CN109933938B - Design method of butt joint surface at bolt hole opening of airplane wheel hub - Google Patents
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Abstract
A design method of a butt joint face at a hub bolt hole opening of an airplane wheel changes a conventional contact state into a non-contact state by reducing the contact area of the hub butt joint face at the bolt hole opening, increases bending moment and bending stress at the hub bolt hole opening when a bolt is pre-tightened, and enables the stress at the hub butt joint face structure bolt hole opening to be higher than the stress at the conventional hub butt joint face structure bolt hole opening when the bolt is pre-tightened. And the stress at the bolt hole opening of the conventional hub butt joint surface structure is equal to the stress at the bolt hole opening of the hub butt joint surface structure under the action of fatigue load. Compared with the prior art, the minimum stress at the hub bolt hole opening is increased under one fatigue cycle of the hub butt joint surface designed by the invention, and the maximum stress at the hub bolt hole opening is kept unchanged, so that the fatigue stress amplitude at the hub bolt hole opening is reduced, and the fatigue life at the hub bolt hole opening is prolonged.
Description
Technical Field
The invention relates to the field of airplane wheel design, in particular to a design method of a butt joint surface at an airplane wheel hub bolt hole.
Background
With the continuous improvement of the requirement on the service life of modern airplane wheels, the airplane wheels with split structures are more and more applied to domestic military aircrafts and civil aircrafts, and particularly, main engine wheels of front airplane wheels and civil aircrafts are mostly in split structures. Through the statistics of various split type wheel hub fatigue fracture positions at home and abroad, the most split type structure wheel hub fracture positions are found to be more at the bolt hole openings of the wheel hub. At present, the butt joint surface of the airplane wheel hub with the split structure adopted domestically is connected by two planes, the two planes are completely attached, the junction of the butt joint surface and the bolt hole opening is generally rounded or chamfered, and although the structure is simple, the problem that the bolt hole opening is easy to cause fatigue cracking generally exists. The butt joint surfaces of the airplane wheel hubs of the split-type structure airplanes are in non-planar connection abroad, and the fatigue life of the butt joint surfaces at the bolt hole openings is relatively long, but a specific design method of the structure is not disclosed.
Disclosure of Invention
In order to overcome the defect that fatigue fracture is easy to occur at the bolt hole of the wheel hub in the prior art, the invention provides a design method of a butt joint surface at the bolt hole of the wheel hub of an airplane.
In the airplane wheel hub, the periphery of the butt joint bolt hole of the inner half hub is a concave arc surface, and the periphery of the butt joint bolt hole of the outer half hub is also a concave arc surface; the butt-joint surfaces of the inner half wheel hub and the outer half wheel hub are completely symmetrical in structure. The method is characterized by comprising the following specific processes:
Calculating the minimum stress S of the hole of the hub bolt under the bolt pretension by using Abaqus software through a finite element static analysis method min And maximum stress S of bolt hole of hub under fatigue load max 。
Stress S for determining pre-tightening of bolt at bolt hole opening of hub min And stress under fatigue load S max The specific process is as follows:
i, importing a three-dimensional model of an airplane wheel hub and a bolt in Abaqus software;
II, carrying out three-dimensional model meshing on the wheel hub and the bolt;
III material property definition of the wheel hub and the bolt:
the material properties include the material elastic modulus and poisson's ratio of the wheel hub, and the material elastic modulus and poisson's ratio of the bolt.
IV, defining the attribute of a contact surface between the wheel hub and the bolt:
the properties of the contact surface are the contact type and the friction coefficient between the inner half hub and the outer half hub of the airplane wheel, the contact type and the friction coefficient between the inner half hub and the bolt, and the contact type and the friction coefficient between the outer half hub and the bolt.
V, model analysis step definition:
the model analysis step comprises two steps, and the types of the analysis step are static general analysis: the first step is used for analyzing bolt pretightening force, and the second step is used for analyzing bolt orifice stress under fatigue load.
VI model load boundary definition:
and (5) fixedly restraining the contact surface between the hub and the bearing outer ring in the analysis step.
The fixation constraint is to completely fix six degrees of freedom of all nodes on a contact surface between the hub and the bearing outer ring, and the value of the six degrees of freedom of all the nodes on the contact surface is 0.
In the first step, bolt axial tension is applied to the axis of the bolt; in the second step, a tire expansion force Q is applied to the surface S1 from the rim fillet of the hub to the tire hub joint diameter, and the force application direction of the tire expansion force Q is parallel to the axis of the landing gear shaft and deviates from the web.
