Integrated circular ring clamp for airplane carbon brake disc

Abstract

The utility model discloses an integrated circular ring clamp for an airplane carbon brake disc, and belongs to the technical field of aviation machinery. According to the integrated circular ring clamp, the key teeth A on the movable disc are protected through the annular clamp A, the key teeth B on the static disc are protected through the annular clamp B, and the overall strength and stability of the aircraft brake disc can be improved; moreover, the device is convenient to mount and dismount, and is suitable for batch production. Specifically, the integrated ring clamp comprises a ring clamp A and a ring clamp B; the annular clamp A comprises key tooth sleeves A surrounding the two axial end faces and the two circumferential side faces of each key tooth A and connecting structures A for connecting the adjacent key tooth sleeves A; the annular clamp B comprises key tooth sleeves B surrounding the two axial end faces and the two circumferential side faces of each key tooth B and connecting structures B connected with the adjacent key tooth sleeves B.

Description

Technical Field

[0001] The utility model belongs to the technical field of aviation machinery, and in particular relates to an integrated circular ring clamp for an aircraft carbon brake disc. Background Art

[0002] Currently, in the aviation industry, to ensure excellent braking performance, aircraft utilize carbon / carbon brake discs composed of multiple coaxially stacked rotor and stator discs. Due to their outstanding performance, these brake discs have become a key component in ensuring safe aircraft operation. However, the actual use of carbon / carbon brake discs inevitably presents a series of challenges. Due to the extremely strong impact forces generated when an aircraft brakes, the keyway on the brake disc gradually wears over time under the continuous and intense impact. Initially, this wear may not be noticeable, but with increasing braking frequency, the degree of wear increases, causing the keyway to wear excessively and gradually widen, thereby affecting the service life and performance of the brake disc.

[0003] To effectively protect the keyway and prevent wear and widening, existing technology typically involves installing steel clips on both sides of each keyway for protection. This protective measure can, to a certain extent, reduce the wear of the keyway and extend the service life of the brake disc. However, the steel clips commonly found on the market are generally connected to the keyway using a rivet structure. While this connection method can ensure the stability of the steel clip to a certain extent, it presents some potential problems when the keyway is impacted. For example, when the keyway is impacted, the strong impact force is quickly transmitted to the rivets of each steel clip. Because the force-bearing area at the rivet is relatively small, the impact force cannot be effectively dispersed. As a result, the rivet holes of the dynamic and static discs connected to the rivets and the rivet holes on the steel clips are very likely to crack or break under the impact of prolonged impact. Once this occurs, not only will the protective effect of the steel clip be affected, but it will also cause serious damage to the brake disc, including the dynamic and static discs, thereby endangering the safe operation of the aircraft.

[0004] Patent publication number CN203770488U, "A Steel Brake Disc Assembly with a Steel Clamp," describes a U-shaped steel clamp connected via flat-head rivets. The clamp absorbs impact forces and then transmits them to the key teeth, preventing the impact force from directly acting on the key teeth. However, this design still presents a risk of cracks forming near the rivet holes, which could lead to the steel clamp breaking.

[0005] Patent publication number CN114658776A, "An Impact-Resistant Combined Brake Disc Steel Clamp Assembly," describes an impact-resistant combined brake disc steel clamp assembly. The clamp features a recessed main body and two ears on either side of the main body. The ears complement each other to reduce the load on the rivet holes. However, this design still causes wear on the brake disc due to the rivets, and the excessive number of components makes installation inconvenient. Utility Model Content

[0006] In view of this, the utility model discloses an integrated circular ring clamp for aircraft carbon brake disc, which protects key teeth (including key teeth A and key teeth B) and key slots through ring clamp A and ring clamp B, thereby improving the overall strength and stability of the aircraft brake disc; and also has the advantages of a small number of components, easy installation and disassembly, and suitability for mass production.

