CN113173519B - Support device for aircraft engine - Google Patents
Support device for aircraft engine Download PDFInfo
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- CN113173519B CN113173519B CN202110519285.XA CN202110519285A CN113173519B CN 113173519 B CN113173519 B CN 113173519B CN 202110519285 A CN202110519285 A CN 202110519285A CN 113173519 B CN113173519 B CN 113173519B
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- aircraft engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
- B66F7/00—Lifting frames, e.g. for lifting vehicles; Platform lifts
- B66F7/10—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported directly by jacks
- B66F7/12—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported directly by jacks by mechanical jacks
- B66F7/14—Lifting frames, e.g. for lifting vehicles; Platform lifts with platforms supported directly by jacks by mechanical jacks screw operated
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
- B66F7/00—Lifting frames, e.g. for lifting vehicles; Platform lifts
- B66F7/28—Constructional details, e.g. end stops, pivoting supporting members, sliding runners adjustable to load dimensions
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- Mechanical Engineering (AREA)
- Structural Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
The invention discloses a supporting device for an aircraft engine, and belongs to the field of engine supporting equipment. The support device includes a guide body, a support body, and a drive assembly. Wherein, the support body comprises a first body, a second body and a connecting body. The first main body is driven to rotate and lift through the driving assembly, the first main body drives the second main body to slide along the guide main body through the connecting main body, and therefore the second main body rotates and rises around the first main body synchronously. Compared with the prior art, the invention adopts a group of driving components, thereby reducing the equipment cost to a certain extent; meanwhile, the problem of synchronization in the lifting and rotating processes can be solved, and therefore the requirements of rotation and lifting in the maintenance and teaching processes of the aircraft engine are met.
Description
Technical Field
The invention belongs to the field of engine supporting equipment, and particularly relates to a supporting device for an aircraft engine.
Background
Aircraft engines are a highly complex and precise type of thermal machine. The heart of the airplane is the power of the airplane flight and the important driving force for promoting the development of aviation industry, and every important change of the human aviation history is inseparable from the technical progress of the aero-engine. Common aircraft engines include various types of turbojet/turbofan engines, turboshaft/turboprop engines, ramjet engines, and piston engines.
In order to maintain and teach the structure of the aircraft engine, a support device is usually required to support the aircraft engine to adapt to rotation and lifting during maintenance and teaching. Due to the large size of the aircraft engine, at least two sets of support assemblies are usually required to support the aircraft engine from the front end to the rear end of the aircraft engine. In order to meet the requirements of rotation and lifting, two groups of driving assemblies are generally arranged in the prior art. This approach not only increases the cost of the equipment, but also causes unstable support of the aircraft engine due to the synchronization problem of the two sets of drive assemblies. For example, the two sets of support assemblies are not lifted uniformly, so that the head and tail height of the aircraft engine is unbalanced; or, the two groups of support assemblies have different rotating frequencies, so that the aircraft engine is deformed by horizontal torsion.
Disclosure of Invention
The invention provides a supporting device for an aircraft engine, which aims to solve the problems in the prior art.
In order to achieve the purpose, the invention adopts the following technical scheme:
a support device for an aircraft engine, comprising:
a guide body defining a vertical line about which the guide body rotatably extends in a form forming a set inclination angle with a horizontal plane;
the supporting body comprises a first body taking the vertical line as an axis, a second body in sliding fit with the guiding body and a connecting body connected with the first body and the second body; the top ends of the first main body and the second main body are respectively provided with a supporting part for supporting an aircraft engine;
the driving assembly is used for driving the first main body to rotate and lift; the second body rotates and ascends synchronously around the first body as the first body rotates and ascends.
In a further embodiment, the number of said guide bodies and second bodies are both two groups; two sets of the guide bodies are centrosymmetric about the vertical line; the two groups of second main bodies are respectively arranged on the two groups of guide main bodies in a sliding manner.
In a further embodiment, the horizontal distances of the guide bodies to the vertical line are equal.
