CN118004432A - Engine pitch-and-depression adjusting suspension structure, aircraft power system and aircraft - Google Patents

Abstract

The invention discloses an engine pitching adjustment suspension structure, an aircraft power system and an aircraft, and belongs to the technical field of aircraft equipment; the problems that the combination time of an aircraft engine and a power transmission assembly is too long and the starting of the aircraft is difficult are solved. The structure of the invention comprises a suspension assembly and an electric control tensioning assembly; the suspension assembly comprises a front suspension assembly, a rear suspension assembly and a lower suspension assembly; the front suspension assembly and the lower suspension assembly are respectively connected to the front end of the engine and hinged to the frame; the rear suspension component is connected with the rear end of the engine and is movably connected with the frame; the upper end of the electric control tensioning assembly is fixedly connected with the power transmission assembly, and the lower end of the electric control tensioning assembly is movably connected with the upper end of the front suspension assembly; the tensioning power unit can drive the front end of the engine to generate pitching movement through the front suspension assembly. The engine pitching adjustment suspension structure can optimize the starting characteristic of the engine and the flight characteristic of an aircraft.

Description

Engine pitch-and-depression adjusting suspension structure, aircraft power system and aircraft

Technical Field

The invention relates to the technical field of aircraft equipment, in particular to an engine pitching adjustment suspension structure, an aircraft power system and an aircraft.

Background

At present, an engine of an aircraft is usually directly fixed on a rack of a metal bracket, and rubber blocks and fasteners are used between the aircraft and the rack in the installation process, so that the engine is prevented from generating displacement in any direction under any working condition as far as possible, and the vibration reduction function is realized.

The engine of the aircraft is mainly in three working states after being started as a power source, namely idling, warm-up and rated rotation speed.

The engine realizes driving by dragging the starting motor, completes the starting of the engine, and then enters an idling stage. At this time, the engine idle stage rotational speed of the aircraft rises rapidly. Such high rotational speeds occur immediately after the engine of the aircraft has started and enters an idle stage, and vibrations generated by the engine will thus adversely affect the overall aircraft power transmission assembly, rotor, etc., such as wear, while producing ineffective power consumption.

In addition, in general, engine starting is relatively difficult, and particularly under conditions such as high altitude and high cold, engine starting is difficult because engine oil has a high viscosity, and mechanical loss work of various moving parts (such as a crankshaft, a piston and the like) of the engine is increased due to low temperature influence. While the idle running of the power transmission assembly is required to be maintained during the starting process of the engine, the idle running power consumption of the power transmission assembly is increased, the problem of difficult starting of the engine is more highlighted, and the unfolding and maneuvering time of the aircraft under extreme conditions are seriously influenced.

How to solve the problems of ineffective power consumption of the engine in the starting stage, abrasion of the power transmission assembly caused by vibration and difficult starting of the engine, and has very important significance for optimizing the take-off characteristic and the flight characteristic of the aircraft.

Disclosure of Invention

In view of the above analysis, the present invention aims to provide an engine pitch-and-roll adjustment suspension structure, an aircraft power system and an aircraft, so as to solve the technical problems of ineffective power consumption generated in the engine starting stage, abrasion of a power transmission assembly caused by vibration, and difficulty in engine starting.

The invention adopts the following technical scheme to solve the technical problems:

An engine pitch-up and pitch-down adjusting suspension structure is used for connecting an engine on a rack in a pitch-up and pitch-down adjusting manner and carrying out detachable/combined connection with a power transmission assembly; the engine pitch-up and pitch-down adjusting suspension structure comprises a suspension assembly and an electric control tensioning assembly; the suspension assembly comprises a front suspension assembly, a lower suspension assembly and a rear suspension assembly; the front suspension assembly and the lower suspension assembly are respectively connected to the upper part and the lower part of the front end of the engine and are hinged with the frame; the rear suspension assembly is fixedly connected with the rear end of the engine and is movably connected with the frame; the upper end of the electric control tensioning assembly is fixedly connected with the power transmission assembly, and the lower end of the electric control tensioning assembly is movably connected with the upper end of the front suspension assembly; the electric control tensioning assembly comprises a tensioning power unit and a tensioning guide unit; the electric control tensioning assembly can drive the front end of the engine to generate pitching movement through the front suspension assembly.

Further, the front suspension assembly comprises a front suspension frame unit, a front suspension vibration reduction unit and a front suspension unit which are sequentially connected; the open end of the front suspension frame unit is connected with the front end of the engine; the open end of the front suspension hanging unit is movably connected with the frame.

Further, the front suspension vibration reduction unit comprises a vibration reduction block, a vibration reduction support sleeve and a vibration reduction central shaft; the two vibration reduction blocks are symmetrically connected to the vibration reduction support sleeve; the vibration reduction central shaft is connected with the vibration reduction block and the vibration reduction support sleeve in a penetrating mode.

Further, the front suspension unit comprises a suspension connecting rod subunit and a suspension spherical hinge subunit; the two suspension spherical hinge sub-units are connected to the two ends of the suspension connecting rod sub-unit, and are hinged with the front suspension vibration reduction unit and the frame respectively.

Further, the lower suspension assembly comprises a lower suspension frame unit, a lower suspension frame vibration reduction unit and a lower suspension unit which are connected in sequence; the open end of the lower suspension frame unit is connected with the engine; the middle part of the lower suspension frame unit is connected with the lower suspension frame vibration reduction unit; and two ends of the lower suspension unit are respectively hinged with the lower suspension frame vibration reduction unit and the frame.

Further, the rear suspension assembly comprises a rear suspension frame unit, a rear suspension unit and a rear suspension vibration reduction unit; the rear suspension frame unit comprises a rear suspension core bracket; the rear suspension vibration reduction units are symmetrically connected to two sides of the rear suspension core support; the open ends of the rear suspension hanging units are respectively hinged with the rack.

Further, the electric control tensioning assembly comprises a tensioning power unit and a tensioning guide unit; the tensioning power unit can do linear motion along the axial direction of the tensioning guide unit.

Further, the tensioning power unit comprises a tensioning motor and a motor output transmission part; the motor output transmission part is connected with the output end of the tensioning motor; the tensioning guide unit comprises a tensioning guide shaft body and a tensioning guide transmission part; the tensioning guide transmission part is connected to the lower end of the tensioning guide shaft body; the motor output transmission part and the tensioning guide transmission part can form a rotating pair, so that the tensioning power unit moves up and down along the axial direction of the tensioning guide shaft body.

