WO2019105219A1 - 飞机发动机吊挂及其吊挂盒段 - Google Patents

飞机发动机吊挂及其吊挂盒段 Download PDF

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Publication number
WO2019105219A1
WO2019105219A1 PCT/CN2018/115170 CN2018115170W WO2019105219A1 WO 2019105219 A1 WO2019105219 A1 WO 2019105219A1 CN 2018115170 W CN2018115170 W CN 2018115170W WO 2019105219 A1 WO2019105219 A1 WO 2019105219A1
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WIPO (PCT)
Prior art keywords
upper wall
plate
panel
hanging box
suspension
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Application number
PCT/CN2018/115170
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English (en)
French (fr)
Inventor
栾涛
张鹏飞
吴剑飞
冒颖
胡元元
章仕彪
Original Assignee
中国商用飞机有限责任公司
中国商用飞机有限责任公司上海飞机设计研究院
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Application filed by 中国商用飞机有限责任公司, 中国商用飞机有限责任公司上海飞机设计研究院 filed Critical 中国商用飞机有限责任公司
Publication of WO2019105219A1 publication Critical patent/WO2019105219A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/04—Aircraft characterised by the type or position of power plants of piston type
    • B64D27/06—Aircraft characterised by the type or position of power plants of piston type within, or attached to, wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft
    • B64D27/402—Arrangements for mounting power plants in aircraft comprising box like supporting frames, e.g. pylons or arrangements for embracing the power plant

Definitions

  • the invention relates to the field of aircraft structural design, in particular to the structural design of an aircraft engine suspension, in particular a hanging box segment therein.
  • Engine suspension is the connection between the aircraft's engine and the aircraft's wing (or fuselage).
  • the engine suspension includes a hanging cassette section to provide load on the engine load and also provides a pipeline path between the engine and various systems of the aircraft, such as fuel lines, hydraulic fluid lines, electrical lines, and the like.
  • Figure 1 shows a prior art engine suspension structure.
  • the engine suspension 1 of the aircraft typically includes a hanging box segment 10.
  • the engine suspension 1 further includes components such as an upper fairing 20, a hanging trailing edge 30 and a duct rectification structure 40, thereby hoisting the engine.
  • Pneumatic rectifying components such as the upper fairing 20, the hanging trailing edge 30, and the duct rectifying structure 40 are usually connected to the hanging box segment 10, and the function thereof is mainly to rectify the flowing airflow, and is not used as the main load bearing structure.
  • the load transfer of the engine and the wing control is mainly achieved by the hanging box section 10
  • the suspension-wing connection 50 of the engine suspension 1 and the suspension-engine connection 60 is mainly disposed on the hanging box section 10.
  • Figures 2 and 3 show the construction of the hanging box section 10 of the engine suspension 1, wherein the upper fairing 20, the hanging trailing edge 30 and the duct rectifying structure 40 are omitted for clarity of construction. Equal rectification components.
  • the hanging box section 10 includes an upper wall panel 11, a bottom plate 13 disposed substantially opposite the upper wall panel 11, and two side wall panels 12 connected to the upper wall panel 11 Between the bottom plate 13.
  • an upper joint 51 is formed on the upper wall panel 11, and a rear joint 52, an upper joint 51 and a rear joint 51 are formed at a rear end of the hanging box section 10, that is, a rear end with respect to the heading of the aircraft.
  • the middle joint 52 constitutes at least a portion of the suspension-wing connection 50.
  • a front mounting section 61 is formed at a front end of the hanging box section 10, that is, a front side with respect to the heading of the aircraft, and a rear mounting section 62, a front mounting section 61 and a front mounting section 61 are formed on the bottom plate 13.
  • the rear mounting section 62 constitutes at least a portion of the suspension-engine connection 60.
  • the upper joint 51 and the middle joint 52 are connected to the wing (or the fuselage), and the front mounting section 61 and the rear mounting section 62 are connected to the engine of the aircraft, whereby the load of the engine is before
  • the mounting section 61 and the rear mounting section 62 are passed through the bottom plate 13, the side wall panel 12 and the upper wall panel 11 of the hanging box section 10, and are then transferred by the upper joint 51 and the intermediate joint 52 to the aircraft wing or fuselage.
  • Figure 4 shows a partial cutaway view of the hanging box section 10, in particular a section of the vicinity of the upper joint 51 of the hanging box section 10.
  • a reinforcing frame 14 is provided at a position corresponding to the upper joint 51 inside the hanging box section 10, and the reinforcing frame 14 is connected to the upper wall panel 11, the side wall panel 12, and the bottom panel 13.
  • arrow A represents the heading of the aircraft
  • arrow B represents the vertical direction perpendicular to the heading of the aircraft
  • arrow 70 represents the load applied to the upper joint 51.