In a further embodiment, the guide body extends spirally and rotatably around the vertical line as a rotation center, and a horizontal distance from the guide body to the vertical line gradually increases from low to high.
In a further embodiment, the horizontal distance of the guide body to the vertical line is such that
(ii) a Wherein a is the initial distance of the guide body to said axis, b is the distance between the guide bodies,
to guide the varying angle of a point on the body relative to the initial point.
In a further embodiment, the drive assembly comprises:
a base portion;
the vertical part is vertically fixed on the base part, an external thread is arranged on the side surface of the vertical part, and the included angle between the external thread and the horizontal plane is equal to the degree of the inclination angle;
the driving part is used for driving the first main body to rotate; the first main body comprises a threaded hole which is formed upwards from the bottom, an internal thread matched with the external thread is formed in the threaded hole, and the first main body is sleeved on the vertical part to enable the internal thread to be matched with the external thread.
In a further embodiment, the connecting body comprises:
the first connecting part is provided with an opening at least one end and extends along the length direction to form a cavity; the cavity is communicated with the air pump through an air pipe;
the second connecting part is inserted into the cavity from the opening end of the first connecting part;
the pressure in the cavity is increased or decreased along with the inflation and the air suction of the air pump; when the pressure in the cavity is increased, the second connecting part gradually exits from the cavity, and the connecting main body extends along the length direction; when the pressure in the cavity is reduced, the second connecting part gradually penetrates deeply, and the connecting main body is shortened along the length direction.
In further embodiments, a said connecting body comprises a first connecting portion and a second connecting portion;
the cavity is a semi-closed accommodating space which is formed by opening one end of the first connecting part and extending along the length direction;
the end parts, far away from each other, of the first connecting part and the second connecting part are respectively connected with the first main body and the second main body.
In a further embodiment, one of the connecting bodies comprises one first connecting portion and two second connecting portions;
the cavity is an accommodating space which is opened from two ends of the first connecting part and extends along the length direction to form a part penetrating through the first connecting part;
the two second connecting parts are respectively inserted into the cavity from two ends of the first connecting part; and the ends of the two second connecting parts, which are far away from each other, are respectively connected with the first main body and the second main body.
In a further embodiment, one of the connecting bodies comprises two first connecting portions and one second connecting portion;
the opposite ends of the two first connecting parts are both opened and extend along the respective length directions to form a semi-closed cavity; the end parts, far away from each other, of the two first connecting parts are respectively connected with the first main body and the second main body;
and two ends of the second connecting part are respectively inserted into the cavity from the open ends of the two first connecting parts.
Has the beneficial effects that: the invention provides a support device for an aircraft engine, comprising a guide body, a support body and a drive assembly. Wherein, the support body comprises a first body, a second body and a connecting body. The first main body is driven to rotate and lift through the driving assembly, the first main body drives the second main body to slide along the guide main body through the connecting main body, and therefore the second main body rotates and rises around the first main body synchronously. Compared with the prior art, the invention adopts a group of driving components, thereby reducing the equipment cost to a certain extent; meanwhile, the problem of synchronization in the lifting and rotating processes can be solved, and therefore the requirements of rotation and lifting in the maintenance and teaching processes of the aircraft engine are met.
Drawings
Fig. 1 is a schematic structural view of a split support device for an aircraft engine according to the present invention.
Fig. 2 is a schematic structural diagram of the support body and the driving assembly of the present invention.
Fig. 3 is a top view of the guide body and the support body in a first embodiment of the invention.
Fig. 4 is a schematic view of a modified guide body and support body according to a first embodiment of the invention.
Fig. 5 is a top view of the guide body and the support body in the second embodiment of the present invention.
Fig. 6 is a schematic structural view of the connecting body of the first aspect in the second embodiment of the present invention.
Fig. 7 is a schematic structural view of a connecting body according to a second embodiment of the present invention.
Figure 8 is a schematic structural diagram of a connecting body of a third aspect of a second embodiment of the present invention.
