CN1174798A - Fail-safe engine mount system - Google Patents
Fail-safe engine mount system Download PDFInfo
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- CN1174798A CN1174798A CN 96111541 CN96111541A CN1174798A CN 1174798 A CN1174798 A CN 1174798A CN 96111541 CN96111541 CN 96111541 CN 96111541 A CN96111541 A CN 96111541A CN 1174798 A CN1174798 A CN 1174798A
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Abstract
A fail-safe engine mount that includes a first, a second, a third, and a fourth links, five upper connection locations on an upper fitting, and five lower connection locations on a clevis strip of an engine casing is disclosed. The first link connects the first upper connection location with the first lower connection location. The second link has a first arm that connects the second upper connection location with the second lower connection location. The second link carries loads during a failure of either the first link or the third link. The second link further includes a second arm for stabilizing the first arm. The third link has a first arm that connects the third lower connection location wit hthe fourth upper connection location. The second link connects the fourth upper connection location with the fourth lower connection location. The fourth link connects the fifth upper connection location with the fifteh lower connection location.
Description
The present invention relates to engine bed, particularly a kind of with the fastening fail-safety engine mount aboard of jet engine.
Aero-engine is installed under the aircraft wing or close rear with engine bed usually.Usually provide mounting bracket with the distribution engine load for driving engine leading portion and driving engine back segment simultaneously.The representative type engine bed comprises a plurality of parts.One of them parts is top fabricated sections that are the plane substantially, and it has an erecting stage that is positioned at its upper limb, with this platform with engine installation to the supporting structure of aircraft, i.e. wing support or tail support.A plurality of U-lags are positioned at the root edge of top fabricated section, and along one section distribution of engine case.A plurality of connecting rods that insert simultaneously in top fabricated section and the engine shell U-lag are connected to driving engine on the supporting structure.What the leading portion of driving engine and back segment were used all is the support of this type.
Engine bed is designed to bear the various load in all stages in the flight course.These load comprise vertical load (engine weight adds maneuvering flight load), axial load (engine thrust causes), lateral loading (for example, the air-flow buffeting causes), and torque load (cause by the rotation of driving engine running, or cause because of the turbine blade loss).Engine mount also must adapt to driving engine expanding with heat and contract with cold with respect to frame.In cruising phase, the effect of expanding with heat and contract with cold is the most remarkable.When cruising, expanding with heat and contract with cold can cause and act on that the direction of power produces sizable variation on the engine mount.
Nearly all aero-engine frame all is designed to failsafe, can prevent that driving engine from separating with aircraft.An auxiliary or standby bearing system provides the fail safety operation.Common have two class ancillary systems.The first kind utilizes THR REV (for example transition fairing) to carry engine load.The second class utilization is positioned at originally on one's body padlock connecting rod of engine bed.The padlock connecting rod is the additional connecting rod that starts on the frame, and they do not carry usually during the driving engine normal operation.In case basic (being non-padlock) connecting rod breakage, the padlock connecting rod can carry engine load with remaining not damaged connecting rod.Many reasons all may cause the connecting rod breakage, comprise the breakage of pin or U-lag; Connecting rod cracking, be out of shape, come off or wrong the installation; The pin shear; Or the like.
In these two kinds of level twos, the application of THR REV system is more extensive.Unfortunately, for the large-scale Duct-Burning Turbofan of latest generation, for example be used for the driving engine on the Boeing 777, the THR REV system structurally is sufficient inadequately.Because the weight of this class driving engine can surpass 20,000 pounds, when engine mount is damaged,, need added weight to reach 200 pounds the anti-supporting structure that pushes away for driving engine is fixing aboard.Aboard, weight and space are most valuable, because use required weight of padlock connecting rod and space much less comparatively speaking, so be a kind of more effective solution.Now, known to the engine mount of padlock connecting rod seldom, and therein, have only a kind of it is introduced to be used for extremely heavy driving engine, just US Patent 5,275, introduced in No. 357 (hereinafter abbreviating " ' 357 patent " as).
' 357 patents have been introduced a kind of three push and pull system, and wherein, center rod is the padlock connecting rod.Center rod is not carried during normal operation, and this is because center rod is connected on the engine shell is an oversize hole.US Patent 5,303,880 (hereinafter referred is " ' 880 ") are similar to ' 357 patents, but have added replaceable lining.Though the heavy airplane driving engine can be carried in the system of these patent disclosures, the present invention has better Its ultimate bearing capacity.This ability shows the present invention in some fault type preferable, when blade for example occurring and falling alopecia motivation fault.Can further understand in the introduction from behind, a shock absorber is installed if desired, compare to ' 357 and ' 880 inventive embodiments, be easier to install this shock absorber in the embodiments of the invention.