A fatigue load P is applied at a contact surface S2 of the rim 5 ° line with the tire, the direction of the fatigue load P being vertically downward.
And VII, submitting the model for calculation, and extracting the calculation result of the first step from the Abaqus calculation result to obtain the stress S at the bolt hole of the hub min (ii) a Extracting the calculation result of the second step from the Abaqus calculation result to obtain the stress S at the bolt hole of the hub max 。
and obtaining the fatigue performance curve S-N curve of the hub material through an aviation material manual. According to the corresponding fatigue stress amplitude N of the hub on the S-N curve of the obtained fatigue performance curve of the hub material 0 Finding N capable of meeting the requirement of airplane wheel landing service life 0 。
Required stress S at bolt hole opening of hub is greater than or equal to S through formula S min +2(N-N 0 ) And determining and taking the stress S at the bolt hole opening of the hub as the stress at the bolt hole opening as a design target value.
Step 4, determining the radius R of the concave cambered surface at the butt joint surface of the inner half hub and the maximum depth H of the concave cambered surface:
the maximum depth of the concave cambered surface refers to the vertical distance between the horizontal extension line of the arc bottom vertex C of the concave cambered surface and the butt joint plane of the butt joint surface of the inner half hub.
And determining the radius R of a concave cambered surface at the butt joint surface of the inner half hub and the maximum depth H of the concave cambered surface through size parameter optimization.
The specific steps of determining the radius R of the concave cambered surface at the butt joint surface of the inner half hub and the maximum depth H of the concave cambered surface are as follows:
the method comprises the steps of I, establishing an optimization task flow of finite element analysis of bolt pretension of the wheel assembly in Isight software, setting the maximum initial depth of a concave cambered surface at the butting surface of an inner half wheel hub to be Hx, and optimizing the maximum initial depth Hx of the concave cambered surface at the butting surface of the inner half wheel hub to obtain the maximum depth H of the concave cambered surface. And (3) setting the initial radius of the concave cambered surface at the butt joint surface of the inner half hub as rx, and optimizing the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub to obtain the radius R of the concave cambered surface at the butt joint surface of the inner half hub.
And II, respectively inputting the set maximum initial depth Hx and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub into Isight software, and calculating through the Isight software to obtain an initial stress value Sx at the bolt hole.
And comparing the obtained initial stress value Sx with a stress design target value S at the bolt hole opening. When Sx is smaller than S, respectively increasing the maximum initial depth Hx of the concave cambered surface at the butt joint surface of the inner half hub and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub; and when Sx is larger than S, respectively reducing the maximum initial depth Hx of the concave cambered surface at the butt joint surface of the inner half hub and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub. The increased magnitude and decreased magnitude are determined according to a default value of the Isight software.
And continuously calculating the increased or decreased maximum initial depth Hx and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub through the sight software to obtain a corrected stress value Sx at the bolt hole. And comparing the corrected stress value Sx at the bolt hole with a stress design target value S at the bolt hole, and correcting the increased or decreased maximum initial depth Hx and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub again according to the correction method.
And repeating the iterative calculation process of comparison, correction and calculation until the error between the obtained stress value at the bolt hole and the stress design target value S at the bolt hole is less than 0.05-0.1 MPa. At this time, hx = H, rx = R.
Step 5, selecting the optimized size parameters to design the structure of the hub butt joint surface
And designing the wheel hub and the butt joint surface of the airplane wheel with low stress amplitude.
According to the invention, the contact area of the hub butt-joint surface at the bolt hole is reduced, so that the conventional contact state at the hub bolt hole is changed into a non-contact state, the bending moment borne by the hub bolt hole is increased when the bolt is pre-tightened, and the bending stress is increased.
In the prior art, the hub butt-joint surface at the bolt hole opening is in a contact state, and the stress at the bolt hole opening of the hub is shown in fig. 5 when the bolt is pre-tightened. In the figure, G is a fixed fulcrum, M1 is a bending moment borne by a bolt orifice during bolt pre-tightening, F is an axial tension generated by bolt pre-tightening, and H1 is the length from the fixed fulcrum to a stress point.