  • the load 70 applied to the joint 51 is at an angle to the heading A and can be decomposed into a heading load 71 and a vertical load 72, which are also applied to the upper wall panel 11, the side wall panel 12 and the bottom panel 13.
  • the deformation caused by the load of the engine in various parts of the hanging box section 10 is shown by solid thick arrows in FIG.
  • the heading load 71 is completely transmitted in the extending direction of the respective wall plates in the upper wall panel 11, the side wall panel 12, and the bottom panel 13, and thus the in-plane tensile deformation 21 is caused in these wall panels.
  • the vertical load 72 is also transmitted in the direction in which the side wall panel 12 extends in the side wall panel 12, thus also causing the in-plane tensile deformation 21 of the side wall panel 12, and for the bottom panel 13, the vertical load 72 It is transmitted to the bottom plate 13 via the reinforcing frame 14, and a folding angle is provided at the connection region of the bottom plate 13 and the reinforcing frame 14, so that the vertical load 72 transmitted to the bottom plate 13 is also partially transmitted along the extending direction of the bottom plate 13, Thereby, in-plane tensile deformation is also caused in the bottom plate 13.
  • the vertical load 72 is applied on the upper wall panel 11 in a direction perpendicular to the upper wall panel 11, and thus will cause the panel to deform 22 in the vertical direction.
  • the inventors of the present invention have studied the results of a flat plate having a length of 1 m, a width of 0.3 m, and a thickness of 0.06 m, and the vertical deformation caused by the same size of the load is 1111 times that of the in-plane deformation, and the dangling The maximum stress caused by deformation is 100 times the stress caused by in-plane deformation.
  • the inventors of the present invention have found that in the conventional engine suspension 1, the stress in the upper wall panel 11 is large, and thus the risk of the upper wall panel 11 being destroyed is greater, so the existing engine suspension 1 The structure still needs further improvement.
  • the present invention has been made based on the above-discussed research findings in order to solve the above-described technical problems existing in the prior art.
  • SUMMARY OF THE INVENTION It is an object of the present invention to provide a hanging box segment having an improved structure, which has a more excellent structural strength, which makes the hanging box segment and the engine including the hanging box segment more safe to hang and has a longer service life. .
  • a hanging box segment includes: a body; a suspension-engine connection portion formed on the body, and an engine of the aircraft is coupled to the hanging box segment by a suspension-engine connection; a suspension-wing connection, the suspension-wing connection is formed on the body, and the hanging box segment is coupled to the wing or fuselage of the aircraft by a suspension-wing connection.
  • the body of the hanging box segment comprises: an upper wall plate; a bottom plate disposed opposite the upper wall plate; and a side wall plate connected between the upper wall plate and the bottom plate, wherein
  • the upper wall panel is formed by combining at least two panel portions, formed into a convex configuration, and the suspension-wing connection portion includes an upper joint disposed on the upper wall panel.
  • the convex configuration of the upper wall panel causes the load carried by the upper joint to be transmitted to the respective panel portions and transmitted in the plane of the respective panel portions, thereby being in each of the panel portions What is caused is the in-plane tensile deformation. Therefore, the hanging box segment of the present invention can carry a larger load, the overall structural strength is improved, and the service life is also extended.
  • the vertical height of the upper joint is preferably in the range of 150 to 216 mm, depending on the size of the upper joint and the installation space.
  • the upper joint is positioned along the heading of the aircraft at a position in the same vertical plane as the load of the engine. This heading position of the upper joint minimizes the overall load of the hanging box segment.
  • a platform is provided at the top end of the upper wall panel, and the upper joint is fixedly or detachably mounted on the platform.
  • the upper joint can be mounted on the platform by welding, bolting, or the like.
  • the upper wall panel includes four triangular plate portions that are connected to each other, respectively, an upper wall plate front plate portion, an upper wall plate rear plate portion, an upper wall plate left plate portion, and an upper wall plate right portion. Board department.
  • the upper wall plate rear plate portion, the upper wall plate left plate portion and the upper wall plate right plate portion are formed as an integral component, and the upper wall plate front plate portion is detachably integrated with The parts are connected. This connection of the panels facilitates maintenance while maintaining the strength properties of the upper panels at an acceptable level.
  • the upper wall panel includes two plate portions, namely, an upper wall plate front plate portion and an upper wall plate rear plate portion, and the upper wall plate front plate portion and the upper wall plate rear plate portion are connected along the heading of the aircraft. .
  • the upper wall panel is detachably coupled to the side wall panels for ease of maintenance.
  • suspension-engine connection portion in the hanging box section of the present invention comprises: a front mounting section, the front mounting section being disposed at a front end of the body along the heading of the aircraft; and a rear mounting section, the rear mounting section being disposed on the bottom plate; and / or
  • the sling-wing connection also includes a center joint that is disposed at the rear end of the body along the heading of the aircraft.