An aircraft power system comprising the engine pitch-up and pitch-down adjustment suspension structure, the engine and the power transmission assembly; the engine pitch-up adjusting suspension structure can adjust the front end of the engine to generate pitch-up/pitch-down so as to realize the separation/combination of the engine and the power transmission assembly.

An aircraft comprising the aircraft power system, an aircraft body and a frame; the aircraft power system is arranged in the aircraft body and connected with the frame, and the aircraft power system can provide flight power for the aircraft body.

Compared with the prior art, the invention has at least one of the following beneficial effects:

1. in the engine pitching adjusting suspension structure, a front suspension assembly and a lower suspension assembly are respectively connected to the upper part and the lower part of the front end of an engine and are hinged with a frame, and a rear suspension assembly is fixedly connected with the rear end of the engine and is movably connected with the frame; the structure and the installation arrangement can fully ensure that the electric control tensioning assembly drives the front suspension assembly to move up/down in the starting stage, thereby driving the front end of the engine to move upward/downward.

2. The engine pitching adjusting suspension structure enables the engine to be dynamically clutched with the power transmission assembly, and the starting characteristic of the engine is optimized.

3. The engine pitching adjusting suspension structure provided by the invention can realize the pitching function of the engine, can reduce the influence of engine vibration on the aircraft, and is beneficial to optimizing the flight characteristic of the aircraft.

4. The engine pitching adjusting suspension structure is simple in structure, convenient to install and wide in applicability.

The above technical schemes of the invention can be mutually combined to realize more preferable combination schemes. Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and drawings.

Drawings

In order to further clearly understand the technical means of the present invention, the present invention will be described in detail with reference to the following drawings and detailed description.

The drawings are only for purposes of illustrating particular techniques and are not to be construed as limiting the invention, like reference numerals being used to designate like parts throughout the several views;

FIG. 1 is a schematic view of the overall architecture of an aircraft power system of the present invention;

FIG. 2 is a schematic view of an engine pitch-up adjustment suspension and frame mounting configuration of the present invention;

FIG. 3 is a schematic view of an engine pitch-up and pitch-down adjustment suspension and engine mounting state of the present invention;

FIG. 4 is a schematic view of the overall structure of the front suspension unit of the present invention;

FIG. 5 is a schematic view of the overall structure of the front suspension main support of the present invention;

FIG. 6 is a schematic view of a portion of the front suspension unit of the present invention;

FIG. 7 is a cross-sectional view taken along line A-A of FIG. 6;

FIG. 8 is a schematic view of the front suspension unit structure of the present invention;

FIG. 9 is a schematic view of the lower suspension unit structure of the present invention;

FIG. 10 is a schematic view of the overall structure of the rear suspension assembly of the present invention;

FIG. 11 is a schematic view of the rear suspension unit structure of the present invention;

FIG. 12 is a schematic view of the overall structure of the electronically controlled tensioning assembly of the present invention;

FIG. 13 is a schematic view of a portion of an electronically controlled tensioning assembly of the present invention;

fig. 14 is a schematic view of a frame connection structure.

Reference numerals:

1. An engine; 11. an engine body; 12. a cylinder; 2. a suspension assembly; 21. a front suspension assembly; 211. a front suspension frame unit; 2111. a front suspension main support; 2112. a suspension vibration reduction mounting rack; 2113. front suspension tensioning mounting frame; 2114. an upper mounting portion of the front suspension engine; 2115. a front suspension engine lower mounting portion; 212. a front suspension damping unit; 2121. a vibration damping block; 2122. a vibration damping pad; 2123. damping support sleeve; 2124. a vibration damping center shaft; 213. a front suspension unit; 2131. a suspension link subunit; 21311. a suspension link body; 21312. plugging a suspension connecting rod; 2132. suspending the ball hinge sub-unit; 21321. a suspension joint support plate; 21322. suspending a ball bearing; a lower suspension assembly; 221. a lower suspension frame unit; 2211. a lower suspension main bracket; 2212. a lower suspension vibration reduction bracket; 2213. a lower suspension engine mounting portion; 222. a lower suspension hanging unit; 23. a rear suspension assembly; 231. a rear suspension frame unit; 2311. a rear suspension main support; 2312. a rear suspension engine body mounting portion; 2313. a rear suspension cylinder mounting portion; 232. a rear suspension unit; 233. a rear suspension damping unit; 2331. rear suspension vibration damping struts; 3. an electric control tensioning assembly; 31. tensioning the power unit; 311. tensioning a motor; 312. tensioning an electromagnetic valve; 313. a motor mounting housing; 314. an electric control tensioning shaft sleeve; 315. a motor output transmission part; 32. a tensioning guide unit; 321. tensioning the guide shaft body; 322. tensioning and guiding the transmission part; 33. a pre-tensioning suspension mount unit; 331. suspending the mounting lug before tensioning; 332. a tensioning front suspension mounting hole; 34. tensioning the power transmission mounting unit; 341. tensioning a power transmission mounting frame; 342. tensioning the power transmission mounting portion; 4. a power transmission assembly; 41. a decelerator assembly; 411. a reducer input shaft; 42. a belt drive assembly; 421. a belt; 422. a belt pulley; 5. a frame; 51. a frame first connection portion; 52. a frame second connection portion; 53. and a third connecting part of the frame.

Detailed Description

Preferred embodiments of the present invention will be described in detail below with reference to the attached drawings; wherein the accompanying drawings form a part of the present invention; and together with the description serve to explain the principles of the invention and are not intended to limit the scope of the invention.

It should be noted that; unless otherwise indicated; technical or scientific terms used herein should be given the ordinary meaning as understood by one of ordinary skill in the art to which this application belongs.

The present embodiment defines:

(1) Z direction (up, down): when the aircraft is placed on the ground, the ground is upward in the +Z (upper) direction;

(2) X direction (front, rear): the output direction from the output shaft of the engine 1 is the +x (front) direction;

(3) Y direction (left, right): the direction facing +X, the right hand direction is +Y (right);

(4) Inner, outer (far, near) settings: relatively close to the center of the engine 1 is inner (near).

The technical solution of the present invention will be described in more detail with reference to fig. 1 to 14.

First,: the basic structure of the engine 1, the power transmission assembly 4 and the frame 5 will be described.

As shown in fig. 1, an engine 1 includes an engine body 11 and a cylinder block 12; the cylinder block 12 is connected to the rear of the engine block 11.

As shown in fig. 1, the power transmission assembly 4 includes a decelerator assembly 41 and a belt drive assembly 42. The decelerator assembly 41 is provided with a decelerator input shaft 411; belt drive assembly 42 includes a belt 421 and a pulley 422.