In the invention, the stress at the bolt hole of the hub is shown in figure 4 when the bolt is pre-tightened, wherein G is a fixed fulcrum, M2 is a bending moment borne by the bolt hole when the bolt is pre-tightened, and H2 is the length from the fixed fulcrum to the stress point. It can be seen from the figure that, the bending moment M1= F × H1 generated by the bolt pre-tightening force in the conventional contact state, while the bending moment M2= F × H2 generated by the bolt pre-tightening force in the technical scheme of the present invention, because H1 is greater than H2, the bending moment M2 generated by the bolt pre-tightening force in the technical scheme of the present invention is greater than M1, so that the stress received at the bolt hole of the hub abutting surface structure of the present invention is higher than the stress received at the bolt hole of the conventional hub abutting surface structure when the bolt is pre-tightened. And the stress at the bolt hole opening of the conventional hub butt joint surface structure is equal to the stress at the bolt hole opening of the hub butt joint surface structure under the action of fatigue load.
Therefore, compared with the conventional hub butt-joint surface structure, the minimum stress (stress borne by the bolts during pre-tightening) at the hub bolt hole opening under one fatigue cycle is increased, and the maximum stress (stress borne by the fatigue load) at the hub bolt hole opening is kept unchanged, so that the fatigue stress amplitude at the hub bolt hole opening is reduced, and the fatigue life of the hub bolt hole opening is prolonged.
Drawings
FIG. 1 is a schematic structural view of a conventional wheel hub interface;
FIG. 2 is a schematic structural view of a conventional inner half hub;
FIG. 3 is a schematic structural view of a hub interface according to the present invention;
FIG. 4 is a schematic view of the butt-joint surface structure of the inner half hub proposed by the present invention;
FIG. 5 is a schematic diagram of stress applied to a bolt hole of a conventional wheel hub butt-joint surface structure;
FIG. 6 is a schematic view of the stress at the bolt hole of the wheel hub interface structure of the present invention;
FIG. 7 is a schematic diagram of model load boundary definition;
FIG. 8 is a schematic diagram of a dimensional parameter optimization design variable;
FIG. 9 is a cloud of bolt pretension stresses for a conventional hub interface structure;
FIG. 10 is a stress cloud plot at the bolt hole opening under the effect of fatigue loading of a conventional wheel hub;
FIG. 11 is a cloud of the pre-tightening stress of the bolts of the hub interface structure according to the present invention;
FIG. 12 is a stress cloud plot at the bolt hole opening under the fatigue loading action of the present invention;
FIG. 13 is a flow chart of the present invention.
In the figure: 1. an inner half hub; 2. an outer half hub; 3. and (4) butting bolts.
Detailed Description
The present embodiment is an aircraft wheel hub for an aircraft of the type comprising an inner half-hub 1 and an outer half-hub 2. The inner half hub 1 and the outer half hub 2 are fixedly connected through a connecting bolt 3 to bear the external load acting force of the airplane wheel.
The inner half hub is obtained by improving the inner half hub in the prior art; the improvement is that the whole butt joint surface of the inner half hub is a plane, and a concave arc surface is arranged around the butt joint bolt hole. The outer half hub is obtained by improving the outer half hub in the prior art; the improvement is that: the whole butt joint surface of the outer half hub is a plane, and a concave arc surface is arranged around the butt joint bolt hole. The butt-joint surfaces of the inner half wheel hub and the outer half wheel hub are completely symmetrical in structure.
The radius of the concave cambered surface at the butt joint surface of the inner half hub and the radius R of the concave cambered surface at the butt joint surface of the outer half hub are both 300mm. The concave arc face is connected with the plane of the inner half hub through a transition fillet, and the radius r of the transition fillet is 10mm. And the vertical distance H between the horizontal extension line of the arc bottom vertex C of the concave arc surface and the butt joint plane is 0.2mm.
The specific process for designing the low-stress-amplitude airplane wheel hub butt-joint surface provided by the embodiment is as follows:
In the embodiment, the minimum stress S of the hole of the hub bolt under the bolt pretension shown in FIG. 1 is calculated by using Abaqus software through a conventional finite element static analysis method min And maximum stress S of bolt hole of hub under fatigue load max . The method comprises the following specific steps:
i, introducing a three-dimensional model of an airplane wheel hub and a bolt into Abaqus software;
II, carrying out three-dimensional model meshing on the wheel hub and the bolt; the grid units of the wheel hub and the bolts in the embodiment are hexahedron non-coordinated units.
III, defining material properties of the wheel hub and the bolt; in the embodiment, the hub material of the wheel is 2A14-T6 aluminum alloy, the elastic modulus of the material is 71GPa, and the Poisson ratio is 0.33. The bolt material is 40CrNiMoA structural steel, the elastic modulus of the material is 197GPa, and the Poisson ratio is 0.295.