Two components that engine mount known to the another kind comprises band transition spherical bearing from the padlock connecting rod.This design comprises five connecting rods: two vertical side levers, and a central horizontal connecting rod, and be clipped in two less vertical padlock connecting rods between each side lever and the center rod.But, when this double link is designed for heavy duty engine,, must reduce the branch branch unfriendly for all five connecting rods being contained between two trouble shape duct walls.And in the working process, if the center rod breakage, two less vertical links are difficult to carry the horizontal load of originally being born by center rod.This has caused the padlock connecting rod to produce " the granular crackle of fruit " or shear in its U-lag.And the required mounting groove that is positioned at the top fabricated section of this padlock connecting rod is darker and narrow, difficulty on the manufacturing process.The slideway of padlock connecting rod spherical bearing ball must be a purpose made.Because the free vibration in the attaching parts of engine mount of padlock connecting rod, so spherical bearing needs frequent maintenance.
So, needing a kind of senior fail safety engine mount that can carry extremely heavy aero-engine, its width can't significantly reduce two bifurcated pipe flows.This frame should possess enough vertical and Its ultimate bearing capacity when connecting rod is damaged, and should be in light weight and required shock absorber can be installed.This frame also should need less maintenance and less special fabrication processes than existing frame.Can be understood by following introduction, target of the present invention just provides a kind of so premium-quality fail safety engine mount.
According to the present invention, a kind of fail safety engine mount of using on the aircraft supporting structure that jet engine is connected to is provided, it can be fully distributed in engine load on each stand connecting rod during normal condition, and it still can keep connecting when engine mount breaks down.Engine mount manufactured according to the present invention, only need as requested the size of rack unit to be carried out a little change, just can connect all places (being the leading portion of driving engine or the back segment of driving engine) on aboard all places (that is, wing below or rear) or the driving engine.Engine mount manufactured according to the present invention comprises a top fabricated section, a plurality of connecting rod and a U-lag edge strip.The top fabricated section has one the top fabricated section is connected to erecting stage on the supporting structure.The U-lag edge strip is connected on the engine casing, and connecting rod is connected the top fabricated section with this U-lag edge strip.The strengthening rib zone that the top fabricated section also has a strengthening rib element of being strengthened by structure to constitute, it is close to erecting stage.The strengthening rib element intersects mutually, and formation can be carried the structural junction of applied stress and engine load.This structural junction layout can make engine mount compact more aspect height.
According to other aspects of the invention, a plurality of connecting rod comprises the first, second, third and the 4th connecting rod.The first and the 4th connecting rod lays respectively at the left and right side of engine mount, is generally straight-bar, is the basic vertical positioning linkage rod that is.First with the 4th connecting rod each with a bit being connected on the engine shell with a point on the fabricated section of top.Second connecting rod is the padlock connecting rod, and it has a first connecting rod arm, is used for when connecting rod a bit being connected point on the engine shell and top fabricated section when damaged occurring.The first connecting rod arm of second connecting rod is designed to not carry when the aircraft normal operation.Second connecting rod also has a second connecting rod arm that is used for stablizing the first connecting rod arm, and it is connected with first connecting rod arm one end.Third connecting rod comprises a first connecting rod arm that connects engine shell and top fabricated section.Third connecting rod also comprises a second connecting rod arm, and the one end is positioned at the point of connection of first connecting rod arm and top fabricated section.When connecting rod occurring when damaged, this second connecting rod arm is connected with on the driving engine a bit.When aircraft was in normal operative condition, the second connecting rod arm of third connecting rod was positioned at zero load position.Owing to only need four connecting rods, compare with five link design, also relative compact of this top fabricated section on width, thus help to reduce influence to two bifurcated pipes streams.
According to other aspects of the present invention, connecting rod and top fabricated section root edge be connected and connecting rod constituted with being connected by pin-U-lag attaching parts of engine shell, rotatable spherical bearing is arranged in this attaching parts.The bonded assembly position all is in the same plane all connecting rods, and this plane is the transversal plane of aircraft during with cruising flight.
According to other aspects of the invention, during normal operation, the main portion of the first and the 4th connecting rod carrying vertical load, and the first connecting rod arm load level load of third connecting rod.If first connecting rod breakage, second connecting rod can absorb an original part by the first connecting rod bearing load.If the third connecting rod breakage, second connecting rod can absorb the part of reason third connecting rod bearing load.If the 4th connecting rod breakage, another part of third connecting rod can absorb the part of reason the 4th connecting rod bearing load.Under above-mentioned each damaged condition, all only need the padlock connecting rod static state that just can guarantee engine mount that works to stabilize.Like this, if the connecting rod breakage, all vertical and horizontal loads can both be supported, and have prevented that driving engine from coming off from aircraft.