Each of fig. 1 to 8 is labeled as: the aircraft engine 1, the guide body 10, the support body 20, the first body 21, the support portion 211, the threaded hole 212, the internal thread 2121, the second body 22, the connecting body 23, the first connecting portion 231, the cavity 2311, the second connecting portion 232, the air pipe 233, the driving assembly 30, the base portion 31, the vertical portion 32, the external thread 321, and the driving portion 33.
Detailed Description
The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings and embodiments. All other embodiments, which can be obtained by a person skilled in the art without inventive effort based on the embodiments of the present invention, are within the scope of the present invention.
Research shows that due to the large size of the aircraft engine, at least two groups of support assemblies are usually required to be arranged to support the aircraft engine from the head to the tail of the aircraft engine in the processes of maintenance and structure teaching of the aircraft engine. In order to meet the requirements of rotation and lifting, two sets of driving assemblies are usually arranged in the prior art. This approach not only increases the cost of the equipment, but also causes unstable support of the aircraft engine due to the synchronization problem of the two sets of drive assemblies. For example, the two sets of support assemblies are not lifted uniformly, so that the head and tail height of the aircraft engine is unbalanced; or, the two groups of support assemblies have different rotating frequencies, so that the aircraft engine is deformed by horizontal torsion. In order to solve the problems of the prior art, the present invention provides a support device for an aircraft engine, as shown in fig. 1.
Example one
With reference to fig. 1 to 3, the supporting device for an aircraft engine provided in the present embodiment includes a guide body 10, a supporting body 20, and a driving assembly 30. In particular, the guide body 10 defines a vertical line. And, the guide body 10 is rotatably extended around the vertical line to form a set inclination angle with the horizontal plane. Meanwhile, the horizontal distances of the guide bodies 10 to the vertical line are equal. That is, the horizontal distances from any point on the inner sidewall of the guide body 10 to the vertical line are all equal; or the horizontal distance from any point on the outer sidewall of the guide body 10 to the vertical line is equal. The support body 20 includes a first body 21, a second body 22, and a connection body 23. Wherein the first body 21 has a vertical line defined by the guide body 10 as a rotation axis. The second body 22 is formed with an inclined slide slot (not shown) through which the guide body 10 extends, so that the second body 22 can slide along the guide body 10. The top of the first body 21 and the second body 22 are each provided with a support 211 for supporting the aircraft engine 1. Both ends of the connecting body 23 are connected to the first body 21 and the second body 22, respectively. The driving assembly 30 includes a base portion 31, a vertical portion 32, and a driving portion 33. The base portion 31 serves as a fixed load. The vertical portion 32 is vertically fixed to the top surface of the base portion 31. Meanwhile, the vertical portion 32 is externally threaded 321 on its side. The angle between the external thread 321 and the horizontal plane is equal to the set inclination angle. The driving portion 33 is in transmission connection with the first body 21 and is used for driving the first body 21 to rotate. The first body 21 has a screw hole 212 opened upward at the bottom thereof. The threaded hole 212 has an internal thread 2121 matching the external thread 321. The first body 21 is fitted to the vertical portion 32 so that the female screw 2121 engages with the male screw 321. When it is necessary to lift and rotate the aircraft engine placed on the support 211, the first body 21 is rotated and lifted by the engagement of the internal threads 2121 and the external threads 321 because the vertical portion 32 is fixed when the first body 21 is rotated by the driving portion 33. The first body 21 drives the second body 22 to slide along the guide body 10 through the connecting body 23. On the one hand, the first body 21 and the second body 22 are connected by a connecting body 23, so that when the first body 21 rotates, the second body 22 rotates synchronously around the first body 21. On the other hand, since the angle between the external thread 321 and the horizontal plane is equal to the degree of the above-mentioned set inclination angle, and the external thread 321 is matched with the internal thread 2121, that is, the angle between the internal thread 2121 and the horizontal plane is also equal to the degree of the set inclination angle, when the second body 22 rotates up and down, the first body 21 rotates synchronously and ascends and descends synchronously. Because the technical scheme adopts the group of driving components 30, the equipment cost is reduced to a certain extent; meanwhile, the problems of synchronous rotation and synchronous lifting of the first main body 21 and the second main body 22 can be solved, the situation that the height of the aircraft engine is unbalanced and the aircraft engine receives horizontal torsion can not be caused, and therefore the rotation and lifting requirements in the maintenance and teaching processes of the aircraft engine can be met.
