CN112849418B

CN112849418B - Aircraft engine mounting system and aircraft

Info

Publication number: CN112849418B
Application number: CN201911179589.5A
Authority: CN
Inventors: 张振兴; 张波; 郭家良; 王维
Original assignee: AECC Commercial Aircraft Engine Co Ltd
Current assignee: AECC Commercial Aircraft Engine Co Ltd
Priority date: 2019-11-27
Filing date: 2019-11-27
Publication date: 2022-12-16
Anticipated expiration: 2039-11-27
Also published as: CN112849418A

Abstract

The invention relates to an aircraft engine mounting system and an aircraft, wherein the aircraft engine mounting system comprises a thrust pull rod (10) for transmitting axial force, the thrust pull rod (10) comprises a pull rod body (11) and a sheath (12), the sheath (12) is hollow, the pull rod body (11) is arranged inside the sheath (12), and a gap is formed between the outer wall of the pull rod body (11) and the inner wall of the sheath (12). An aircraft includes an aircraft engine mounting system. According to the embodiment of the invention, the thrust pull rod comprises the pull rod body and the protective sleeve, the protective sleeve is arranged on the periphery of the pull rod body, a gap is formed between the protective sleeve and the pull rod body, and when the pull rod body is subjected to buckling deformation due to a large load, the protective sleeve can restrain the deformation of the pull rod body, so that the thrust pull rod is prevented from being buckled or broken integrally, and the safety of an installation system is improved.

Description

Aircraft engine mounting system and aircraft

Technical Field

The invention relates to the technical field of aircrafts, in particular to an aircraft engine mounting system and an aircraft.

Background

The primary function of an aircraft engine mounting system is to transfer engine thrust and other loads to the aircraft, and the mounting system is typically located on a relatively rigid engine case.

The thrust pull rod is a very important part in an aircraft engine mounting system and plays a role in transmitting the thrust of an engine to an aircraft hanger. In order to balance the moments, the engine mount system is typically located on two cross sections at a relatively large distance, so that the thrust rods are typically designed to be relatively long and slender. The thrust pull rod belongs to a two-force rod and mainly bears axial tension load. When the aero-engine bears extreme loads such as falling of fan blades or emergency landing, the thrust pull rod can bear very large axial pressure load, and buckling failure is easy to happen to the thrust pull rod at the moment, so that a catastrophic accident is caused.

It is noted that the information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information constitutes prior art already known to a person skilled in the art.

Disclosure of Invention

The invention aims to provide an aircraft engine mounting system and an aircraft, so as to improve the safety of a thrust pull rod when the thrust pull rod bears a large load.

In order to achieve the above object, the present invention provides an aircraft engine mounting system comprising a thrust rod for transmitting axial forces, the thrust rod comprising a rod body and a sheath, the sheath being hollow, the rod body being arranged inside the sheath, and a gap being provided between an outer wall of the rod body and an inner wall of the sheath.

In some embodiments, the aircraft engine mounting system further comprises a forward mounting joint for connecting to an intermediate case of the engine and an aft mounting joint for connecting to a turbine aft case of the engine, the thrust rod being connected between the intermediate case and the aft mounting joint.

In some embodiments, the length of the sheath in the axial direction is greater than the length of the tie rod body in the axial direction.

In some embodiments, the push rod further comprises a connector connected to an end of the rod body, and the sheath is connected to the connector.

In some embodiments, the thrust pull rod further comprises a connecting piece, the sheath is provided with a first connecting hole, the connector is provided with a second connecting hole, and the connecting piece penetrates through the first connecting hole and the second connecting hole to connect the sheath and the connector.

In some embodiments, the connector extends at least partially into the interior of the sheath.

In some embodiments, the connector extends at least partially into the interior of the tie rod body.

In some embodiments, the thrust pull rod further comprises a limiting device for limiting the relative position of the sheath and the connector.

In some embodiments, the thrust pull rod further comprises a limiting device for limiting the relative position of the sheath and the connector, and the limiting device comprises a bushing which is arranged in the first connecting hole and abuts against the outer wall of the connector.

In some embodiments, the bushing has a gap with a wall of the bore of the first connection bore.

In some embodiments, the connecting head is provided with a liquid discharge hole for discharging liquid accumulated in the pull rod body and the connecting head.

In some embodiments, the outer wall of the tie body and/or the inner wall of the sheath are provided with an anti-adhesive layer for preventing the tie body and the sheath from adhering.

In some embodiments, the radial distance between the sheath and the pull rod body is 1% o of the total length of the push pull rod in the axial direction.

In order to achieve the above object, the present invention also provides an aircraft including the aircraft engine mounting system described above.