As shown in fig. 14, the frame 5 is provided with three frame connection parts for connecting the engine pitch-up and pitch-down adjusting suspension structure of the present invention, specifically: a frame first connection 51 connecting the front suspension assembly 21, a frame second connection 52 connecting the lower suspension assembly 22, and a frame third connection 53 connecting the rear suspension assembly 23.

In this embodiment, the first frame connecting portion 51 is mounted on the side beam on the left side of the middle of the frame 5, the second connecting portion 52 is located below the first frame connecting portion 51, and the third frame connecting portion 53 is located behind the first frame connecting portion 51.

The three frame connecting parts comprise a double lug plate of the respective frame connecting part and a frame connecting screw rod with a light shaft part.

Example 1

An engine pitch-up and pitch-down adjusting suspension structure.

As shown in fig. 1,2 and 3, the engine pitch-up and pitch-down adjusting suspension structure of the present embodiment 1 includes a suspension assembly 2 and an electrically controlled tensioning assembly 3. The lower end of the electrically controlled tensioning assembly 3 is connected to the upper end of the suspension assembly 2.

Specifically, the upper end of the electric control tensioning assembly 3 is fixedly connected with the power transmission assembly 4, and the lower end of the electric control tensioning assembly 3 is movably connected with the suspension assembly 2; the electric control tensioning assembly 3 can retract upwards/extend downwards, so that the engine 1 is lifted/pushed downwards through the suspension assembly 2, the front end of the engine 1 is driven to tilt upwards/tilt downwards, and the dynamic connection between the engine 1 and the power transmission assembly 4 is realized.

As shown in fig. 2, the suspension assembly 2 includes a front suspension assembly 21, a lower suspension assembly 22, and a rear suspension assembly 23.

Wherein, the upper end of the front suspension assembly 21 is hinged with the lower end of the electric control tensioning assembly 3, the rear end of the front suspension assembly 21 is connected with the position above the front end of the engine 1, and the left side end of the front suspension assembly 21 is movably connected with the frame first connecting part 51 of the frame 5.

Wherein, the rear end of the lower suspension assembly 22 is connected to the position below the front end of the engine 1, and the left side end of the lower suspension assembly 22 is movably connected to the frame second connection portion 52 of the frame 5.

The upper end of the rear suspension assembly 23 is elastically and adjustably connected to the rear cross beam of the frame 5, two side ends of the rear suspension assembly 23 are respectively and movably connected to the frame third connecting portion 53 of the frame 5, and the front end and the rear end of the rear suspension assembly 23 are respectively connected to the engine 1.

As shown in fig. 4, the front suspension assembly 21 includes a front suspension frame unit 211, a front suspension damper unit 212, and a front suspension unit 213, which are sequentially connected.

Specifically, the axis of the front suspension damper unit 212 is disposed along the Z-direction and connected to the left side of the front suspension frame unit 211; the right side end of the front suspension unit 213 is hinged to the lower end of the front suspension damping unit 212, and the left side end of the front suspension unit 213 is hinged to the frame first connection portion 51 of the frame 5.

As shown in fig. 5, front suspension mount unit 211 includes a front suspension main mount 2111, a suspension vibration reduction mount 2112, a front suspension tension mount 2113, and a front suspension engine mount; wherein the front suspension engine mount includes a front suspension engine upper mount 2114 and a front suspension engine lower mount 2115.

The front suspension main support 2111 may be any form of support structure, such as an integral piece. In particular to this embodiment 1, the front suspension main bracket 2111 is welded from a plurality of steel pipes, and the suspension vibration reduction mounting bracket 2112, the front suspension tension mounting bracket 2113, and the front suspension engine mounting portion are all connected, in particular welded, to the front suspension main bracket 2111.

In order to increase the rigidity of the front suspension main bracket 2111 and the mounting strength of other parts, the upper part of the front suspension main bracket 2111 adopts a double-column structure which is arranged front and back along the X direction. The front suspension tension mount 2113 spans the double-span structure of the front suspension main support 2111, being mounted directly above the front suspension main support 2111; the suspension vibration reduction mounting frame 2112 is connected to the middle of the double-span structure of the front suspension main bracket 2111 through a support plate, and is particularly positioned at the middle of the left side of the suspension vibration reduction mounting frame 2112; the front suspension engine upper mounting portion 2114 is connected at a position above the rear portion of the front suspension main bracket 2111; the front suspension engine lower mounting portion 2115 is mounted at a position below the rear portion of the front suspension main bracket 2111.

Specifically, the front suspension tension mount 2113 of the present embodiment is a T-shaped strut frame structure.

The cross beam of the T-shaped support plate structure of the front suspension tensioning mounting rack 2113 is arranged along the Y direction and is of a groove structure with a downward opening; the cross beam of the T-shaped support plate structure is buckled and welded on the steel pipe at the rear part of the double-span structure of the front suspension main bracket 2111.

The vertical beams of the T-shaped support plates of the front suspension tensioning mounting frame 2113 are arranged along the X direction and are of a groove structure with upward openings; the bottom surface of the vertical beam of the T-shaped support plate is connected with and welded on a steel pipe at the front part of the double-span structure of the front suspension main bracket 2111; the front end of the vertical beam of the T-shaped support plate is provided with a front suspension tensioning installation part with a double-lug structure, and the front suspension tensioning installation part is used for hinging the lower end of the electric control tensioning assembly 3.

Preferably, the vertical beam central axis of the T-leg of the front suspension tension mount 2113 is located on a bisecting plane of the front suspension main mount 2111 parallel to the XZ plane. The front suspension tensioning mounting part is of a double-via structure.

Further preferably, the vertical beam central axis of the T-leg of the front suspension tension mount 2113 is located on the XZ plane where the output shaft of the engine 1 is located. A front suspension tension mount 2113 is connected at the front end of the engine 1 across the output shaft of the engine 1.

The structure and the installation position of the front suspension tension mounting bracket 2113 and the structure and the installation position of the front suspension main bracket 2111 can enable the front suspension tension mounting bracket 2113 to be stably connected to the engine 1, and the pulling and pushing acting force of the electric control tension assembly 3 is efficiently transmitted to the engine 1.

The front suspension engine upper mounting portion 2114 and the front suspension engine lower mounting portion 2115 are connected to open ends of opposite rear sides of the front suspension main bracket 2111, and each include two symmetrically arranged bushings matching the mounting position of the engine 1, and the symmetry plane is an XZ plane where the output shaft of the engine 1 is located. The front suspension engine upper mounting portion 2114 is located above the front suspension engine lower mounting portion 2115.