In this embodiment, since the peripheral wall of the aircraft engine is generally a circular structure, the structure of the supporting portion 211 may be designed in various shapes, such as a concave structure, a V-shaped structure, and a circular arc structure. The supporting parts 211 of the structures can limit the aircraft engine in the circumferential direction of the aircraft engine, so that the aircraft engine is prevented from shaking in the supporting process, and the supporting stability is improved. Meanwhile, at least one pair of lifting lugs is generally symmetrically arranged on two sides of the aircraft engine. Therefore, the present embodiment provides a preferable technical solution: the support portion 211 includes two sets of L-shaped support arms disposed oppositely, and the support arms include a vertical arm fixedly connected to the top of the first body 21 or the second body 22 and a horizontal arm fixedly connected to the top of the vertical arm. The cantilever end of the horizontal arm is provided with a fixing part which is matched with lifting lugs at two sides of the aircraft engine, and the fixing part is provided with a sunken part so as to be inserted into the hole of the lifting lug and be in interference fit with the hole. Specifically, the fixing portion may be a hook-shaped structure.
In this embodiment, the first body 21 not only rotates in the circumferential direction, but also moves up and down in the longitudinal direction. The conventional transmission method generally cannot satisfy the lifting movement of the first body 21 under the condition of ensuring the rotation of the first body 21. Such as gear and chain drives are common. In order to realize the first body 21, the driving part 33 in the present embodiment includes a motor, a speed reducer connected to an output end of the motor, and a transmission wheel connected to an output end of the speed reducer. The circumferential surface of the driving wheel is abutted against the circumferential side wall of the first body 21. When the motor drives the transmission wheel to rotate through the speed reducer, the transmission wheel drives the first main body 21 to rotate; meanwhile, the driving wheel does not limit the first body 21 in the vertical direction, and thus does not affect the elevating movement of the first body 21. The preferable driving wheel adopts a rubber wheel with certain deformation capacity, and in the assembling process, certain extrusion force is kept between the rubber wheel and the first main body 21 through extrusion deformation of the rubber wheel, so that relative sliding of the rubber wheel and the first main body in the driving process is reduced, and the driving accuracy is improved.
In practical applications, due to the large size of part of the aircraft engine, the double support structure defining the distance may not be sufficiently stable in supporting the aircraft engine. But to solve the problem of supporting the larger size aircraft engine. In a further embodiment, in conjunction with fig. 4, the number of guide bodies 10 is provided in two groups. And the two sets of guide bodies 10 are centrosymmetric with respect to the set vertical line. Accordingly, the number of the second bodies 22 is also set to two groups. The two sets are respectively arranged on the two sets of guide bodies 10 in a sliding way. The two groups of second bodies 22 are respectively connected with the first body 21 through a connecting body 23; and, the two sets of second bodies 22 are mirror-symmetrical with respect to the first body 21. When supporting an aircraft engine of larger dimensions, the support is carried out by one first body 21 and two second bodies 22. Compared with a double-support structure of one first body 21 and one second body 22, the three-support structure can prolong the support range, thereby meeting the support requirement of a large-size aircraft engine and ensuring the stability of the support of the aircraft engine.