The invention provides a kind of later-model and obvious preferable engine mount.Particularly, retransmit motivation in order to be applicable to the utmost point, the various aspects of this frame are all optimized.If any connecting rod breakage takes place, the vertical and horizontal load of being carried by damaged connecting rod can both be distributed on the remaining connecting rod fully.Whole engine mount is quite compact, so just can optimize and utilize obtainable limited space on the jet airplane.The configuration of connecting rod makes the padlock connecting rod be in no-load condition under normal operation, has eliminated unnecessary wearing and tearing.And, there is not loose connecting rod vibration, also just reduced the wearing and tearing of parts.
Below by with reference to the accompanying drawing detailed description of the present invention, the various advantages of the aforementioned aspects of the present invention and the thing followed very easy to understand that will become, in the described accompanying drawing:
Fig. 1 is the lateral sectional view of a conventional airplane driving engine, and this driving engine is installed on the suspension bracket of aircraft wing below by engine mount manufactured according to the present invention;
Fig. 2 is the back view of fail safety engine mount manufactured according to the present invention, the view when being equivalent to from back eyes front aircraft;
Fig. 3 is the coordinates table of connection location in specific embodiment of the present invention;
Fig. 4 is the side cutaway view along 4-4 line among Fig. 2;
Fig. 5 is the isometric plan of a second connecting rod manufactured according to the present invention;
The scheme drawing of fail safety rear engine frame shown in Figure 2 when Fig. 6 is normal operation;
Figure 7 shows that when first connecting rod is damaged the scheme drawing of Fig. 2 fail safety rear engine frame;
Figure 8 shows that when third connecting rod is damaged the scheme drawing of Fig. 2 fail safety rear engine frame;
Figure 9 shows that when the 4th connecting rod is damaged the scheme drawing of Fig. 2 fail safety rear engine frame.
Fig. 1 is the lateral sectional view by the conventional airplane jet engine 11 of suspension bracket 17 supportings that are positioned at aircraft wing 15 belows.By engine mount manufactured according to the present invention 19 driving engine is connected on the suspension bracket 17.More particularly, engine mount 19 is connected the back segment of driving engine 11, be positioned at the cooling bifurcated pipe 21 near.So engine mount shown in Figure 1 is a rear engine frame.
Although Figure 1 shows that the rear engine frame, be appreciated that instruction according to the present invention makes engine mount and can be used for various engine installations position.As can be used for front portion or rear portion erecting frame, or both all can.They both can be used for engine installation also be can be used for being installed in the aircraft rear in the side under the wings of an airplane.Fig. 1 is exemplifying rather than determinate.According to this, the relevant later on introduction that is used in the concrete engine mount of position shown in Figure 1 all should be thought illustrative rather than determinate.For engine mount manufactured according to the present invention is used for certain particular location, can change the size of rack unit at specific operating needs.A series of factors of being familiar with engine installation field experienced people are depended in these changes, that is, and and the size of driving engine, anticipated load, pneumatic factor, or the like.
For ease of understanding the present invention, below the engine mount position component of the buzzword indication in the narration is all for shown position.Should not be interpreted as that the present invention limits to the rear engine frame that is used under the wing because of these terms and diagram.
Fig. 2 is the back view that constitutes and be applicable to the fail safety rear engine frame 19 of situation shown in Figure 1 according to the present invention, stands in driving engine 11 view afterwards as same viewer.Usually engine mount comprises a top fabricated section 31 and four connecting rods 45,47,53 and 59.Top fabricated section 31 links to each other with suspension bracket 17 (as shown in Figure 1) or other aircraft supporting structure.Connecting rod couples together five junction 39a, 39b, 39c, 39d and 39e on the top fabricated section 31 and five junction 75a, 75b, 75c, 75d and 75e being connected on the U-lag band on the engine shell 71.Finish being connected of connecting rod 45,47,53,59 and top fabricated section 31 and engine shell 71 in each junction with pin-U-lag attaching parts (as shown in Figure 4).These attaching partss generally include two U-shaped forks, and connecting rod is lived by dowel fixes therein.During work, the vertical and horizontal load of connecting rod 45,47,53,59 carrying driving engines 11.If a connecting rod breakage just can be carried the load of the damaged connecting rod carrying of reason fully after the remaining connecting rod adjustment.The used material of top fabricated section 31, connecting rod 45,47,53,59, pin 43 and U-lag 41 is inconel or titanium preferably.
In more detail, top fabricated section 31 has an erecting stage 33 that constitutes along upper surface, is used for engine mount 19 is connected to suspension bracket 17.Erecting stage 33 comprises a plurality of screw (not shown), is used to accept platform is connected to a bolt device on the suspension bracket 17.Bolt is passed to suspension bracket 17 with the vertical load on the rear engine frame 19.Erecting stage 33 also comprises one or more shear pins hole (not shown), is used to accept a shear pin device (not shown), thereby platform is connected on the suspension bracket 17.The shear pin device is delivered to suspension bracket 17 with the lateral loading of carrying on the rear engine frame 19.