  • the invention also relates to an aircraft engine suspension comprising a hanging box segment as described above and at least one pneumatic rectifying member attached to the hanging box segment.
  • Figure 1 shows a perspective view of a prior art engine suspension.
  • Figure 2 is a perspective view of the hanging box section of the engine shown in Figure 1.
  • Figure 3 shows another perspective view of the hanging box segment shown in Figure 2.
  • Figure 4 shows a partial cutaway view of the hanging box segment of Figure 2, schematically showing the load distribution on various portions of the hanging box segment.
  • Figure 5 shows a perspective view of a hanging box segment in accordance with the present invention.
  • Fig. 6 is a view showing the load on the upper joint, the upper wall front panel portion and the upper wall rear panel portion of the hanging box section shown in Fig. 5.
  • Figure 7 shows schematically the different vertical heights that the upper joint of the hanging box section can take.
  • Figure 8 is a graph showing the relationship between different joint height positions and the ratio of wall load-up joint load.
  • Figure 9 shows schematically the cantilever structure of the hanging box segment.
  • Figure 10 is a schematic illustration of the different positions along the heading of the aircraft that the upper joint of the hanging box segment can take.
  • Figure 11 shows a radar diagram plotted against the loads at different locations along the heading of the aircraft shown in Figure 10.
  • Fig. 12 is a view schematically showing the manner of connection of the respective plate portions of the upper wall panel of the hanging box section according to the present invention.
  • Figure 13 is a partial enlarged view of the upper wall panel of the hanging box section according to the present invention, specifically showing the mounting structure of the upper joint.
  • Figure 14 is a schematic plan view of an upper wall panel comprising three panel portions and seven panel portions.
  • Figure 15 is a perspective view of another example of a hanging box segment of the present invention, wherein the upper wall panel includes two panel portions.
  • Figure 16 is a perspective view of still another example of the hanging box segment of the present invention, wherein the upper wall panel includes six panel portions.
  • FIG. 5 shows a top perspective view of the hanging box segment 100 in an engine suspension in accordance with the present invention.
  • the hanging box segment 100 includes an upper wall panel 120, a bottom panel (not shown in FIG. 5), and a side panel portion 130 coupled between the upper wall panel 120 and the bottom panel.
  • An upper joint 110 is disposed on the upper wall panel 120, and a front mounting section 140 and a middle joint 150 are respectively disposed at both ends of the hanging box section 100.
  • a rear mounting section is also provided on the bottom plate of the hanging box section 100, as in the conventional hanging box section.
  • the upper wall panel 120 is a structure in which a plurality of plate portions are combined to form a projection.
  • the upper wall panel 120 includes four triangular plate portions, respectively an upper wall panel front panel portion 121, an upper wall panel rear panel portion 122, an upper wall panel left panel portion 123, and an upper wall.
  • the upper plate portion 124 and the upper joint 110 are located at positions where the plate portions meet each other.
  • the upper wall front plate portion 121 and the upper wall rear plate portion 122 of Fig. 6 schematically illustrate the transfer of the load acting on the upper joint 110 on the upper wall plate 120 as an example.
  • the upper joint load 200 acting on the upper joint 110 is at an angle to the horizontal direction.
  • the analysis shows that the direction of the front plate portion load component 211 of the upper joint load 200 on the upper wall plate front plate portion 121 is along the extending direction of the upper wall plate front plate portion 121, and the upper joint load 200 is at the upper wall plate rear plate portion 122.
  • the direction of the upper rear plate portion load component 212 is along the extending direction of the upper wall plate rear plate portion 122.
  • the upper wall front plate portion 121 and the upper wall plate rear plate portion 122 carry most of the upper joint load 200, and the upper wall plate left plate portion 123 and the upper wall plate right plate portion 124 serve to strengthen, substantially no or only A small amount of load.
  • the direction is also along the extending direction of the upper wall plate left plate portion 123 and the upper wall plate right plate portion 124, respectively.
  • the upper wall panel 120 is constituted by a plurality of plate portions (for example, four triangular plate portions shown in the drawing) to constitute a convex configuration, so that the load transmitted by the upper joint 110 is transmitted.
  • the in-plane tensile deformation is caused in each of the plate portions.
  • the upper wall panel 120 of the hanging box segment 100 of the present invention is formed by a plurality of plate portions forming a convex structure, and the upper joint 110 is positioned at a position where the respective plate portions meet each other, thus relative to the existing hanging box segment
  • the upper joint 110 of the present invention is in an elevated height position which is the vertical height of the upper joint 110.
  • Fig. 7 schematically shows the upper joint 110 at different vertical height positions, wherein the upper wall panel 11 of the prior art is indicated by a solid line, and the upper wall front panel portion of the upper wall panel 120 of the present invention is indicated by a broken line.