Example two
Because aircraft engines are various in model and size, the sizes of the aircraft engines are different. For example, large aircraft engines are long and therefore the distance between the support structures is also large; the length angle of the small aircraft engine and therefore the distance between the support structures is also small. This situation puts high demands on the versatility of the support device. And if a special supporting device is designed for each type of aircraft engine, the cost is higher. It is therefore also a challenge to design a universal support device to cope with aircraft engines of different sizes. On the basis of the technical scheme of the first embodiment, the supporting device for the aircraft engine is improved. As shown in fig. 1, the supporting device for an aircraft engine according to the present embodiment includes a guide body 10, a supporting body 20, and a driving assembly 30.
In particular, in connection with fig. 5, the guide body defines a vertical line. The guide body extends spirally and upwardly around the vertical line as a rotation center. And, a horizontal distance of the guide body to the vertical line is gradually increased from low to high. Meanwhile, a set inclination angle is formed between the guide body and the horizontal plane. Preferably, in this embodiment, the horizontal distance of the guide body to the vertical line is such that
(ii) a Wherein a is the initial distance of the guide body to said axis, b is the distance between the guide bodies,
to guide the varying angle of a point on the body relative to the initial point. The support body 20 includes a first body 21, a second body 22, and a connection body 23. Wherein the first body 21 has a vertical line defined by the guide body 10 as a rotation axis. The second body 22 is formed with an inclined slide slot (not shown) through which the guide body 10 extends, so that the second body 22 can slide along the guide body 10. The top of the first body 21 and the second body 22 are each provided with a support 211 for supporting the aircraft engine. The specific structure of the supporting portion 211 may refer to the technical solution of the first embodiment. Both ends of the connecting body 23 are connected to the first body 21 and the second body 22, respectively. The driving assembly 30 includes a base portion 31, a vertical portion 32, and a driving portion 33. Wherein the base part 31 serves for the fixed bearing. The vertical portion 32 is vertically fixed to the top surface of the base portion 31. Meanwhile, the vertical portion 32 is externally threaded 321 on its side. The angle between the external thread 321 and the horizontal plane is equal to the set inclination angle. The driving portion 33 is in transmission connection with the first body 21 and is used for driving the first body 21 to rotate. The specific structure of the driving portion 33 can refer to the technical solution provided in the first embodiment. The bottom of the first body 21 is opened upward with a screw hole 212. The threaded hole 212 has an internal thread 2121 matching the external thread 321. The first body 21 is fitted to the vertical portion 32 such that the female screw 2121 is engaged with the male screw 321And (6) mixing. When the aircraft engine supports with different sizes are carried out, the first body 21 is driven to rotate by the driving part 33, and the vertical part 32 is fixed, so that the first body 21 rotates and ascends under the matching of the internal threads 2121 and the external threads 321. The first body 21 drives the second body 22 to slide along the guide body 10 through the connecting body 23. On the one hand, the first body 21 and the second body 22 are connected by a connecting body 23, so that when the first body 21 rotates, the second body 22 rotates synchronously around the first body 21. On the other hand, since the angle between the external thread 321 and the horizontal plane is equal to the degree of the above-mentioned set inclination angle, and the external thread 321 is matched with the internal thread 2121, that is, the angle between the internal thread 2121 and the horizontal plane is also equal to the degree of the set inclination angle, when the second body 22 rotates up and down, the first body 21 rotates synchronously and ascends and descends synchronously. And because the distance from the guide main body 10 to the vertical line is gradually increased from low to high, the distance between the first main body 21 and the second main body 22 can be increased or decreased, so that the problem of universality of the aircraft engine supporting device can be solved, the supporting requirements of aircraft engines with different sizes can be met, more special supporting devices do not need to be designed, and the cost is greatly reduced.