Top fabricated section 31 also comprises a strengthening rib zone that is positioned under the erecting stage.The strengthening rib zone comprises structure reinforcement district, or strengthening rib 35, the engine load between its carrying erecting stage 33 and the connecting rod 45,47,53,59.Strengthening rib 35 intersects mutually at a plurality of nodes 37 places, the calibration of the force vector that produces in order to the control engine load.The number of strengthening rib 35 is enough to guarantee that each node 37 is all through multidirectional supporting.Because the zone between engine load mainly along strengthening rib 35 transmission, can compress in the strengthening rib is to alleviate the weight of top fabricated section 31.The height in the strengthening rib zone of being adopted is a big chunk of rear engine frame 19 whole vertical dimensions, and, also just occupied a big chunk in space between suspension bracket 17 and the engine shell 71.If desired, should there be enough gaps that engine snubber is installed.
Be five along the strengthening rib root edge and go up the junction: the 39a of first connecting rod 45 usefulness; The 39b and the 39c of second connecting rod 47 usefulness; The 39d of third connecting rod 53 usefulness; And the 39e of the 4th connecting rod 59 usefulness.Go up junction 39a, 39b, 39c, 39d, 39e coplane for five, this face is the athwartship plane of driving engine 11 longitudinal axiss 13.As shown in Figure 4, there is a U-lag 41 junction on each, and U-lag 41 two forks 42a and 42b respectively have a pin hole 44a and 44b.45,47,53,59 connecting rods end all inserts between the two fork 42a and 42b of U-lag, by U-lag pin 43 location, pin 43 passes the pin hole 44a on the U-lag fork 42a, and the perforate 61 of passing connecting rod end is passed in the pin hole 44b on another U-lag fork 42b then.To be described in further detail this structure later on.
Get back to Fig. 2, the lower edge profile of top fabricated section 31 preferably connects the lower edge arc that surrounds each U-lag pin hole with simple curve and determines.Rotate formation lower edge camber line with a radius around pin hole greater than the pin hole radius.Must be noted that U-lag pin 44a, 44b on U-lag fork 42a, the 42b around leave the load of enough structures with the carrying expection.Preferred U-lag 41 is formed by inconel or titanium machinework, and its shape will guarantee at all mission phases, and the end of connecting rod 45,47,53,59 can both easily be contained in separately the U-lag 41.Must be noted that to guarantee that connecting rod can both obtain enough spaces when normal operation and connecting rod breakage, will be discussed this later on.
With reference to figure 2, U-lag band 73 distributes along the radially upper edge of engine shell 71 again.U-lag band 73 is positioned at the horizontal plane of the longitudinal axis 13 of basic and driving engine 11, and the plane of basic and last junction formation aligns.U-lag edge strip 73 has five following junctions: the 75a of first connecting rod 45 usefulness; The 75b of second connecting rod 47 usefulness; The 75c and the 75d of third connecting rod 53 usefulness; The 75e of the 4th connecting rod 59 usefulness.Among junction, bottom 75a, 75b, 75c, 75d, the 75e each all is with a U-lag 41, and perforation 44a, a 44b (as shown in Figure 4) is all respectively arranged on each jag 42a, 42b of U-lag.Another end of connecting rod 45,47,53,59 between jag 42a, the 42b of a U-lag, is located connecting rod by U-lag pin 43 is passed the hole 61 of corresponding jag 42a, 42b and connecting rod end separately.Connect the lower edge camber line of each U-lag pin hole and determine the outline of U-lag edge strip 73 with simple curve.Form the lower edge camber line with a radius along each pin hole 44a, 44b rotation greater than the pin hole radius.Enough structures are arranged with the carrying anticipated load around should noting making each U-lag pin hole 44a and 44b.
Below the start a hare of four connecting rods 45,47,53,59 is concentrated on three main aspects of connecting rod.First aspect is the general shape of connecting rod and with respect to the position of top fabricated section 31 and engine shell 71.Second aspect is that connecting rod is connected used pin-U-lag attaching parts with last erecting stage 31 with engine shell 71.The working condition of connecting rod when the third aspect is normal operation and a connecting rod breakage.
Four link side keep to the side to be installed in a transversal plane of the longitudinal axis 13 of driving engine 11 on.First connecting rod 45 is positioned at the left side of rear engine frame 19, as shown in Figure 2, with vertical direction a little clockwise angle is arranged.First connecting rod 45 is straight and from the outside fan-shaped extension of an end of top fabricated section 31 substantially.First connecting rod 45 has upper and lower tie rod holes, and an end of connecting rod 45 has a perforate.The top perforate of first connecting rod 45 junction 39a on first is connected with top fabricated section 31, and connection mode is that aforesaid pin-U-lag connects.The back can be introduced pin-U-lag more in detail and connect.The lower end perforate of first connecting rod 45 is connected with engine shell 71 at first time junction 75a, and used also is aforesaid pin-U-lag connection mode.