[0007] An integrated circular ring clamp for an aircraft carbon brake disc, wherein the brake disc is provided with a plurality of movable discs and static discs, wherein the movable discs and static discs are coaxially and alternately stacked, a plurality of key teeth A are evenly spaced along the circumference on the outer circumference of the movable disc, and a plurality of key teeth B are evenly spaced along the circumference on the inner circumference of the static disc. The integrated circular ring clamp comprises: the integrated circular ring clamp includes a ring clamp A and a ring clamp B;

[0008] The annular clamp A includes a key tooth sleeve A surrounding the axial end faces and circumferential side faces of each key tooth A and a connecting structure A connecting adjacent key tooth sleeves A;

[0009] The annular clamp B includes a key tooth sleeve B surrounding the axial end faces and circumferential side faces of each key tooth B and a connecting structure B connecting adjacent key tooth sleeves B.

[0010] Preferably, the key tooth sleeve A and the key tooth A are clearance-fitted;

[0011] The key tooth sleeve B and the key teeth B are clearance-fitted.

[0012] Preferably, the annular clamp A is divided into a first half outer ring clamp and a second half outer ring clamp along the axis; the first half outer ring clamp and the second half outer ring clamp are butted together to form the annular clamp A;

[0013] The annular clamp B is divided into a first half inner ring clamp and a second half inner ring clamp along the axis, and the annular clamp B is formed after the first half inner ring clamp and the second half inner ring clamp are butt-jointed.

[0014] Preferably, the connection between the first half outer ring clamp and the second half outer ring clamp is fixed by welding or fastening structure;

[0015] The connection between the first half inner ring clamp and the second half inner ring clamp is welded.

[0016] Preferably, the fastening structure includes a raised portion and a groove portion;

[0017] The protruding portion and the groove portion are respectively provided on the semi-connected structure A of the first half outer ring clamp and the semi-connected structure A of the second half outer ring clamp;

[0018] Inserting the protruding portion into the groove portion enables the first half of the outer ring clamp and the second half of the outer ring clamp to be matched and connected;

[0019] A buckle is vertically arranged on the top of the raised portion. When the raised portion is inserted into one side of the groove portion, the buckle extends from the other side of the groove portion.

[0020] Preferably, the first half outer ring clamp, the second half outer ring clamp, the first half inner ring clamp and the second half inner ring clamp are all manufactured using an integrated forging process.

[0021] Beneficial effects:

[0022] (1) The utility model connects the protective clips of all key teeth A into one to form an annular clip A, which surrounds the axial end face and circumferential side face of each key tooth A, and connects the protective clips of all key teeth B into one to form an annular clip B, which surrounds the axial end face and circumferential side face of the key tooth B. On the one hand, this design improves the braking strength of the aircraft brake disc, and on the other hand, the braking impact force acting on a single key tooth A and key tooth B can be well dispersed on all key teeth A and key teeth B, thereby effectively improving the overall strength and stability of the aircraft carbon brake disc and reducing the risk of steel clip breakage in the prior art.

[0023] (2) Compared with the traditional rivet connection method, the present invention can make the applied force float in the circumferential direction within a certain range by the key tooth sleeve A and key tooth sleeve B in the ring clamps A and B respectively matching the key teeth A and key teeth B. After the ring clamps A and B are subjected to force, the structure on the opposite side of the force can fit tightly with the key teeth A, key teeth B and key slots, and directly and evenly transmit the braking force to the key teeth A, key teeth B and key slots. Compared with the traditional riveting method, the force-bearing area of ​​the ring clamps A and B and the key teeth A and key teeth B is increased, avoiding the fracture damage caused by stress concentration at the rivet hole.

[0024] (3) The utility model divides the annular clamp A into a first half outer ring clamp and a second half outer ring clamp through the axis of the movable disk; and divides the annular clamp B into a first half inner ring clamp and a second half inner ring clamp through the axis of the stationary disk. This design does not require rivets, greatly reduces the number of components, facilitates the installation of the annular clamps A and B, and has the characteristics of simple structure and easy installation and maintenance.

[0025] (4) The first half outer ring clamp and the second half outer ring clamp of the utility model are connected or welded by a snap-fit ​​fastening structure, and the first half inner ring clamp and the second half inner ring clamp are welded. This connection method has the characteristics of fast connection speed and high efficiency, and can quickly realize the installation and disassembly of the ring clamps A and B, which is convenient for the subsequent maintenance and care of the aircraft carbon / carbon brake disc.

