading model of the lateral additional force at the left wheel flange root is obtained: ； in, To apply additional lateral force at the hub root; The angle between the lateral load and the longitudinal axis; During actual use of the wheel, lateral loads Always accompanied by radial load When the tires are subjected to lateral loads during coasting turns and lateral landings, in addition to significant radial deformation, they also experience lateral deformation. It is through the lateral deformation of the tire that the force is transmitted to the rim, and then a pair of parameters are added. The resulting torque is used to represent an equivalent lateral load; among which, ; Combining the radial load distribution pattern on the rim and the radial load decomposition, a nonlinear loading model for the additional moment on the left rim is obtained: ； in, This is to apply additional torque to the wheel hub.

5. The finite element analysis method for the split-type wheel hub structure according to claim 4, characterized in that: The radial load is decomposed according to the following method: Depend on: ; ;in, for The distance from the loading position to the hub axle; It is the distance from the junction of one-quarter of the wheel rim root to the hub axle; Then we have: ； ； in, The radial component is the component of the maximum longitudinal stress. This represents the lateral component of the maximum longitudinal stress component. Based on the radial load distribution pattern, we have: ； ； in, The load is applied laterally to a quarter rim. The load is applied radially to one-quarter of the wheel rim.

6. The finite element analysis method for the split-type wheel hub structure according to claim 4, characterized in that: The lateral load is decomposed according to the following method: Depend on: ; ;in, for The distance from the loading position to the hub axle; It is the distance from the junction of one-quarter of the wheel rim root to the hub axle; Then we have: ； ； in, This represents the lateral component of the maximum longitudinal stress component. The radial component is the component of the maximum longitudinal stress. Based on the distribution pattern of lateral loads, we have: ； ； in, The load is applied laterally to a quarter rim. The load is applied radially to one-quarter of the wheel rim.

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