The axes of the two bushings of the front suspension engine upper mounting portion 2114 of the present embodiment 1 are disposed in the Y-axis direction, and the axes of the two bushings of the front suspension engine lower mounting portion 2115 of the present embodiment 1 are disposed in the X-axis direction.

The setting of the mounting structure of the front suspension engine mounting part can enable the acting force of lifting and pushing down of the electric control tensioning assembly 3 to be uniformly dispersed at the front end of the engine 1, so that the front end of the engine 1 is prevented from deflecting integrally in the pitching/pitching process, and stable pitching/pitching of the engine 1 and stable separation/combination between the engine and the power transmission assembly 4 are ensured.

Specifically, the structure of suspension vibration reduction mount 2112 is designed to mate with front suspension vibration reduction unit 212. The suspension vibration damping mount 2112 of the present embodiment includes a suspension vibration damping mount boss and suspension vibration damping mount brackets symmetrically welded at both ends of the suspension vibration damping mount boss. The suspension vibration reduction mounting support sleeve is of a horn mouth structure.

The suspension vibration reduction mount 2112 of this embodiment 1 is connected to the-Y direction (left side) middle portion of the front suspension main bracket 2111 by a strut in a direction of which the axis is parallel to the Z axis; the concrete connected position of the support plate is positioned at the periphery of the middle part of the suspension vibration reduction installation shaft sleeve.

As shown in fig. 6 and 7, the front suspension damping unit 212 of the present embodiment includes a damping mass 2121, a damping pad 2122, a damping support sleeve 2123, and a damping center shaft 2124.

The vibration damping center shaft 2124 has a long shaft with screws at both ends, and the outer diameter of the screws is smaller than the diameter of the light beam in the middle part of the vibration damping center shaft 2124.

The inner diameter of the vibration damping support sleeve 2123 is larger than the diameter of the middle part of the light rod of the vibration damping central shaft 2124, and the vibration damping support sleeve 2123 is in clearance fit with the vibration damping central shaft 2124.

The center hole of the damping pad 2122 is not smaller than the diameter of the intermediate portion beam of the damping center shaft 2124.

The damping block 2121 is configured as a stepped column structure with a conical surface connection, and the damping block 2121 is provided with an axial stepped shaft hole at the center. The center hole of the smaller diameter end of the damping block 2121 is larger and matches the outer diameter of the damping support sleeve 2123, preferably the two are in transition fit; the center hole of the damping block 2121 at the larger diameter end is smaller and is in clearance fit with the center portion of the damping center shaft 2124.

A pair of damping blocks 2121 are symmetrically sleeved at the two ends of the damping support sleeve 2123 with the smaller diameter ends opposite, and the damping support sleeve 2123 is capable of axially positioning the two damping blocks 2121.

Preferably, the height of the central hole with larger diameter at the center of the damping block 2121 is not more than half of the axial section of the conical surface part of the damping block 2121, so that the damping block 2121 can generate larger deformation in the axial direction under the action of external force, thereby improving the damping effect.

As shown in fig. 5 and 6, the smaller diameter end of the damping block 2121 is connected to the suspension damping mounting sleeve of the suspension damping mounting frame 2112, and the conical surface of the damping block 2121 is attached to the inner surface of the suspension damping mounting bracket of the suspension damping mounting frame 2112. The larger diameter ends of the two damping blocks 2121 are located outside the connecting ends of the suspension damping mount 2112, respectively. The front suspension damping unit 212 is coaxial with the suspension damping mounting boss.

The outer end of each damping block 2121 is provided with a damping pad 2122, and a damping center shaft 2124 penetrates through the damping pad 2122, the damping block 2121 and the damping support sleeve 2123, and two ends are locked by fasteners to jointly form the front suspension damping unit 212. Front suspension damping unit 212 is ultimately attached to front suspension main bracket 2111 by a damping center shaft 2124 and fasteners at both ends to suspension damping mount 2112.

As shown in fig. 6 and 8, the front suspension unit 213 includes a suspension link sub-unit 2131 and a suspension ball joint sub-unit 2132. Two suspension ball hinge sub-units 2132 are connected to both ends of the suspension link sub-unit 2131, and the suspension ball hinge sub-unit 2132 located on the right is hinged to the lower end of the front suspension damping unit 212, and the suspension ball hinge sub-unit 2132 located on the left is hinged to the frame first connection portion 51 of the frame 5.

Specifically, the frame first connection portion 51 includes a frame first connection portion ear plate of a double ear, an ear hole is provided on the frame first connection portion ear plate, and the front suspension unit 213 is hinged to the frame first connection portion 51 by passing through the suspension ball hinge sub-unit 2132 through a fastening bolt with an optical axis portion.

Specifically, suspension link subunit 2131 includes a suspension link body 21311 and a suspension link plug 21312.

The suspension link body 21311 is of a sleeve structure to reduce weight, and internal threads are provided at both inner ports of the suspension link body 21311.

The suspension link plug 21312 is a pillow block structure. The small shaft end of the suspension link plug 21312 is provided with external threads to match internal threads at the inner port connecting the end of the suspension link body 21311; an internal threaded hole is arranged on the end face of the large shaft end of the suspension connecting rod plug 21312 so as to be matched and connected with the suspension spherical hinge sub-unit 2132.

The suspension ball joint sub-unit 2132 includes a suspension ball joint connection portion, a suspension joint support plate 21321 and a suspension ball bearing 21322. The suspension ball joint connection is provided at one end of the suspension joint support plate 21321 and the suspension ball bearing 21322 is press fit into a central bore in the suspension joint support plate 21321.

The suspension ball joint connection is a rod member with an external thread at one end, which can be detachably connected to the suspension joint support plate 21321.

The suspension ball joint connection portion of this embodiment 1 is integrally formed at one end of the suspension joint support plate 21321. The distal end of the suspension ball joint connection is externally threaded and can be used to connect the suspension ball joint subunit 2132 to the internal threads of the large shaft end of the suspension link plug 21312.

The hanging adapter backing plate 21321 is a lug plate structure. Suspension joint support plate 21321 is provided with suspension joint support plate lugs, and suspension ball bearings 21322 are connected in interference fit with the suspension joint support plate lugs; the suspension ball bearings 21322 at both ends are hinged to the damper center shaft 2124 and the optical axis portion of the fastening bolt of the frame first connecting portion 51 through the shaft holes in the inner portions thereof, respectively.