[0026] (5) The first half outer ring clamp, the second half outer ring clamp, the first half inner ring clamp, and the second half inner ring clamp of the utility model can all be manufactured through an integrated forging process. Conventional steel clamps are manufactured by stamping / bending, which inevitably damages the material during the forming process. In comparison, the integrated forged component has better mechanical properties and is produced at a lower cost than a single-piece stamping component. Therefore, it has obvious advantages in both the performance and production cost of the formed product. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a schematic diagram of the outer structure of the first half outer ring clamp and the second half outer ring clamp of the ring clamp A of the present invention;

[0028] Figure 2 This is a schematic diagram of the connection relationship between the ring clamp A and the movable disc of the present invention;

[0029] Figure 3 This is a schematic diagram of the outer structure of the first half inner ring clamp and the second half inner ring clamp of the ring clamp B of the present invention;

[0030] Figure 4 Schematic diagram of the connection relationship between the annular clamp B and the stator disk of the present invention;

[0031] Figure 5 This is a schematic diagram of the external structure of the ring clamp A of the present invention;

[0032] Figure 6 Schematic diagram of the weld at the connection between the first half outer ring clamp and the second half outer ring clamp of the ring clamp A of the present invention;

[0033] Figure 7 This is a schematic diagram of the appearance of the raised portion in the fastening structure of the utility model;

[0034] Figure 8 This is a schematic diagram of the appearance of the groove portion in the fastening structure of the utility model;

[0035] Among them, 1-moving plate, 11-key gear sleeve A, 111-half-key gear sleeve A, 12-connecting structure A, 121-semi-connecting structure A, 2-first half outer ring clamp, 3-second half outer ring clamp, 4-stationary plate, 41-key gear sleeve B, 411-semi-key gear sleeve B, 42-connecting structure B, 421-semi-connecting structure B, 5-first half inner ring clamp, 6-second half inner ring clamp, 7-raised part, 8-groove part. DETAILED DESCRIPTION

[0036] The following is a clear and complete description of the technical solutions in the embodiments of the present invention, combined with the accompanying drawings. The described embodiments are only a portion of the embodiments of the present invention, not all of them. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0037] Example 1:

[0038] This embodiment provides an integrated annular clamp for an aircraft carbon brake disc, which connects the key tooth protection clips on the dynamic disc and the static disc into one, forming an integrated annular protection clip, which can improve the overall strength and stability of the aircraft brake disc.

[0039] like Figure 1-8 As shown, an integrated circular ring clamp for an aircraft carbon brake disc is provided in which a plurality of circular ring-shaped dynamic discs 1 and static discs 4 are provided in the aircraft brake disc. The dynamic discs 1 and static discs 4 are coaxially and alternately stacked. A plurality of key teeth A are uniformly spaced along the circumference on the outer circumference of the dynamic disc 1 (a keyway is provided between every two key teeth A), and a plurality of key teeth B are uniformly spaced along the circumference on the inner circumference of the static disc 4 (a keyway is provided between every two key teeth B).

[0040] The integrated circular ring clamp includes a ring clamp A and a ring clamp B. The ring clamp A includes a key tooth sleeve A11 that surrounds the axial end faces and circumferential side faces of each key tooth A and a connecting structure A12 that connects adjacent key tooth sleeves A11; the key teeth A and the key tooth sleeves A11 correspond one to one, that is, in this solution, the protective clamps of all key teeth A are connected into one to form a ring clamp A.

[0041] The annular clamp B includes a key tooth sleeve B41 that surrounds the axial end faces and circumferential side faces of each key tooth B, and a connecting structure B42 that connects adjacent key tooth sleeves B41; the key teeth B correspond one to one with the key tooth sleeves B41; that is, in this solution, the protective clamps of all key teeth B are connected together to form an annular clamp B.

[0042] The arrangement of the ring clamps A and B protects the key teeth A on the dynamic disc 1 and the key teeth B on the static disc 4, thereby improving the braking strength of the aircraft brake disc and the overall strength and stability of the aircraft carbon brake disc, and reducing the risk of steel clamp breakage.