IV, defining the attribute of a contact surface between the wheel hub of the airplane and the bolt;
the properties of the contact surface are the contact type and the friction coefficient between the inner half hub and the outer half hub of the airplane wheel, the contact type and the friction coefficient between the inner half hub and the bolt, and the contact type and the friction coefficient between the outer half hub and the bolt.
In this embodiment, the contact type of the contact surface between the wheel inner half hub and the wheel outer half hub, the contact type of the contact surface between the wheel inner half hub and the bolt, and the contact type of the contact surface between the wheel outer half hub and the bolt are all limited sliding contacts. The friction coefficient of the contact surface between the inner half hub and the outer half hub is 0.18; the friction coefficient of the contact surface between the inner half hub and the bolt and the friction coefficient of the contact surface between the outer half hub and the bolt are both 0.2. The bolt is a connecting bolt between the inner half hub and the outer half hub.
V, model analysis step definition;
the model analysis step comprises two steps, and the types of the analysis step are static general analysis: the first step is used for analyzing bolt pretightening force, and the second step is used for analyzing bolt orifice stress under fatigue load.
VI model load boundary definition; in this embodiment, the contact surface between the hub and the bearing outer ring in the first static force general analysis step is fixedly constrained; performing fixed constraint on a contact surface between the hub and the bearing outer ring in the second static force general analysis step; the fixed constraint is to completely fix the six degrees of freedom of all the nodes on the contact surface, and the values of the six degrees of freedom of all the nodes on the contact surface are all 0
In the first static force general analysis step, applying axial tension of 120kN to the bolt axis; in the second static force universal analysis step, 1522.67kN tire expansion force Q is applied to the surface S1 from the rim fillet of the hub to the tire hub joint diameter, and the force application direction of the tire expansion force Q is parallel to the axis of the landing gear shaft and is away from the web.
A fatigue load P of 104kN is applied at the contact surface S2 of the rim 5 ° line with the tire, and the direction of the fatigue load P is vertically downward. As shown in fig. 5.
And VII, submitting the model for calculation, extracting the calculation result of the first static force general analysis step from the Abaqus calculation result to obtain the stress S at the bolt hole of the hub min (ii) a Extracting the calculation result of the second static force general analysis step from the Abaqus calculation result to obtain the stress S at the bolt hole of the hub max . Stress S at the bolt hole opening of the hub in the embodiment during bolt pre-tightening min =82.067MPa, stress S at bolt hole under fatigue load max =357.924MPa as shown in fig. 7.
And 3, determining the stress S required by the bolt hole of the hub when the bolt meeting the service life requirement is pre-tightened.
And obtaining the fatigue performance curve S-N curve of the hub material 2A14-T6 through an aviation material manual. According to the corresponding fatigue stress amplitude N of the hub on the S-N curve of the fatigue performance curve of the obtained hub material 2A14-T6 0 Searching for N capable of meeting the requirement of 4500 landing service life of airplane wheel 0 Said hub fatigue stress amplitude N 0 ＝123MPa。
Therefore, the stress S ≧ S at the bolt hole of the hub meeting the requirement of the airplane wheel service life is min +2(N-N 0 ) =82.037+2 × 14.93=111.897mpa. And taking the stress S at the bolt hole of the hub meeting the requirement of the airplane wheel service life as the stress at the bolt hole as a design target value.
And 4, determining the radius R of the concave cambered surface at the butt joint surface of the inner half hub and the maximum depth H of the concave cambered surface.
The maximum depth of the concave cambered surface refers to the vertical distance between the horizontal extension line of the arc bottom vertex C of the concave cambered surface and the butt joint plane of the butt joint surface of the inner half hub.
In the embodiment, isight software is adopted, and the radius R of the concave cambered surface at the butt joint surface of the inner half hub and the maximum depth H of the concave cambered surface are determined through conventional size parameter optimization. The method comprises the following specific steps:
the method comprises the steps of I, establishing an optimization task flow of finite element analysis of bolt pretension of an airplane wheel assembly in Isight software, setting the maximum initial depth of a concave arc surface at the butt joint surface of an inner half hub as Hx, and optimizing the maximum initial depth Hx of the concave arc surface at the butt joint surface of the inner half hub to obtain the maximum depth H of the concave arc surface. And (3) setting the initial radius of the concave cambered surface at the butt joint surface of the inner half hub as rx, and optimizing the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub to obtain the radius R of the concave cambered surface at the butt joint surface of the inner half hub.