Specifically, the right suspension ball hinge sub-unit 2132 in the front suspension unit 213 is hinged to the vibration reduction center shaft 2124; the left suspension ball hinge sub-unit 2132 in the front suspension unit 213 can be connected to the optical axis portion of the fastening bolt of the frame first connection portion 51. Two sides of the suspension ball bearing 21322 are respectively provided with a steel pad for clamping and fixing the outer ring of the suspension ball bearing 21322.

Preferably, the suspension ball joint sub-unit 2132 may directly purchase standard components of corresponding specifications, specifically rod end joint bearings.

As shown in fig. 9, the lower suspension assembly 22 includes a lower suspension frame unit 221, a lower suspension frame vibration damping unit, and a lower suspension unit 222, which are sequentially connected. The lower suspension damping unit is connected to the middle of the lower suspension unit 221; the right side end of the lower suspension unit 222 is connected to the left side end of the lower suspension frame damper unit, and the left side end of the lower suspension unit 222 is connected to the frame second connection portion 52 of the frame 5.

Specifically, the lower suspension mount unit 221 includes a lower suspension main mount 2211, a lower suspension damper mount 2212, and a lower suspension engine mount 2213.

In this embodiment 1, the lower suspension main bracket 2211 includes two branch pipes symmetrically V-shaped. In the installed state, the lower suspension main support 2211 is in a horizontal state, and the open end of the V-shaped lower suspension main support 2211 is rearward.

A lower suspension vibration damping bracket 2212 is centrally connected to the top of the V-shape of the lower suspension main bracket 2211 in the Y-axis direction. The structure of the lower suspension vibration mount 2212 is identical to the structure of the suspension vibration mount 2112. The lower suspension damping unit is connected at the lower suspension damping mount 2212.

Preferably, the lower suspension damping mount 2212 has a symmetrical structure, and the symmetry plane is located on a bisecting plane of the main body structure of the lower suspension mount unit 221. The connection structure can ensure that the lower suspension damping unit minimizes transmission of the tilting/pitching motion of the engine 1 to the frame 5.

The lower suspension engine mounting portion 2213 of the present embodiment is two sleeves symmetrically connected to the rear V-shaped open end of the lower suspension main bracket 2211; the two bushings of the underslung engine mount 2213 are coaxially disposed with the axis parallel to the Y-axis, and the underslung engine mount 2213 is configured to mate with a connection structure on the engine 1 at that location.

Preferably, the lower suspension damping unit of embodiment 1 has the same structure as the front suspension damping unit 212.

Preferably, the lower suspension unit 222 of the present embodiment 1 borrows part of the structure of the front suspension unit 213, including one suspension link sub-unit 2131 and one suspension ball joint sub-unit 2132 in the front suspension unit 213.

The right side end of the suspension ball hinge sub-unit 2132 of the lower suspension unit 222 is connected to the left side end of the suspension link sub-unit 2131, and the left side end is hinged to the frame second connection portion 52.

As shown in fig. 14, the frame second connecting portion 52 has a structure similar to the frame first connecting portion 51, and includes a binaural frame second connecting portion ear plate provided with an ear hole, and the lower suspension hanging unit 222 is hinged to the frame second connecting portion 52 by passing through the suspension ball hinge sub-unit 2132 with a fastening bolt having an optical axis portion.

In this embodiment 1, the right end of the suspension link subunit 2131 of the lower suspension unit 222 is directly threaded to the left end of the lower suspension bracket shock absorbing unit.

Preferably, the right end of the suspension link sub-unit 2131 of the lower suspension unit 222 is hinged to the left end of the lower suspension frame vibration reduction unit through an axially arranged ball bearing, so that the lower suspension unit 222 is hinged to both the frame 5 and the engine 1 at both ends, and the lower suspension assembly 22 can ensure that the front end of the engine 1 can move more freely when the front end of the engine 1 moves upward/downward while stably connecting the frame 5 and the engine 1.

As shown in fig. 10, the rear suspension assembly 23 includes a rear suspension frame unit 231, a rear suspension unit 232, and a rear suspension damper unit 233.

Preferably, the main body structure of the rear suspension frame unit 231 is arranged in bilateral symmetry; the pair of rear suspension vibration reduction units 233 are symmetrically connected to the main body structure of the rear suspension frame unit 231, respectively; the open end of each rear suspension damping unit 233 is hinged with one rear suspension unit 232, respectively, and the open end of the rear suspension unit 232 is hinged with the frame 5, specifically at the frame third connecting portion 53.

The two rear suspension units 232 are also symmetrically connected.

The center plane of symmetry of the rear suspension damping unit 233 is the XZ plane in which the output shaft of the engine 1 is located.

As shown in fig. 11, the rear suspension frame unit 231 includes a rear suspension main frame 2311, a rear suspension vibration damping mounting bracket, and a rear suspension engine mounting part. The plurality of rear suspension engine mounts includes a rear suspension engine body mount 2312 and a rear suspension cylinder mount 2313, respectively mounted at respective open ends of the rear suspension main bracket 2311.

The cylinder block 12 is connected to the rear end of the engine body 11.

The structure and position of rear suspension engine block mount 2312 and rear suspension cylinder mount 2313 match the corresponding connection structure arrangement on engine block 11 and cylinder 12.

The rear suspension main support 2311 includes a rear suspension core support, a rear suspension engine front mounting bracket, and a rear suspension engine rear mounting bracket.

The rear end of the rear suspension engine front mounting frame is connected with the front side end of the rear suspension core bracket, and the front end of the rear suspension engine front mounting frame is connected with the rear suspension engine body mounting part 2312; the rear suspension engine body mounting portion 2312 is for connecting the rear portion of the engine body 11.

The front end of the rear mounting frame of the rear suspension engine is connected with the rear side end of the suspension core bracket, and the rear end of the rear mounting frame of the rear suspension engine is connected with the rear suspension cylinder body mounting part 2313; the rear suspension cylinder mounting portion 2313 is used to connect an upper portion of the cylinder 12.

As shown in fig. 11 and 14, the rear suspension vibration reduction mounting bracket of the present embodiment 1 is identical in structure to the suspension vibration reduction mounting bracket 2112 of the front suspension bracket unit 211; the axis of the rear suspension vibration reduction mounting bracket is arranged along the Z axis, and the two rear suspension vibration reduction mounting brackets are arranged in bilateral symmetry and are respectively connected to the middle parts of the left side end and the right side end of the rear suspension core bracket.

The structure of the rear-mounted engine front mount needs to be set according to the installation position and structure of the engine body 11.