[0043] Example 2:

[0044] On the basis of the above embodiment 1, further:

[0045] like Figure 1 and Figure 3As shown, for ease of installation, annular clamp A is axially divided into a first half outer clamp 2 and a second half outer clamp 3, and annular clamp B is axially divided into a first half inner clamp 5 and a second half inner clamp 6. The first half outer clamp 2 and the second half outer clamp 3 are both annular structures arranged along the circumference of the rotating disk 1, and the two are butted together to form a complete annular clamp A. The first half inner clamp 5 and the second half inner clamp 6 are both annular structures arranged along the circumference of the stator disk 4, and the two are butted together to form a complete annular clamp B.

[0046] The first half outer ring clamp 2 and the second half outer ring clamp 3 are symmetrically arranged about the axial symmetry plane of the rotating disk 1, and the first half inner ring clamp 5 and the second half inner ring clamp 6 are symmetrically arranged about the axial symmetry plane of the stator disk 4. Since the annular clamp A includes a plurality of key gear sleeves A11 and a plurality of connecting structures A12, and the annular clamp B includes a plurality of key gear sleeves B41 and a plurality of connecting structures B42, the plurality of key gear sleeves A11 and the plurality of connecting structures A12 each include a plurality of half-key gear sleeves A111 and a plurality of semi-connecting structures A121, which are alternately arranged along the circumference of the rotating disk 1 to form an annular structure. Similarly, the plurality of key gear sleeves B41 and the plurality of connecting structures B42 include a plurality of half-key gear sleeves B411 and a plurality of semi-connecting structures B421, which are alternately arranged along the circumference of the stator disk 4 to form an annular structure.

[0047] Specifically, first install the first half of the outer ring clamp 2 to one end face of the movable disc 1, and then install the second half of the outer ring clamp 3 to the other end face of the movable disc 1; similarly, install the first half of the inner ring clamp 5 to one end face of the static disc 4, and then install the second half of the inner ring clamp 6 to the other end face of the static disc 4.

[0048] The connection between the first half outer ring clamp 2 and the second half outer ring clamp 3 (specifically, the connection between the two half key gear sleeves A111 in the key gear sleeve A11, and the connection between the two half connection structures A121 in the connection structure A12) is welded or fixed by a fastening structure. The connection between the first half inner ring clamp 5 and the second half inner ring clamp 6 (specifically, the connection between the two half key gear sleeves B411 in the key gear sleeve B41, and the connection between the two half connection structures B421 in the connection structure B42) is welded, ultimately forming a complete ring clamp A and ring clamp B, respectively.

[0049] As an example, the key tooth sleeve A11 of the ring clamp A is in clearance fit with the key tooth A; the key tooth sleeve B41 is in clearance fit with the key tooth B, which can make the force float within a certain range along the circumferential direction of the movable disk 1 and the static disk 4. For example: after the ring clamp A receives the circumferential force along the movable disk 1, its key tooth sleeve A11 can fit tightly with the key tooth A, directly and evenly transfer the braking force to the key tooth A, and increase the force-bearing area of ​​the ring clamp A and the key tooth A. Similarly, after the ring clamp B receives the circumferential force along the static disk 4, its key tooth sleeve B41 can fit tightly with the key tooth B, directly and evenly transfer the braking force to the key tooth B, and increase the force-bearing area of ​​the ring clamp B and the key tooth B, ultimately achieving the purpose of reducing the risk of breakage of the movable and static disks.

[0050] Example 3:

[0051] On the basis of the above embodiment 2, further:

[0052] like Figure 7 、 8 As shown, to enable quick installation and removal of the ring clamp A and facilitate subsequent maintenance and servicing of the aircraft brake disc, when the first half outer ring clamp 2 and the second half outer ring clamp 3 are connected by a fastening structure, the fastening structure is located between adjacent key teeth A. The fastening structure includes a raised portion 7 and a recessed portion 8. The raised portion 7 and the recessed portion 8 are respectively provided on the two half connection structures A121 in each connection structure A12; the raised portion 7 is inserted into the recessed portion 8, thereby matingly connecting the first half outer ring clamp 2 and the second half outer ring clamp 3.

[0053] Furthermore, Figure 7 As shown, a buckle is vertically provided on the top of the convex part 7. When the convex part 7 is inserted into one side of the groove part 8, the buckle extends from the other side of the groove part 8. Figure 7 、 Figure 8 In the figure, the raised portion 7 is considered the male buckle, the recessed portion 8 is the female buckle, and the snap is considered the elastic arm. A gap is left inside the female buckle, corresponding to the male buckle. During the fastening operation, the elastic arm of the male buckle deforms, pressing it into position and gradually completing the fastening process. After fastening is completed, the raised portion of the male buckle and the recessed portion of the female buckle are tightly aligned.