Since the distance between the first body 21 and the second body 22 is variable, the connecting body 23 is required to have a degree of self-extension and self-contraction in its longitudinal direction. Specifically, as shown in fig. 6 to 8, the connecting body 23 includes a first connecting portion 231 and a second connecting portion 232. At least one end of the first connecting portion 231 is open and extends in the length direction to form a cavity 2311. Also, the chamber 2311 is communicated with the air pump through the air tube 233. The second connecting portion 232 is inserted into the cavity 2311 from the opening end of the first connecting portion 231. As the air pump inflates and inhales, the pressure inside the cavity 2311 increases or decreases. When the first body 21 is raised, the distance between the first body 21 and the second body 22 increases, and the length of the connecting body 23 needs to be extended. At this time, the pressure inside the cavity 2311 is increased by inflating with the air pump. The second connecting portion 232 gradually exits the cavity 2311, thereby elongating the connecting body 23 in the length direction. When the first body 21 is lowered, the distance between the first body 21 and the second body 22 is reduced, and the length of the connecting body 23 needs to be shortened. At this time, the pressure inside the cavity 2311 is reduced by the air pump sucking air. The second connecting portion 232 gradually penetrates into the cavity 2311, and the connecting body 23 is shortened along the length direction. The length of the connecting body 23 is adjusted in an auxiliary mode through inflation and air suction of the air pump, difficulty in extension and shortening of the connecting body 23 can be reduced, and smoothness of the connecting body 23 in extension and shortening is improved.
For the specific structure of the connecting body 23, the present embodiment provides three solutions:
the first scheme is as follows: as shown in fig. 6, a connecting body 23 includes a first connecting portion 231 and a second connecting portion 232. The cavity 2311 of the first connection portion 231 is a semi-closed receiving space formed by opening from one end of the first connection portion 231 and extending in a length direction. Meanwhile, the ends of the first and second connection parts 231 and 232 that are distant from each other are connected to the first and second bodies 21 and 22, respectively.
The second scheme is as follows: as shown in fig. 7, one connecting body 23 includes one first connecting portion 231 and two second connecting portions 232. The cavity 2311 of the first connection portion 231 is an accommodating space opened from both ends of the first connection portion 231 and extending in the length direction to penetrate through the first connection portion 231. The two second connecting portions 232 are respectively inserted into the cavity 2311 from two ends of the first connecting portion 231. The ends of the two second connecting portions 232 that are away from each other are connected to the first body 21 and the second body 22, respectively. Compared with the first scheme, the second scheme can be adopted to extend and shorten the connecting body 23 from two directions, and the difficulty of extending and shortening the connecting body 23 is further reduced.
The third scheme is as follows: as shown in fig. 8, one connecting body 23 includes two first connecting portions 231 and one second connecting portion 232. The opposite ends of the two first connecting parts 231 are both open and extend along the respective length directions to form a semi-closed cavity 2311; the ends of the two first connecting portions 231 that are away from each other are connected to the first body 21 and the second body 22, respectively. The two ends of the second connecting portion 232 are inserted into the cavity 2311 from the open ends of the two first connecting portions 231, respectively. Compared with the first scheme, the third scheme can be adopted to extend and shorten the connecting body 23 from two directions, so that the difficulty of extending and shortening the connecting body 23 is further reduced. Meanwhile, compared to the second embodiment, the third embodiment using two first connection portions 231 requires two corresponding air pumps, and although the structure is more complicated than that of the second embodiment, the connecting body 23 can still perform the extending and shortening operations when one of the air pumps fails. Therefore, the third scheme has a higher fault tolerance rate than the second scheme to ensure the proper operation of the supporting device.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (10)
1. A support device for an aircraft engine, comprising:
a guide body defining a vertical line about which the guide body rotatably extends in a form forming a set inclination angle with a horizontal plane;
the supporting body comprises a first body taking the vertical line as an axis, a second body in sliding fit with the guiding body and a connecting body connected with the first body and the second body; the top ends of the first main body and the second main body are respectively provided with a supporting part for supporting an aircraft engine;
the driving assembly is used for driving the first main body to rotate and lift; the second body rotates and ascends synchronously around the first body as the first body rotates and ascends.
2. A support arrangement for an aircraft engine as claimed in claim 1, characterised in that the number of guide bodies and second bodies is two; two sets of the guide bodies are centrosymmetric about the vertical line; the two groups of second main bodies are respectively arranged on the two groups of guide main bodies in a sliding manner.