As shown in fig. 11, the rear suspension engine front mount of the present embodiment 1 preferably includes two rear suspension engine front mount upper sub-brackets symmetrically disposed left and right in the upper position of the front portion of the rear suspension main bracket 2311, and two rear suspension engine front mount lower sub-brackets symmetrically disposed left and right in the lower position of the front portion of the rear suspension main bracket 2311; the sub-mount on the front mount of the rear mount engine of four upper and lower can be connected to the 4 rear mount engine body mount 2312 to stably connect the engine body 11.

The 4 rear suspension engine body mounting portions 2312 are specifically of a sleeve structure, and are coaxial in the Y-axis direction.

As shown in fig. 11, the rear mount of the rear suspension engine of embodiment 1 preferably has a plurality of rear mount sub-mounts of the rear suspension engine, and specifically includes a rear mount upper sub-mount of the rear suspension engine, a rear mount side sub-mount of the rear suspension engine, and a rear mount lower sub-mount of the rear suspension engine. Rear suspension cylinder mounting portion 2313 is provided in accordance with the mounting structure of cylinder 12, with the rear end of the rear mounting sub-mount being different in position and structure from one rear suspension engine to another. In this embodiment 1, three rear mount engine rear mount sub-mounts are provided in order to stably connect the cylinder block 12 to be specifically connected.

As shown in fig. 10 and 11, rear suspension damping unit 233 includes two sets of rear suspension dampers coaxially connected.

Preferably, each rear suspension damper of embodiment 1 is a borrowed piece and has the same structure as the front suspension damper units 212, except that the damper center shafts 2124 of the two front suspension damper units 212 are replaced with a common rear suspension damper strut 2331.

As shown in fig. 14, preferably, of the coaxially connected rear suspension dampers of each set of rear suspension damper units 233, the lower mounted rear suspension damper is connected within a rear suspension damper mounting bracket (borrowing suspension damper mounting bracket 2112) connected to the rear suspension core bracket; the rear suspension vibration damping mounting bracket (also referred to as a suspension vibration damping mounting bracket 2112) mounted on the upper frame is fixedly connected to an upper beam of the frame 5 which is arranged along the Y axis.

By the design, vibration reduction connection of the rear suspension main support 2311 and the frame 5 can be realized, meanwhile, vibration transmission of the engine 1 to other parts of the aircraft through the frame 5 can be reduced, and reliability of connection of the rear suspension main support 2311 to the engine 1 is improved.

The rear suspension main support 2311 of this embodiment 1 is indirectly connected to the frame 5 through the rear suspension core support, the rear suspension engine front mounting bracket is connected to the engine body 11 and the rear suspension engine rear mounting bracket is connected to the cylinder 12, so that the overall structure of the engine 1 is optimized by connecting the rear suspension frame unit 231 at the rear end, and the influence of various hinge connections performed due to the need for upward/downward movement of the head of the engine 1 on the position stability of the engine 1 in a normal operating state is reduced.

As shown in fig. 10, in the present embodiment, the rear suspension vibration reduction units 233 are vertically connected at the upper position in the rear of the frame 5, and two sets of rear suspension vibration reduction units 233 are symmetrically disposed on both sides of the rear suspension frame unit 231 left and right; each upper rear suspension damping unit 233 is connected to a rear suspension damper mounting bracket on the frame 5, and each lower rear suspension damping unit 233 is connected to a rear suspension damping mounting bracket provided on the rear suspension core bracket.

As shown in fig. 10 and 11, the rear suspension assembly 23 of the present embodiment includes two sets of rear suspension units 232 symmetrically disposed. The structure and connection of each set of rear suspension units 232 is identical to that of front suspension units 213.

Specifically, the inner end of the rear suspension unit 232 is vertically hinged to the lower end of the rear suspension damping unit 233; the outer end of the rear suspension unit 232 is hinged to the frame third connection 53.

The frame third connection part 53 has a structure similar to that of the frame second connection part 52 and the frame first connection part 51, and includes a frame third connection part ear plate of double ears, ear holes are provided on the frame third connection part ear plate, and the rear suspension unit 232 is hinged on the frame third connection part 53 through a fastening bolt with an optical axis part passing through the suspension ball hinge sub-unit 2132.

As shown in fig. 12 and 13, the electronically controlled tensioning assembly 3 includes a tensioning power unit 31, a tensioning guide unit 32, a pre-tensioning suspension mount frame unit 33, and a tensioning power transmission mount unit 34.

In the embodiment 1, the lower end of the tensioning power transmission mounting unit 34 is connected to the tensioning guide unit 32, and the upper end of the tensioning power transmission mounting unit 34 is connected to the decelerator component 41 of the power transmission assembly 4.

The lower end of the tensioning power unit 31 is connected with the upper end of the tensioning front suspension mounting frame unit 33, and the upper end of the tensioning power unit 31 is movably connected with the lower part of the tensioning guide unit 32. The tension power unit 31 is capable of being displaced up/down in the axial direction of the tension guide unit 32 under the guide action of the tension guide unit 32.

The lower end of the tension front suspension mount unit 33 is hinged at a front suspension tension mount 2113 of the front suspension assembly 21.

Specifically, the tensioning power unit 31 of this embodiment 1 includes a tensioning motor 311, a tensioning solenoid valve 312, a motor mounting housing 313, an electrically controlled tensioning sleeve 314, and a motor output transmission portion 315.

The tensioning solenoid valve 312 is connected with the tensioning motor 311; the output shaft of the tensioning motor 311 is connected with a motor output transmission part 315; the tension motor 311 is mounted inside the motor mounting housing 313 together with the motor output transmission 315.

The motor output transmission portion 315 of the present embodiment is specifically a spur gear connected to the output shaft of the tension motor 311.

The lower portion of the motor mounting housing 313 is connected to the tension front suspension mounting frame unit 33, and the upper portion of the motor mounting housing 313 is provided with a motor mounting housing shaft hole. The axis of the motor installation shell shaft hole and the axis of the output shaft of the tensioning motor 311 are arranged in a staggered mode.

Specifically, the pre-tensioning suspension mount unit 33 includes a pre-tensioning suspension mount ear 331; the front tensioning suspension mounting lug 331 is provided with a front tensioning suspension mounting hole 332; the tensioning front mount holes 332 mate with the dual via structure of the front mount tensioning mount on the front mount tensioning mount 2113; the tension front suspension mount unit 33 is hinged to the front suspension tension mount 2113.

The electrically controlled tensioning bushing 314 includes an electrically controlled tensioning bushing block and an electrically controlled tensioning bushing sleeve; the electric control tensioning shaft sleeve seat and the electric control tensioning shaft sleeve can be integrally formed.