[0054] As an example, Figure 6 As shown, the connection between the two half-key gear sleeves A111 in each key gear sleeve A11, and the connection between the two half-connection structures A121 in each connection structure A12 are welded by brazing. Similarly, the connection between the two half-key gear sleeves B411 in each key gear sleeve B41, and the connection between the two half-connection structures B421 in each connection structure B42 are welded by brazing. Figure 6 Point a in the middle is the weld between the two semi-connected structures A121 in each connected structure A12.

[0055] As an example, the first half outer ring clamp 2, the second half outer ring clamp 3, the first half inner ring clamp 5 and the second half inner ring clamp 6 are all manufactured using an integrated forging process, which is different from traditional steel clamps manufactured by stamping / bending, and has the advantages of better mechanical properties and low production costs.

[0056] The above is only a preferred specific implementation method of the present invention, but the protection scope of the present invention is not limited to this. Any changes or replacements that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed in the present invention should be covered by the protection scope of the present invention.

Claims

1. An integrated ring clamp for an aircraft carbon brake disc, wherein the brake disc is provided with a plurality of movable discs (1) and static discs (4), wherein the movable discs (1) and the static discs (4) are coaxially and alternately stacked, a plurality of key teeth A are uniformly spaced along the circumference on the outer circumference of the movable disc (1), and a plurality of key teeth B are uniformly spaced along the circumference on the inner circumference of the static disc (4), wherein the invention is characterized in that: The integrated circular ring clamp includes a ring clamp A and a ring clamp B; The annular clamp A comprises a key tooth sleeve A (11) surrounding the axial end faces and circumferential side faces of each key tooth A and a connecting structure A (12) connecting adjacent key tooth sleeves A (11); The annular clamp B comprises a key tooth sleeve B (41) surrounding the axial end faces and circumferential side faces of each key tooth B and a connecting structure B (42) connecting adjacent key tooth sleeves B (41).

2. The aircraft carbon brake disc integrated ring clamp according to claim 1, characterized in that: The key tooth sleeve A (11) and the key tooth A are clearance-fitted; The key tooth sleeve B (41) and the key tooth B are clearance-fitted.

3. The aircraft carbon brake disc integrated ring clamp according to claim 1, characterized in that: The annular clamp A is divided into a first half outer ring clamp (2) and a second half outer ring clamp (3) along the axis; the first half outer ring clamp (2) and the second half outer ring clamp (3) are butt-jointed to form the annular clamp A; The annular clamp B is divided into a first half inner ring clamp (5) and a second half inner ring clamp (6) along the axis. The annular clamp B is formed after the first half inner ring clamp (5) and the second half inner ring clamp (6) are butt-jointed.

4. The aircraft carbon brake disc integrated ring clamp according to claim 3, characterized in that: The connection between the first half outer ring clamp (2) and the second half outer ring clamp (3) is fixed by welding or a fastening structure; The connection between the first half inner ring clamp (5) and the second half inner ring clamp (6) is welded.

5. The aircraft carbon brake disc integrated ring clamp according to claim 4, characterized in that: The fastening structure comprises a raised portion (7) and a recessed portion (8); The convex portion (7) and the groove portion (8) are respectively arranged on the semi-connected structure A (121) of the first half outer ring clamp (2) and the semi-connected structure A (121) of the second half outer ring clamp (3); The protruding portion (7) is inserted into the groove portion (8), so that the first half outer ring clamp (2) and the second half outer ring clamp (3) are matched and connected; A buckle is vertically arranged on the top of the raised portion (7), and when the raised portion (7) is inserted into one side of the groove portion (8), the buckle extends from the other side of the groove portion (8).

6. The aircraft carbon brake disc integrated ring clamp according to any one of claims 3 to 5, characterized in that: The first half outer ring clamp (2), the second half outer ring clamp (3), the first half inner ring clamp (5) and the second half inner ring clamp (6) are all manufactured using an integrated forging process.

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