Second connecting rod 47 is a broken line shape, and first connecting rod arm 49 and second connecting rod arm 51 are arranged.Pitman arm 49 and 51 length equate substantially and constitute an obtuse angle that is a bit larger tham 90 °.Have three tie rod holes, an infall that is positioned at two pitman arms 49,51 respectively has one in each outer end of pitman arm in addition.The perforate of first connecting rod arm 49 outer ends is connected with engine shell 71 at second time junction 75b, and 75b is positioned at the inboard of first time junction 75a.The perforate of two pitman arms, 49,51 infalls junction 39b on second is connected with top fabricated section 31, and 39b is positioned at the inboard of junction 39a on first.The perforate of second connecting rod arm 51 outer ends 39c place in junction on the 3rd is connected with top fabricated section 31, and 39c is positioned at the inboard of second top junction 39b.All connection modes of second connecting rod are above-mentioned pin-U-lag and connect.
Third connecting rod also is broken line shape and first connecting rod arm 55 is arranged and second connecting rod arm 57.Pitman arm 57 and 55 length are much at one and form an obtuse angle that is about 150 °.Have three tie rod holes: one in the intersection of pitman arm 55,57, respectively has one in each outer end of pitman arm.The perforate of first connecting rod arm 55 outer ends is connected with engine shell 71 at the 3rd time junction 75c, and 75c is positioned at the inboard of second time junction 75b.The perforate of two pitman arms, 55,57 infalls junction 39d on the 4th is connected with top fabricated section 31, and 39d is on the junction 39c and the 5th on the 3rd between the 39e of junction.The perforate of second connecting rod arm 57 outer ends is connected with engine shell 71 at the 4th time junction 75d, and 75d is between the 3rd time junction 75c and the 5th time junction 75e.What all connections of third connecting rod were all adopted is that aforesaid pin-U-lag connects.
The 4th connecting rod 59 is positioned at the right side of rear engine frame 19, as shown in Figure 2, forms a less anticlockwise direction angle with vertical direction.The 4th connecting rod 59 stretches out from the other end of top fabricated section 31 is fan-shaped.The 5th connecting rod is straight substantially and upper and lower tie rod holes is arranged, and is each positioned at an end of connecting rod 59.The last perforate of the 4th connecting rod 59 junction 39e on the 5th links to each other with top fabricated section 31.The following perforate of the 4th connecting rod 59 links to each other with engine shell 71 at the 5th time junction 75e.The opsition dependent order, first, second and the 3rd upper and lower junction 39a, 39b, 39c, 75a, 75b and 75c and the 4th and the 5th upper and lower junction 39d, 39e, 75d and 75e lay respectively at the both sides of vertical plane surface 40, and top fabricated section 31 residing planes are divided on plane 40 equally.
Form description among Fig. 3 a specific embodiment of the upper and lower junction of the engine mount relative position that constitutes according to the present invention.The data of Fig. 3 are Alexandre Desplat Whitney (Pratt ﹠amp; Whitney
TM) data when the rear engine frame is used on (but being not limited in) Boeing 777 aircrafts under the PW4084 wing.Those skilled in the art can understand, if the present invention is used for other driving engine outside the h type engine h under the PW4084 wing of Alexandre Desplat Whitney, can carries out a little change to present embodiment and get final product.The center-point of X shown in Figure 2, Y system of axes is positioned at junction 75a first time.The engine mount that constitutes according to the present invention is used for different specific engines can make the listed position of Fig. 3 change.
The pin of the first connecting rod arm 49 of the following second connecting rod of introducing 47-U-lag connection description all pin in upper and lower junction-U-lag connect.Also pointed out the situation of exception.Fig. 4 is the side sectional view of the first connecting rod arm 49 of the second connecting rod 47 that draws along 4-4 line among Fig. 2.Pin-U-lag the attaching parts that is positioned at junction 39b on second comprises U-lag fork 42a, the 42b that two preambles are mentioned, and second connecting rod end is by a U-lag pin 43 location therein.U-lag pin 43 passes the round hole 44a that is positioned on the U-lag fork 42a, passes the perforate 61 of second connecting rod 47 ends, and passes the round hole 44b that is positioned on another fork of U-lag 42b.The pin of second time junction-U-lag attaching parts is configuration in a manner described.
Fig. 5 is the isometric plan of second connecting rod 47, and this figure illustrates each tie rod holes 61 all a spherical bearing 63.This spherical bearing is made of bearing ball 65 and bearing race 67.With flange 69 bearing race 67 is fallen into die forging on tie rod holes 61.Bearing ball 65 is positioned at bearing race 67 and has a bearing ball hole 68 to pass its center.U-lag pin 43 passes bearing ball hole 68.Spherical bearing 63 can move connecting rod with respect to the aircraft vertical and horizontal, but can not perpendicular movement.