And II, respectively inputting the set maximum initial depth Hx and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub into Isight software, and calculating through the Isight software to obtain an initial stress value Sx at the bolt hole. In this embodiment, the initial stress value Sx =82.037Mpa at the bolt hole opening.
And comparing the obtained initial stress value Sx with a stress design target value S at the bolt hole opening. When Sx is smaller than S, respectively increasing the maximum initial depth Hx of the concave cambered surface at the butt joint surface of the inner half hub and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub; and when Sx is larger than S, respectively reducing the maximum initial depth Hx of the concave cambered surface at the butt joint surface of the inner half hub and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub. The increased magnitude and decreased magnitude are determined according to a default value of the Isight software.
And continuously calculating the increased or decreased maximum initial depth Hx and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub through the sight software to obtain a corrected stress value Sx at the bolt hole. And comparing the corrected stress value Sx at the bolt hole with a stress design target value S at the bolt hole, and correcting the increased or decreased maximum initial depth Hx and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub again according to the correction method.
And repeating the iterative calculation process of comparison, correction and calculation until the error between the obtained stress value at the bolt hole and the stress design target value S at the bolt hole is less than 0.05-0.1 MPa. At this time, hx = H, rx = R.
In this embodiment, the maximum depth H of the concave arc surface of the inner half hub, which meets the requirement of the service life after optimization, is 0.2mm, and the radius R of the concave arc surface at the butt joint surface of the inner half hub is 300mm.
And 5, selecting the optimized size parameters to design the hub butt joint surface structure to obtain the inner half hub butt joint surface structure shown in the figure 4. The radius R of the concave cambered surface at the butt joint surface of the inner half hub is 300mm, the concave cambered surface is connected with the plane of the inner half hub through a transition fillet, and the radius a of the transition fillet is 10mm. And the vertical distance H between the horizontal extension line of the arc bottom vertex C of the concave arc surface at the butt joint surface of the inner half hub and the butt joint plane of the inner half hub is 0.2mm.
And designing the wheel hub and the butt joint surface of the airplane wheel with low stress amplitude.
According to the design method of the embodiment, after the structure of the butt joint surface of the wheel hub of a certain airplane is changed, the stress 139.467MPa is at the hole opening of the hub bolt during bolt pre-tightening, the stress 359.191MPa is under fatigue load, and as shown in fig. 8, the fatigue stress amplitude 109.86MPa is at the hole opening of the bolt. The fatigue life of the airplane wheel assembly is prolonged from 2000 to 6000, which shows that the fatigue stress amplitude of the butt joint surface structure of the airplane wheel hub can be reduced, and the service life of the airplane wheel hub is prolonged.
Claims (3)
1. A design method of a butt joint surface at a bolt hole opening of an airplane wheel hub is characterized in that in the airplane wheel hub, the periphery of a butt joint bolt hole of an inner half hub is a concave arc surface, and the periphery of a butt joint bolt hole of an outer half hub is also a concave arc surface; the butt-joint surfaces of the inner half wheel hubs and the outer half wheel hubs are completely symmetrical in structure; the method is characterized by comprising the following specific processes:
step 1, determining stress S when bolts at bolt hole openings of hubs are pre-tightened min And stress under fatigue load S max ：
Calculating the minimum stress S of the hole of the hub bolt under the bolt pretension by using Abaqus software through a finite element static analysis method min And maximum stress S of bolt hole of hub under fatigue load max ；
Step 2, determining a fatigue stress amplitude N at the bolt hole opening of the hub;
step 3, determining the stress S required by the bolt hole of the hub meeting the service life requirement:
obtaining a fatigue performance curve S-N curve of the hub material through an aviation material manual; according to the corresponding fatigue stress amplitude N of the hub on the S-N curve of the obtained fatigue performance curve of the hub material 0 Finding N capable of meeting the requirement of airplane wheel landing service life 0 ；
Required stress S at bolt hole opening of hub is greater than or equal to S through formula S min +2(N-N 0 ) Determining and taking the stress S at the bolt hole opening of the hub as the stress at the bolt hole opening as a design target value;
step 4, determining the radius R of the concave cambered surface at the butt joint surface of the inner half hub and the maximum depth H of the concave cambered surface:
the maximum depth of the concave arc surface is the vertical distance between the horizontal extension line of the arc bottom vertex C of the concave arc surface and the butt joint plane of the butt joint surface of the inner half hub;
determining the radius R of a concave cambered surface at the butt joint surface of the inner half hub and the maximum depth H of the concave cambered surface through size parameter optimization;
step 5, selecting the optimized size parameters to design the structure of the hub butt joint surface;
and designing the wheel hub and the butt joint surface of the airplane wheel with low stress amplitude.