Based on the technical scheme, the thrust pull rod in the embodiment of the invention comprises the pull rod body and the protective sleeve, the protective sleeve is arranged on the periphery of the pull rod body, a gap is formed between the protective sleeve and the pull rod body, and when the pull rod body is subjected to buckling deformation due to a large load, the protective sleeve can restrain the deformation of the pull rod body, so that the thrust pull rod is prevented from being integrally buckled or broken, and the safety of an installation system is improved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:

fig. 1 is a schematic structural view of an embodiment of the aircraft of the invention.

Figure 2 is a schematic view of the construction of a thrust stay in one embodiment of the aircraft engine mounting system of the present invention.

Figure 3 is a front view of a thrust stay of an embodiment of the aircraft engine mounting system of the present invention.

Fig. 4 isbase:Sub>A cross-sectional view taken along the linebase:Sub>A-base:Sub>A in the embodiment of fig. 3.

FIG. 5 is a cross-sectional view taken along the line B-B in the embodiment of FIG. 3.

Fig. 6 is a cross-sectional view taken in the direction of C-C in the embodiment of fig. 3.

Fig. 7 is an enlarged view of a portion denoted by reference numeral W in the embodiment of fig. 6.

In the figure:

10. a thrust pull rod; 11. a pull rod body; 12. a sheath; 13. a connector; 14. a bolt; 15. a nut; 16. a bushing; 121. a first connection hole; 131. a second connection hole; 132. a liquid discharge hole; 133. a third connecting hole;

20. a front mounting section; 30. a rear mounting section; 40. an intermediary case; 50. a turbine rear case; 60. and (4) hanging.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments. It should be apparent that the described embodiments are only some of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it is to be understood that the terms "central," "lateral," "longitudinal," "front," "rear," "left," "right," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like are used in the orientation or positional relationship indicated in the drawings for convenience in describing the invention and for simplicity in description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the scope of the invention.

In order to improve the safety of the thrust tie rod in the aircraft engine mounting system, the inventor has improved the structure of the thrust tie rod.

Referring to fig. 1 to 4, in one embodiment of the aircraft engine mounting system provided by the present invention, the mounting system comprises a thrust rod 10 for transmitting axial forces, the thrust rod 10 comprises a rod body 11 and a sheath 12, the sheath 12 is hollow, the rod body 11 is arranged inside the sheath 12, and a gap is provided between the outer wall of the rod body 11 and the inner wall of the sheath 12.

In the above embodiment, the thrust pull rod 10 includes the pull rod body 11 and the sheath 12, the sheath 12 is disposed on the periphery of the pull rod body 11, and a gap is formed between the sheath 12 and the pull rod body 11, when the pull rod body 11 is subjected to buckling deformation due to a large load, the sheath 12 can restrain the deformation of the pull rod body 11, so as to prevent the thrust pull rod from wholly buckling or breaking, even if the pull rod body 11 breaks, the sheath 12 can also ensure the whole effectiveness of the thrust pull rod 10 within a certain time, and improve the safety of the installation system.

The tie rod body 11 is made of a metal material having high yield strength and excellent ductility. The sheath 12 may be made of a high stiffness material to prevent overall instability of the thrust rod 10.

As shown in fig. 1, the aircraft engine mounting system further comprises a front mounting joint 20 and a rear mounting joint 30, wherein the front mounting joint 20 is used for connecting an intermediate casing 40 of the engine, the rear mounting joint 30 is used for connecting a turbine rear casing 50 of the engine, and the thrust tension rod 10 is connected between the intermediate casing 40 and the rear mounting joint 30.

The aircraft engine mounting system is used to mount the engine to the hangar 60 of the aircraft.

The hangars 60 are the portions of the aircraft that connect the engines and wings of the aircraft, including the structural and system equipment, and the pipeline. The hangars 60 are located between the nacelle of the engine and the wing of the aircraft and are used to transfer engine loads, provide various system paths for the engine to the aircraft, and ensure a smooth aerodynamic profile. The primary function of the hanger 60 is to suspend the engine and transfer engine loads.

The engine is mounted to the hanger 60 by means of the front mounting knuckle 20 and the rear mounting knuckle 30. The forward mounting joint 20 is connected between the hanger 60 and the intermediate case 40, and the aft mounting joint 30 is connected between the hanger 60 and the turbine aft case. The intermediate casing 40 refers to a bearing frame between a fan casing and a high-pressure compressor of the engine and is positioned at the rear half section of the fan. The turbine aft case 50 is located at the aft section of the engine turbine. The intermediate case 40 and the turbine rear case 50 are both force-bearing parts of the engine.

The thrust rod 10 is connected between the intermediate casing 40 and the rear mounting section 30 and is primarily used to transfer axial loads.

The structure of the thrust rod in the aircraft engine mounting system according to the invention will now be described with reference to figures 2 to 7.