As shown in Figure 4, bearing lining 91 is positioned at pin hole 44a, the 44b on U-lag fork 42a, the 42b.Bearing lining 91 extends to the outside face of U-lag 41 from bearing ball 65.Lining 91 has reduced the vibration of connecting rod and U-lag pin.The all component of this U-lag device, U-lag fork 42a, 42b; Bearing ball 65; Bearing race 67; All be designed to close-fitting mutually with the size of bearing lining.
One end of U-lag pin 43 is a stem knob 93, and the other end is a screw thread 95.When inserting U-lag fork 42a, 42b, the length of U-lag pin 43 is enough to make threaded portion 95 to exceed U-lag fork 42a, 42b.End cap 97 and nut 99 are connected the thread end of U-lag pin 43 so that U-lag pin 43 is fastened on the U-lag 41.
In a specific embodiment of the present invention, the diameter of the U-lag pin 43 that the U-lag of junction 39a, 39b on all, 39c, 39d, 39e and first, the 3rd, the 5th time junction 75a, 75c, 75e 41 is used and the diameter of bearing hole 68 are all basic identical.At second, the 4th time junction 75b, 75d, the diameter in bearing ball hole 68 is a bit larger tham the diameter of U-lag pin 43.In the present embodiment, second time junction 75b U-lag pin 43 is about 0.25 inch with the diameter difference in bearing ball hole 68.The U-lag pin 43 of the 4th time junction 75d and the diameter difference in bearing ball hole 68 are about 0.40 inch.As can be known, this diameter difference has guaranteed that when normal operation connecting rod floats over around the U-lag pin and do not contact with pin from later more detailed the discussion.Obviously, these sizes are an example, and to other embodiment of the present invention, other size is perhaps better.
All tie rod holes 61 all are axle formation circular and be normal direction along the outside face with each connecting rod 45,47,53,59.Be designed and sized to and the bearing race 67 of tie rod holes 61 closely cooperate, and be designed and sized to and the bearing ball 65 of bearing race 67 closely cooperate.The connecting rod slight inclination is positioned at U-lag 41.Concrete tilt quantity depends on a certain specific junction in the flight course because the predictive displacement amount that het expansion causes.Even the leaning angle of connecting rod 45,47,53,59 may be different, but moving of cruising flight stage driving engine 11 will make the longitudinal axis 13 basic vertical and lateral alignment of all connecting rods with respect to driving engine 11.
Fig. 6 is the scheme drawing of fail safety rear engine frame 19 shown in Figure 2, the position of connecting rod 45,47,53,59 when having shown normal operation.As shown in Figure 6, the size of connecting rod 45,47,53,59 and U-lag pin 43 and the Position Design that is positioned on the rear engine frame 19 are, when being in normal carrying condition, the most vertical load of the first and the 4th connecting rod 45,59 carryings, the most transverse load of first connecting rod arm 55 carryings of third connecting rod 53, second connecting rod 47 does not carry, and the second connecting rod arm 57 of third connecting rod 53 does not carry yet.The second connecting rod arm 51 of second connecting rod 47 does not carry all the time, but in all working situation, it all is used for stablizing the first connecting rod arm 49 of second connecting rod 47 and prevents second connecting rod 47 vibrations.
Center-point among Fig. 6 in each circle has shown the position of junction up and down.These points are also represented the general axle center of U-lag pin 43.Junction 39a, 39b, 39c, 39d, 39e and first, the 3rd and the 5th time junction 75a, 75c, 75e respectively are that a circle centers on all, this points out, as previously mentioned, all be close-fitting mutually at the U-lag pin 43 of these positions and the size in bearing ball hole 68.At second and the 4th time junction 75b, 75c two annulus are arranged, illustrate that the bearing ball bore dia is greater than U-lag pin diameter.Bigger ring is represented bearing ball hole 68, represents U-lag pin 43 than circlet.The line 77 that connects connecting rod 45,47,53,59 connection locations is straight lines, and illustrated between two junctions load by connecting rod linearly.So when no damaged condition, do not have connecting rod to bear bending force.
Fig. 7 is the scheme drawing of rear engine frame 19 among Fig. 2, has shown when first connecting rod 46 is damaged the position of second, third and the 4th connecting rod 47,53,59.If first connecting rod 45 breakages, the bearing ball 65 of second connecting rod 47 first connecting rod arms 49 contacts (as shown in Figure 7) with stressed U-lag pin 43 with second time junction 75b U-lag attaching parts.This makes second connecting rod work with the third and fourth remaining connecting rod 53,59, absorbs the load of the first connecting rod carrying of reason breakage.The bearing ball hole 68 close (as shown in Figure 7) of U-lag pin 43 in the U-lag attaching parts of the 4th time junction 75d in third connecting rod 53 second connecting rod arms 57, but do not constitute a connection.When the first connecting rod fault, the second connecting rod arm 57 of third connecting rod 53 does not carry.