3. A support arrangement for an aircraft engine according to claim 1, characterised in that the horizontal distance of the guide bodies to the vertical line is equal.
4. The support device for an aircraft engine according to claim 1, wherein the guide body extends in a spiral rotation with the vertical line as a rotation center, and a horizontal distance from the guide body to the vertical line gradually increases from low to high.
5. A support arrangement for an aircraft engine according to claim 4, characterised in that the horizontal distance of the guide body to the vertical line is such that
(ii) a Wherein a is the initial distance of the guide body to said axis, b is the distance between the guide bodies,
to guide the varying angle of a point on the body relative to the initial point.
6. A support arrangement for an aircraft engine as claimed in claim 1, wherein the drive assembly comprises:
a base portion;
the vertical part is vertically fixed on the base part, an external thread is arranged on the side surface of the vertical part, and the included angle between the external thread and the horizontal plane is equal to the degree of the inclination angle;
the driving part is used for driving the first main body to rotate; the first main body comprises a threaded hole which is formed upwards from the bottom, an internal thread matched with the external thread is formed in the threaded hole, and the first main body is sleeved on the vertical part to enable the internal thread to be matched with the external thread.
7. A support arrangement for an aircraft engine according to claim 1, characterised in that the connecting body comprises:
the first connecting part is provided with an opening at least one end and extends along the length direction to form a cavity; the cavity is communicated with the air pump through an air pipe;
the second connecting part is inserted into the cavity from the opening end of the first connecting part;
the pressure in the cavity is increased or decreased along with the inflation and the air suction of the air pump; when the pressure in the cavity is increased, the second connecting part gradually exits from the cavity, and the connecting main body extends along the length direction; when the pressure in the cavity is reduced, the second connecting part gradually penetrates deeply, and the connecting main body is shortened along the length direction.
8. A support arrangement for an aircraft engine according to claim 7,
one of the connecting bodies includes a first connecting portion and a second connecting portion;
the cavity is a semi-closed accommodating space which is formed by opening one end of the first connecting part and extending along the length direction;
the end parts, far away from each other, of the first connecting part and the second connecting part are respectively connected with the first main body and the second main body.
9. A support arrangement for an aircraft engine according to claim 7,
one of the connecting bodies includes one first connecting portion and two second connecting portions;
the cavity is an accommodating space which is opened from two ends of the first connecting part and extends along the length direction to form a part penetrating through the first connecting part;
the two second connecting parts are respectively inserted into the cavity from two ends of the first connecting part; and the ends of the two second connecting parts, which are far away from each other, are respectively connected with the first main body and the second main body.
10. A support arrangement for an aircraft engine according to claim 7,
one of the connecting bodies includes two first connecting portions and one second connecting portion;
the opposite ends of the two first connecting parts are both opened and extend along the respective length directions to form a semi-closed cavity; the end parts, far away from each other, of the two first connecting parts are respectively connected with the first main body and the second main body;
the two ends of the second connecting part are respectively inserted into the cavity from the open ends of the two first connecting parts.
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| CN202110519285.XA CN113173519B (en) | 2021-05-12 | 2021-05-12 | Support device for aircraft engine |
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| CN202110519285.XA CN113173519B (en) | 2021-05-12 | 2021-05-12 | Support device for aircraft engine |
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| CN113173519B true CN113173519B (en) | 2022-06-24 |
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| CA401455A (en) * | 1941-12-16 | Algarsson Engineering Company Limited | Aircraft engine synchronizing mechanism | |
| US6485247B1 (en) * | 2000-09-28 | 2002-11-26 | The Boeing Company | Engine uplift loader |
| CN103439115A (en) * | 2013-09-13 | 2013-12-11 | 中国南方航空工业(集团)有限公司 | Air entrainment detection device of aero-engine |
| CN209145381U (en) * | 2018-09-30 | 2019-07-23 | 广州市江弘航空器材有限公司 | Expanded letter machine engine moves hangar |
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