The length of the sheath 12 in the axial direction is larger than the length of the drawbar body 11 in the axial direction. Therefore, the pull rod body 11 can be comprehensively protected, and the protection effect is improved.

As shown in fig. 2 and 3, the thrust pull rod 10 further includes a connector 13, the connector 13 is connected to an end of the pull rod body 11, and the sheath 12 is connected to the connector 13.

The two ends of the pull rod body 11 are connected with connectors 13. The connection mode between the connector 13 and the pull rod body 11 can be welding, threaded connection or bonding, etc.

To facilitate the connection of the connector 13 to the drawbar body 11, the connector 13 may at least partially extend into the interior of the drawbar body 11. Therefore, the connection stability can be improved, and the reliability is higher.

The intensity at the both ends of pull rod body 11 is greater than middle intensity to guarantee the reliability of being connected with connector 13, prevent that connector 13 and pull rod body 11 from taking place to be connected inefficacy in the engine operation process, improve and connect the security.

The push rod 10 further includes a connector, the sheath 12 is provided with a first connection hole 121, the connector 13 is provided with a second connection hole 131, and the connector passes through the first connection hole 121 and the second connection hole 131 to connect the sheath 12 and the connector 13. The connection mode has the advantages of simple structure, reliable connection and convenient operation.

The connector may include a bolt 14 and a nut 15, the bolt 14 passing through the first and second connection holes 121 and 131, one end being retained by a head of the bolt 14, and the other end being retained and locked by the nut 15.

In other embodiments, the connector may also include a pin and latch or a snap, etc.

The connector 13 at least partially extends into the interior of the sheath 12 to facilitate connection with the drawbar body 11, and the sheath 12 can also protect the connection between the connector 13 and the drawbar body 11.

Before the pull rod body 11 deforms, in order to prevent the pull rod body 11 and the sheath 12 from contacting in advance to cause failure of the protective effect of the sheath 12 on the pull rod body 11, the thrust pull rod 10 further comprises a limiting device for limiting the relative position of the sheath 12 and the connector 13. Through setting up stop device, can keep the interval between sheath 12 and the connector 13, and then keep the interval between sheath 12 and the pull rod body 11 to guarantee that sheath 12 does not receive the power before pull rod body 11 takes place to warp, sheath 12 just can restrain pull rod body 11 when pull rod body 11 receives external force and takes place the bucking deformation like this, prevents that pull rod body 11 from taking place too big deformation and fracture.

In particular, the limiting means comprise a bushing 16, which bushing 16 is arranged inside the first connection hole 121 and abuts against the outer wall of the connection head 13. The bush 16 is arranged to maintain the relative position of the sheath 12 and the connector 13, and the connector 13 is connected with the pull rod body 11, so that the relative position of the sheath 12 and the pull rod body 11 is maintained, and the size of the gap between the sheath 12 and the pull rod body 11 is ensured.

Further, the bushing 16 has a gap with the hole wall of the first connection hole 121. This further ensures that the sheath 12 does not withstand external forces until the tie rod body 11 is deformed.

The outer wall of the pull rod body 11 and/or the inner wall of the sheath 12 are/is provided with an anti-sticking layer for preventing the pull rod body 11 and the sheath 12 from being stuck together, and simultaneously reducing the friction force between the pull rod body 11 and the sheath 12. Through setting up antiseized layer, can further guarantee the relative independence between pull rod body 11 and the sheath 12, avoid sheath 12 and pull rod body 11 to bond together and make sheath 12 bear the external force of the transmission of pull rod body 11 too early, lose the restraint ability to pull rod body 11.

Be equipped with outage 132 on the connector 13, through outage 132, can discharge the unnecessary liquid of gathering in pull rod body 11 and connector 13, keep the drying of pull rod body 11 internal environment, prevent parts such as pull rod body 11 from taking place the corrosion, be favorable to improving the life-span of thrust pull rod 10.

The connecting head 13 is further provided with a third connecting hole 133, and the thrust rod 10 can be connected to the intermediate casing 40 or the turbine rear casing 50 through the third connecting hole 133.

Optionally, the radial distance between the sheath 12 and the tie rod body 11 is 1% of the total length of the thrust tie rod 10 in the axial direction. If the gap between the sheath 12 and the pull rod body 11 is too small, the pull rod body 11 is too early contacted with the sheath 12 due to the poisson effect, and the energy consumption performance of the pull rod body 11 is influenced; if the clearance is too large, the pull rod body 11 may be deformed to an excessive extent, and even the sheath 12 may lose effective restraint on the pull rod body 11. For example, when the total length of the push rod 10 is 1 to 2m, the gap may be set to 1 to 2mm.