Fig. 8 is the scheme drawing of rear engine frame 19 shown in Figure 2, shown when third connecting rod is damaged, first and second, the position of four connecting rods 45,47,59.(because second connecting rod 47 does not carry usually, so there is no need to discuss the breakage of second connecting rod 47).If third connecting rod 53 breakages, the bearing ball 65 of the first connecting rod arm 49 of second connecting rod 47 also contact stressed U-lag pin 43 with second time junction 75b U-lag attaching parts.Second connecting rod 47 is also worked with remaining first, fourth connecting rod 45,59, absorbs the load by damaged third connecting rod 53 original carryings.
Fig. 9 is the scheme drawing of rear engine frame 19 shown in Figure 2, has shown when 59 breakages of the 4th connecting rod the position of first, second and third connecting rod 45,47,53.If the 4th connecting rod breakage, the bearing ball 65 of third connecting rod 53 second connecting rod arms 57 contacts stressed U-lag pin 43 with the 4th time junction 75d U-lag attaching parts.This makes third connecting rod 53 work with remaining first and second connecting rod 45,47, absorbs the load by the 4th connecting rod 59 original carryings of breakage.The U-lag pin 43 of second time junction 75b U-lag attaching parts in second connecting rod 47 first connecting rod arms 49 to hold a ball hole 68 close, connect but form.The first connecting rod arm 49 of second connecting rod 47 does not carry during 59 breakages of the 4th connecting rod.
Although above the embodiment of the invention is illustrated and illustrates, be appreciated that under the condition that does not break away from the present invention's spirit and category and still can carry out multiple remodeling.
Claims (14)
1, a kind of being used for is connected to fail safety engine mount on the aircraft supporting structure with the jet engine casing, comprising:
(a) one can with aircraft supporting structure bonded assembly top fabricated section, this top fabricated section comprises a root edge, have on the root edge first, second, third and fourth, five or five go up junctions, five junctions all be positioned at a transversal substantially plane of this driving engine longitudinal centerline on;
(b) be connected a U-lag edge strip on the engine shell periphery, this edge strip is positioned at a plane transversal substantially with the driving engine longitudinal centerline, have on this U-lag edge strip first, second, third and fourth, five or five following junctions, five following junctions all be positioned at a transversal substantially plane of this driving engine longitudinal centerline on;
(c) one is the first connecting rod of straight shape substantially, and the junction is connected with the top fabricated section on first, is connected with the U-lag edge strip first time junction;
(d) second connecting rod that comprises first connecting rod arm and second connecting rod arm, this second connecting rod arm is used for stablizing the first connecting rod arm, described first connecting rod arm junction on second is connected with the top fabricated section, be connected with the U-lag edge strip second time junction, described second connecting rod arm and first connecting rod arm primordial originally are 90 ° angle, and second connecting rod arm junction on the 3rd is connected with the top fabricated section;
(e) third connecting rod that comprises first and second pitman arms, this first connecting rod arm is connected with the U-lag edge strip the 3rd time junction, the junction is connected with the top fabricated section on the 4th, second connecting rod arm and one of first connecting rod arm formation are 150 ° angle substantially, and the second connecting rod arm is connected with the U-lag edge strip the 4th time junction;
(f) the 4th connecting rod of a basic straight shape, the junction is connected with the top fabricated section on the 5th, is connected with the U-lag edge strip the 5th time junction.
2, junction and be connected on the fail safety engine mount as claimed in claim 1, wherein said connecting rod and top fabricated section with the pin-U-lag attaching parts that is connected to of junction under the U-lag edge strip.
3, fail safety engine mount as claimed in claim 2, also comprise the spherical bearing that is positioned at pin-U-lag attaching parts place, when normaling cruise flight, the location of this bearing makes all connecting rods be positioned at same substantially and the transversal plane of driving engine longitudinal centerline.
4, fail safety engine mount as claimed in claim 1, wherein said top fabricated section comprise that also intersection constitutes the structure enhancing part of a plurality of structural junctions.
5, fail safety engine mount as claimed in claim 1, wherein said top fabricated section comprises that also is applicable to an erecting stage that is connected on the aircraft supporting structure.
6, fail safety engine mount as claimed in claim 1, the first connecting rod arm of wherein said second connecting rod are arranged as when normal aircraft mode of operation and do not carry.
7, fail safety engine mount as claimed in claim 6, wherein said second connecting rod first connecting rod arm with comprise a pin-U-lag attaching parts being connected of engine shell, it is 0.25 inch spherical bearing substantially that this attaching parts has diametric clearance.