The bottom of the electric control tensioning shaft sleeve seat is used as a mounting surface, the shaft center of the electric control tensioning shaft sleeve is aligned with the shaft hole of the motor mounting shell, and the electric control tensioning shaft sleeve 314 is connected to the upper portion of the motor mounting shell 313.

Specifically, the tension guide unit 32 includes a tension guide shaft body 321 and a tension guide transmission portion 322; the upper end of the tensioning guide shaft body 321 is connected with the tensioning power transmission installation unit 34, and the lower end of the tensioning guide shaft body 321 is connected with the tensioning guide transmission part 322.

The tensioning guide shaft body 321 can be inserted into the electric control tensioning shaft sleeve of the electric control tensioning shaft sleeve 314, and the lower end of the tensioning guide shaft body 321 can penetrate through the motor mounting shell shaft hole of the motor mounting shell 313 and enter the motor mounting shell 313.

The tensioning guide transmission portion 322 of this embodiment 1 is specifically a cylindrical screw tooth; the tension guide transmission 322 is capable of meshing with a spur gear of the motor output transmission 315.

When the tensioning electromagnetic valve 312 receives the command of the flight control center, after the tensioning motor 311 is started, the tensioning motor 311 drives the cylindrical spur gear of the motor output transmission part 315 to rotate, and the motor output transmission part 315 and the tensioning guide transmission part 322 form a rotating pair.

On the premise that the position of the tensioning guide unit 32 is relatively fixed, the motor output transmission part 315 can generate displacement along the axial direction of the tensioning guide shaft body 321 relative to the tensioning guide transmission part 322, specifically to the embodiment 1, the displacement is up/down; the tension power unit 31 is displaced up/down, thereby displacing the front suspension tension mount 2113 end of the front suspension assembly 21 correspondingly up/down.

Under the cooperation of the lower suspension assembly 22 and the rear suspension assembly 23, the upward/downward displacement of the front suspension assembly 21 will drive the front end of the engine 1 to generate upward/downward pitching motion relative to the frame 5, so that the output end of the engine 1 can drive the belt pulley 422 of the belt transmission assembly 42 to upward and downward pitch away from the belt 421 to form a rotation pair with the belt 421, and power transmission from the engine 1 to the power transmission assembly 4 is disconnected/started.

Specifically, the tensioning power transmission mounting unit 34 includes a tensioning power transmission mounting bracket 341 and a tensioning power transmission mounting portion 342. The tensioning power transmission mounting unit 34 is used for stably connecting the upper end of the electrically controlled tensioning assembly 3 with the power transmission assembly 4.

The tensioning power transmission mount 341 of this embodiment 1 is a mounting frame structure that matches the decelerator assembly 41 and its peripheral devices, and a tensioning power transmission mount 342 is provided on the tensioning power transmission mount 341. The tensioning power transmission mounting portion 342 is specifically of a shaft hole structure, and the tensioning power transmission mounting portion 342 can be sleeved and fixed on the reducer input shaft 411 of the reducer assembly 41, so that the upper end of the electric control tensioning assembly 3 is fixedly connected with the reducer assembly 41, and the tensioning guide unit 32 is ensured to be fixed relative to the reducer assembly 41.

The engine pitch-and-depression adjustment suspension structure of the embodiment 1 realizes safe and reliable dynamic connection of the engine through a scattered structure. The method comprises the following steps: the front suspension assembly 21 and the lower suspension assembly 22 are respectively fixedly connected with the engine 1 at an upper position and a lower position of the front end of the engine 1 and are hinged with the frame 5; the rear suspension assembly 23 of this embodiment 1 is fixedly coupled to the engine 1 at the rear end of the engine 1 and is hinged and vibration-damped to the frame 5. The structure and the dynamic connection mode can fully ensure free pitching/pitching of the front end of the engine 1 driven by the electric control tensioning assembly 3 in the starting stage, stable connection of the engine 1 and the frame 5 in the normal running state of the engine 1 and reliable power transmission of the power transmission assembly 4.

The engine pitch-and-depression adjusting suspension structure of the embodiment 1 can further effectively reduce the influence of the vibration of the engine 1 on the aircraft body in the flight process through the vibration reduction structure on each suspension assembly, and can effectively optimize the flight characteristics of the aircraft.

Example 2

An aircraft power system.

As shown in fig. 1, the aircraft power system of embodiment 2 includes the engine pitch-control suspension structure of embodiment 1, and the engine 1 and the power transmission assembly 4.

The engine 1 is suspended and connected to the frame 5 in a pitch/pitch adjustable manner by the engine pitch adjustment suspension structure of embodiment 1, and the output end of the engine 1 is connected to the power transmission assembly 4.

The engine pitch-and-tilt adjusting suspension of embodiment 1 can drive the front end of the engine 1 to perform pitch-up/pitch-down movement by lifting/dropping the tensioning power unit 31 in the electric control tensioning assembly 3 thereon, so as to realize the separation/combination of the output end of the engine 1 and the power transmission assembly 4.

The engine pitch-up adjusting suspension structure can realize: the engine 1 is reliably connected to the frame 5, and meanwhile, the output end of the engine 1 can be upward leaned towards the +Z direction and separated from the power transmission assembly 4 in the starting and idling phases of the engine 1, so that the power transmission assembly 4 is prevented from being driven to operate when the engine 1 idles, and invalid mechanical work loss is caused; and when the engine 1 enters normal operation, the output end of the engine 1 is downward bent in the-Z direction and connected with the power transmission assembly 4, so that the aircraft formally enters a take-off state.

Specifically, the power transmission assembly 4 includes a decelerator assembly 41 and a belt drive assembly 42.

The belt transmission assembly 42 in this embodiment 2 employs a belt 421 with an inner race of a wedge-shaped groove structure and a pulley 422 with teeth.

The output end of the engine 1 rotates the pulley 422, and the pulley 422 is engaged with the wedge-shaped groove of the belt 421 through its teeth portion, to transmit the power of the engine 1 to the decelerator assembly 41.

The engine pitch-and-depression adjusting suspension structure of the embodiment 2 can dynamically adjust the front end of the engine 1 to pitch upwards, so that the output shaft of the engine 1 can drive the belt pulley 422 to be separated from the belt 421 in the idle stage, the engine 1 is separated from the power transmission assembly 4, and power is not transmitted to the power transmission assembly 4; when the engine 1 finishes driving and enters a normal working rotation speed, the engine pitching adjustment suspension structure of the embodiment 1 can dynamically adjust the front end of the engine 1 to pitch downwards, drive the belt pulley 422 to be normally meshed with the belt 421, and the engine 1 can normally transmit power to the power transmission assembly 4; the aircraft formally enters a take-off state.