When the engine is subjected to extreme loads such as Fan Blade Out (FBO) or emergency landing, the pull rod body 11 generates tensile plastic deformation by generating high-order buckling and yielding to dissipate the energy input into the thrust pull rod by the engine. When the pull rod body 11 is deformed greatly or is broken, the gap between the pull rod body 11 and the sheath 12 is gradually reduced until the pull rod body 11 is contacted with the sheath 12, at the moment, the load of the thrust pull rod 10 is born by the sheath 12, and the thrust pull rod 10 has a breakage-safety function, so that the thrust pull rod can be prevented from being bent or broken integrally, and the thrust pull rod 10 is ensured not to be invalid under the condition that the pull rod body 11 is broken.

The specific installation steps of the thrust pull rod 10 are as follows: first, the two coupling heads 13 are integrally coupled to both ends of the drawbar body 11, respectively, and then are put into the inside of the casing 12, and when the first coupling hole 121 of the casing 12 is aligned with the second coupling hole 131 of the coupling heads 13, the bush 16 is put into the first coupling hole 121, and then the bolt 14 is inserted, and finally the nut 15 is tightened.

Based on the aircraft engine mounting system, the invention also provides an aircraft comprising the aircraft engine mounting system. The aircraft may be an aircraft or spacecraft or the like.

The aircraft includes an engine and a pylon 60, the pylon 60 being positionable on the fuselage or wing of the aircraft, and an aircraft engine mounting system for mounting the engine to the pylon 60. The thrust of the engine is transmitted to the hanger 60 and the fuselage by the mounting system.

The engine includes an intermediate case 40 and an aft turbine case 50, the intermediate case 40 being mounted to the hanger 60 by the forward mounting joint 20, the aft turbine case 50 being mounted to the hanger 60 by the aft mounting joint 30.

The positive technical effects of the aircraft engine mounting system in the above embodiments are also applicable to aircraft, and are not described in detail here.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention and not to limit it; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art will understand that: modifications to the specific embodiments of the invention or equivalent substitutions for parts of the technical features may be made without departing from the principles of the invention, and these modifications and equivalents are intended to be included within the scope of the claims.

Claims

1. An aircraft engine mounting system, characterized in that it comprises a thrust tie (10) for transmitting axial forces, said thrust tie (10) comprising a tie body (11) and a sheath (12), said sheath (12) being hollow, said tie body (11) being arranged inside said sheath (12) with a clearance between the outer wall of said tie body (11) and the inner wall of said sheath (12); the thrust pull rod (10) further comprises a connector (13), the connector (13) is connected to the end of the pull rod body (11), and the sheath (12) is connected with the connector (13); the thrust pull rod (10) further comprises a connecting piece, the sheath (12) is provided with a first connecting hole (121), the connector (13) is provided with a second connecting hole (131), and the connecting piece penetrates through the first connecting hole (121) and the second connecting hole (131) to connect the sheath (12) and the connector (13); thrust pull rod (10) still including being used for the restriction sheath (12) with the stop device of the relative position of connector (13), stop device includes bush (16), bush (16) set up in first connecting hole (121) and the top lean on the outer wall of connector (13).

2. The aircraft engine mounting system according to claim 1, further comprising a forward mounting joint (20) and an aft mounting joint (30), said forward mounting joint (20) being adapted to connect to an intermediate case (40) of an engine, said aft mounting joint (30) being adapted to connect to a turbine aft case (50) of an engine, said thrust tie rod (10) being connected between said intermediate case (40) and said aft mounting joint (30).

3. Aircraft engine mounting system according to claim 1, characterised in that the sheath (12) has a greater length in the axial direction than the tie rod body (11).

4. Aircraft engine mounting system according to claim 1, characterised in that the connection head (13) projects at least partially into the interior of the sheath (12).

5. Aircraft engine mounting system according to claim 1, characterised in that the connection head (13) projects at least partially into the interior of the tie rod body (11).

6. Aircraft engine mounting system according to claim 1, characterised in that there is a gap between the bushing (16) and the wall of the hole of the first connection hole (121).

7. Aircraft engine mounting system according to claim 1, characterised in that the connection head (13) is provided with drainage holes (132) for draining liquid collected in the tie rod body (11) and the connection head (13).

8. Aircraft engine mounting system according to claim 1, characterised in that the outer wall of the tie rod body (11) and/or the inner wall of the sheath (12) is/are provided with an anti-adhesive layer for preventing the bonding of the tie rod body (11) and the sheath (12).

9. Aircraft engine mounting system according to claim 1, characterised in that the radial distance between the sheath (12) and the tie rod body (11) is 1% of the total length of the thrust tie rod (10) in the axial direction.

10. An aircraft comprising an aircraft engine mounting system according to any one of claims 1 to 9.