8, fail safety engine mount as claimed in claim 1, the first connecting rod arm of wherein said second connecting rod is worked with third and fourth connecting rod when first connecting rod is damaged, the carrying engine load.
9, fail safety engine mount as claimed in claim 8, the second connecting rod arm of wherein said third connecting rod does not carry when the first connecting rod fault.
10, fail safety engine mount as claimed in claim 1, the first connecting rod arm of wherein said second connecting rod is worked with the first and the 4th connecting rod when third connecting rod is damaged, the carrying engine load.
11, fail safety engine mount as claimed in claim 1, the second connecting rod arm of wherein said third connecting rod does not carry when the aircraft normal operation.
12, fail safety engine mount as claimed in claim 11, the second connecting rod arm of wherein said third connecting rod is connected with a pin-U-lag attaching parts that is connected to of engine shell, and it is 0.40 inch spherical bearing substantially that this attaching parts has diametric clearance.
13, fail safety engine mount as claimed in claim 1, the second connecting rod arm of wherein said third connecting rod is worked with the first connecting rod arm of first connecting rod and third connecting rod when the 4th connecting rod is damaged, the carrying engine load.
14, fail safety engine mount as claimed in claim 13, the first connecting rod arm of wherein said second connecting rod does not carry when the 4th connecting rod fault.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN96111541A CN1076689C (en) | 1996-08-22 | 1996-08-22 | Fail-safe engine mount system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN96111541A CN1076689C (en) | 1996-08-22 | 1996-08-22 | Fail-safe engine mount system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1174798A true CN1174798A (en) | 1998-03-04 |
| CN1076689C CN1076689C (en) | 2001-12-26 |
Family
ID=5121153
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN96111541A Expired - Lifetime CN1076689C (en) | 1996-08-22 | 1996-08-22 | Fail-safe engine mount system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN1076689C (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102015449A (en) * | 2008-04-29 | 2011-04-13 | 空中客车营运有限公司 | Bearing device for supporting a power supply device on a structural part of an aircraft and aircraft comprising said bearing device |
| CN101443238B (en) * | 2006-05-16 | 2011-05-25 | 法国空中客车公司 | Device for attaching an aircraft engine |
| CN107108039A (en) * | 2015-01-07 | 2017-08-29 | 洛德公司 | Aircraft engine mounting bracket |
| CN107264814A (en) * | 2016-04-06 | 2017-10-20 | 哈尔滨飞机工业集团有限责任公司 | A kind of engine mounting component |
| CN109209637A (en) * | 2018-08-30 | 2019-01-15 | 靖江市新程汽车零部件有限公司 | Motorcar engine and vehicle body fix bracket with lightweight |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4055041A (en) * | 1974-11-08 | 1977-10-25 | The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration | Integrated gas turbine engine-nacelle |
| US5275357A (en) * | 1992-01-16 | 1994-01-04 | General Electric Company | Aircraft engine mount |
| US5303880A (en) * | 1992-10-28 | 1994-04-19 | General Electric Company | Aircraft engine pin mount |
-
1996
- 1996-08-22 CN CN96111541A patent/CN1076689C/en not_active Expired - Lifetime
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101443238B (en) * | 2006-05-16 | 2011-05-25 | 法国空中客车公司 | Device for attaching an aircraft engine |
| CN102015449A (en) * | 2008-04-29 | 2011-04-13 | 空中客车营运有限公司 | Bearing device for supporting a power supply device on a structural part of an aircraft and aircraft comprising said bearing device |
| CN102015449B (en) * | 2008-04-29 | 2015-08-26 | 空中客车营运有限公司 | For power supply being bearing in bearing set on the framing member of aircraft and there is the aircraft of bearing set |
| US9290275B2 (en) | 2008-04-29 | 2016-03-22 | Airbus Operations Gmbh | Mounting device for mounting an energy supply device on a structural component of an aircraft and aircraft with a mounting device |
| CN107108039A (en) * | 2015-01-07 | 2017-08-29 | 洛德公司 | Aircraft engine mounting bracket |
| CN110182373A (en) * | 2015-01-07 | 2019-08-30 | 洛德公司 | Aircraft engine mounting rack |
| CN110182373B (en) * | 2015-01-07 | 2023-01-10 | 洛德公司 | Bearing assembly for aircraft engine mount |
| CN107264814A (en) * | 2016-04-06 | 2017-10-20 | 哈尔滨飞机工业集团有限责任公司 | A kind of engine mounting component |
| CN109209637A (en) * | 2018-08-30 | 2019-01-15 | 靖江市新程汽车零部件有限公司 | Motorcar engine and vehicle body fix bracket with lightweight |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1076689C (en) | 2001-12-26 |
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