2. A method of designing an interface at an aircraft wheel hub bolt hole as claimed in claim 1, wherein the stress S is determined when the bolt at the hub bolt hole is pre-tensioned min And stress under fatigue load S max The specific process is as follows:
i, importing a three-dimensional model of an airplane wheel hub and a bolt in Abaqus software;
II, carrying out three-dimensional model meshing on the wheel hub and the bolt;
III material property definition of the wheel hub and the bolt:
the material properties comprise the material elastic modulus and the Poisson ratio of the wheel hub and the material elastic modulus and the Poisson ratio of the bolt;
IV, defining the attribute of a contact surface between the wheel hub and the bolt:
the contact surface attributes are the contact type and the friction coefficient between the inner half hub and the outer half hub of the airplane wheel, the contact type and the friction coefficient between the inner half hub and the bolt, and the contact type and the friction coefficient between the outer half hub and the bolt;
v, model analysis step definition:
the model analysis step comprises two steps, and the types of the analysis step are static general analysis: the method comprises the following steps of firstly analyzing bolt pretightening force, and secondly analyzing bolt orifice stress under fatigue load;
VI model load boundary definition:
fixedly constraining the contact surface between the hub and the bearing outer ring in the analysis step;
the fixed constraint is to completely fix six degrees of freedom of all nodes on a contact surface between the hub and the bearing outer ring, and the value of the six degrees of freedom of all the nodes on the contact surface is 0;
in the first step, bolt axial tension is applied to the axis of the bolt; in the second step, applying a tire external expansion force Q on the surface S1 from the rim fillet of the wheel hub to the joint diameter of the tire wheel hub, wherein the force application direction of the tire external expansion force Q is parallel to the axis of the landing gear shaft and deviates from the web plate;
applying a fatigue load P at a contact surface S2 of the rim at a 5-degree line and the tire, wherein the direction of the fatigue load P is vertically downward;
and VII, submitting the model for calculation, and extracting the calculation result of the first step from the Abaqus calculation result to obtain the stress S at the bolt hole of the hub min (ii) a Extracting the calculation result of the second step from the Abaqus calculation result to obtain the stress S at the bolt hole of the hub max 。
3. A method of designing an abutment surface at an aircraft wheel hub bolt hole according to claim 1, wherein the specific steps of determining the radius R of the concave arc surface and the maximum depth H of the concave arc surface at the abutment surface of the inner hub half are as follows:
establishing an optimization task flow of finite element analysis of bolt pretension of an airplane wheel assembly in Isight software, setting the maximum initial depth of a concave arc surface at the butting surface of an inner half hub as Hx, and optimizing the maximum initial depth Hx of the concave arc surface at the butting surface of the inner half hub to obtain the maximum depth H of the concave arc surface; setting the initial radius of the concave cambered surface at the butt joint surface of the inner half hub as rx, and optimizing the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub to obtain the radius R of the concave cambered surface at the butt joint surface of the inner half hub;
II, respectively inputting the set maximum initial depth Hx and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub into Isight software, and calculating through the Isight software to obtain an initial stress value Sx at the bolt hole;
comparing the obtained initial stress value Sx with a stress design target value S at the bolt hole opening; when Sx is smaller than S, respectively increasing the maximum initial depth Hx of the concave cambered surface at the butt joint surface of the inner half hub and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub; when Sx is larger than S, respectively reducing the maximum initial depth Hx of the concave arc surface at the butt joint surface of the inner half hub and the initial radius rx of the concave arc surface at the butt joint surface of the inner half hub; the increased amplitude and the decreased amplitude are determined according to a default value of Isight software;
continuously calculating the increased or decreased maximum initial depth Hx and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub through the sight software to obtain a corrected stress value Sx at the bolt hole; comparing the obtained corrected stress value Sx at the bolt hole with a stress design target value S at the bolt hole, and correcting the increased or decreased maximum initial depth Hx and the initial radius rx of the concave cambered surface at the butt joint surface of the inner half hub again according to the correction method;
repeating the iterative calculation process of comparison, correction and calculation until the error between the obtained stress value at the bolt hole and the stress design target value S at the bolt hole is less than 0.05-0.1 Mpa; at this time, hx = H, rx = R.
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| CN109933938A (en) | 2019-06-25 |
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