Specifically, this embodiment 2 can control the upward tilting angle of the engine 1 by controlling the rotation angle of the tension motor 311 in embodiment 1 so that the height of the separation of the movable pulley 422 from the belt 421 is controllable.

Preferably, the elevation of the pulley 422 off the belt 421 is 1/3-2/3 of the wedge groove depth of the inner race of the belt 421.

This height setting can make belt pulley 422 can break away from belt 421 thereby break away from power and driven connection, can be by belt 421's inner circle wedge groove side limit when belt pulley 422 drops along with engine 1 output shaft again, accurate whereabouts, with belt 421 meshing.

The wedge groove structure of belt 421 has a wedge groove depth that matches the tooth depth on pulley 422. The inner ring wedge groove depth of the belt 421 of this example 2 was 8mm.

The pulley 422 of this embodiment 2 is separated from the belt 421 by a height of 3mm.

The tensioning motor 311 is controlled to reverse the corresponding return angle, the engine 1 can be controlled to dip down, the belt pulley 422 is meshed with the belt 421, the engine 1 can normally transmit power to the power transmission assembly 4, and the aircraft formally enters a take-off state.

Example 3

An aircraft.

The aircraft disclosed in example 3 comprises an aircraft fuselage and the aircraft power system of example 2, and further comprises a airframe 5.

The aircraft power system of embodiment 2 is disposed inside the aircraft fuselage and is connected to the frame 5 to provide flight power to the aircraft fuselage.

The above is only a preferred embodiment of the present invention, but the scope of the present invention is not limited thereto. Any changes or substitutions that would be readily apparent to one skilled in the art within the scope of the present disclosure are intended to be encompassed within the scope of the present invention. Meanwhile, all equipment with the device is used for expanding the application field and producing the composite technical effect, and belongs to the protection scope of the invention of the device.

Claims (10)

1. An engine pitch-and-tilt adjusting suspension structure for connecting an engine (1) on a frame (5) in a pitch-and-tilt adjusting manner and detachably/jointly connecting the engine with a power transmission assembly (4), is characterized by comprising a suspension assembly (2) and an electric control tensioning assembly (3);

the suspension assembly (2) comprises a front suspension component (21), a lower suspension component (22) and a rear suspension component (23);

The front suspension assembly (21) and the lower suspension assembly (22) are respectively connected to the upper part and the lower part of the front end of the engine (1) and hinged with the frame (5); the rear suspension assembly (23) is fixedly connected with the rear end of the engine (1) and is movably connected with the frame (5);

the upper end of the electric control tensioning assembly (3) is fixedly connected with the power transmission assembly (4), and the lower end of the electric control tensioning assembly (3) is movably connected with the upper end of the front suspension assembly (21); the electric control tensioning assembly (3) can drive the front end of the engine (1) to generate pitching movement through the front suspension assembly (21).

2. The engine pitch-and-roll adjustment suspension structure according to claim 1, characterized in that the front suspension assembly (21) comprises a front suspension frame unit (211), a front suspension vibration damping unit (212) and a front suspension unit (213) connected in sequence; the open end of the front suspension frame unit (211) is connected with the front end of the engine (1); the open end of the front suspension hanging unit (213) is movably connected with the frame (5).

3. The engine pitch-and-roll adjustment suspension structure of claim 2, wherein the front suspension damping unit (212) comprises a damping block (2121), a damping support sleeve (2123) and a damping center shaft (2124); the two vibration reduction blocks (2121) are symmetrically connected to the vibration reduction support sleeve (2123); the vibration reduction center shaft (2124) is connected with the vibration reduction block (2121) and the vibration reduction support sleeve (2123) in a penetrating mode.

4. An engine pitch-and-roll adjustment suspension structure according to claim 3, characterized in that the front suspension unit (213) comprises a suspension link sub-unit (2131) and a suspension ball joint sub-unit (2132); the two suspension spherical hinge sub-units (2132) are connected to the two ends of the suspension connecting rod sub-unit (2131), and the two suspension spherical hinge sub-units (2132) are hinged with the front suspension vibration reduction unit (212) and the frame (5) respectively.

5. The engine pitch-adjusting suspension structure according to claim 1, wherein the lower suspension assembly (22) includes a lower suspension frame unit (221), a lower suspension frame vibration damping unit, and a lower suspension frame unit (222) connected in this order; the open end of the lower suspension frame unit (221) is connected with the engine (1); the middle part of the lower suspension frame unit (221) is connected with the lower suspension frame vibration reduction unit; two ends of the lower suspension unit (222) are respectively hinged with the lower suspension frame vibration reduction unit and the stand (5).

6. The engine pitch-adjusting suspension structure according to claim 1, wherein the rear suspension assembly (23) includes a rear suspension frame unit (231), a rear suspension unit (232), and a rear suspension vibration damping unit (233); the rear suspension frame unit (231) includes a rear suspension core mount; the rear suspension vibration reduction units (233) are symmetrically connected to two sides of the rear suspension core support; the open ends of the rear suspension hanging units (232) are respectively hinged with the stand (5).

7. The engine pitch-and-roll adjustment suspension structure according to claim 1, characterized in that the electrically controlled tensioning assembly (3) comprises a tensioning power unit (31) and a tensioning guide unit (32); the tensioning power unit (31) can do linear motion along the axial direction of the tensioning guide unit (32).

8. The engine pitch-and-roll adjustment suspension structure of claim 7, wherein the tensioning power unit (31) comprises a tensioning motor (311) and a motor output transmission (315); the motor output transmission part (315) is connected with the output end of the tensioning motor (311);

The tensioning guide unit (32) comprises a tensioning guide shaft body (321) and a tensioning guide transmission part (322); the tensioning guide transmission part (322) is connected to the lower end of the tensioning guide shaft body (321); the motor output transmission part (315) and the tensioning guide transmission part (322) can form a rotating pair, so that the tensioning power unit (31) moves up and down along the axial direction of the tensioning guide shaft body (321).

9. An aircraft power system, characterized by comprising an engine pitch-control suspension according to any one of claims 1-8, further comprising the engine (1) and a power transmission assembly (4); the engine pitch-up and pitch-down adjusting suspension structure can adjust the front end of the engine (1) to generate pitch-up and pitch-down, so that the engine (1) and the power transmission assembly (4) are separated/combined.

10. An aircraft, characterized by comprising an aircraft power system according to claim 9, further comprising an aircraft fuselage and a frame (5); the aircraft power system is arranged inside the aircraft body and connected with the frame (5), and the aircraft power system can provide flight power for the aircraft body.