  • the solid arrow indicates the load 200 applied to the upper joint 110 having the front plate portion load component 211 transmitted along the upper wall plate front plate portion 121 and along The rear plate portion load component 212 transmitted by the siding rear plate portion 122.
  • the front plate portion load component 211 and the rear plate portion load component 212 are correspondingly lowered.
  • the joint ideal height Hu is approximately 1147 mm.
  • the upper joint 110 cannot reach the ideal height Hu of the joint, but can only reach the height H1 of the upper surface of the fairing of the upper fairing.
  • the fairing upper surface height H1 is typically approximately 216 mm.
  • Figure 8 shows a graph reflecting the relationship between different joint height positions and the ratio of wall load to upper joint load.
  • the front plate portion load component 211 and the rear plate portion load component 212 are gradually lowered, and when reaching the joint ideal height Hu, the front plate portion The load component 211 is equal to the upper joint load 200 and the rear plate portion load component 212 is zero.
  • the front plate portion load component 211 is approximately 1.89 times the upper joint load 200
  • the rear plate portion load component 212 is approximately 1.122 times the upper joint load 200.
  • the height position of the upper joint 110 should not be lower than the joint height lower limit Hd.
  • the joint height lower limit Hd is approximately 150 mm.
  • the front plate portion load component 211 is approximately 2.134 times the upper joint load 200
  • the rear plate portion load component 212 is approximately 1.36 times the upper joint load 200.
  • the preferred height position of the upper joint 110 in the hanging box section 100 is between the fairing upper surface height H1 (about 216 mm) and the joint height lower limit Hd (about 150 mm).
  • the position of the upper joint 110 on the upper wall 120 in the heading of the aircraft also has a significant effect on the load performance of the hanging box segment 100.
  • the engine is carried by the front mounting section 140 and the rear mounting section 160, the center of gravity of which is at the intersection of the respective extension directions of the loads at the front mounting section 140 and the rear mounting section 160, with arrows in FIG. 221 denotes the load of the engine.
  • the hanging box segment 100 transfers the load 221 of the engine to the wing or fuselage through the upper joint 110, the middle joint 150 and the diagonal strut 170.
  • the entire hanging box segment 100 can similarly be considered a cantilever beam, wherein the portion in the same vertical plane of the load 221 of the engine corresponds to the free end 231 of the cantilever beam, while the upper joint 110, the middle joint 150, and The combination of the diagonal strut 170 corresponds to the root 232 of the cantilever beam.
  • the load transfer form of the hanging box segment 100 is more complicated.
  • the diagonal strut 170 has three load transfer positions, wherein, for example, the upper joint 110 increases the load position of the cantilever, thereby improving its strength performance, but on the other hand, the setting of the upper joint 110 also increases the load at the local position, thereby reducing Strength performance. Therefore, a more in-depth analysis of the position of the upper joint 110 along the heading is required to determine the position of the upper joint along the heading that is optimal for load performance.
  • the present invention selects four positions along the heading and compares them with the heading position Lt of the upper joint 51 in the existing hanging box section 10.
  • the four positions are: a heading position lo in the same vertical plane as the upper joint 51 in the existing hanging box section 10, an intermediate position Lm of the upper wall panel 120, and the same vertical load as the engine load 221 The position Le in the plane and the position Lf at the front mounting section 140.
  • Figure 11 shows the load corresponding to each heading position in the form of a radar chart.
  • the radial straight lines indicated by 110, 140, 150, 160, 170, 121, 122 are indicated in the upper joint 110, the front mounting joint 140, the middle joint 150, the rear mounting joint 160, the diagonal strut 170, and the upper wall plate.
  • the load transmitted in the plate portion 121 and the upper wall plate rear plate portion 122, the five closed polygons correspond to the position Lt of the upper joint 51 in the existing hanging box segment 10 in the heading direction and the above-mentioned upper joint to the present invention
  • the selected four heading positions Lo, Lm, Le, and Lf, and the vertices of the five closed polygons are the magnitudes of the loads at the corresponding positions, wherein the closer to the circle, the smaller the corresponding load.
  • the load therein is continuously reduced.
  • the load change does not follow the law of increasing or decreasing. It can be seen that during the movement of the upper joint 110 of the hanging box segment 100 from the corresponding position of the upper joint 51 of the prior art hanging box segment 10 toward the front mounting portion 140, the load variation laws of different portions are not the same.
  • the area of the hanging box segment 100 is evaluated using the area enclosed by the five closed polygons in the radar chart shown in Fig. 11 as an index.
  • Table 1 shows the relative proportions of the area of five closed polygons (where the area of Le is 1):
  • the overall load of the hanging box segment 100 is minimal, i.e., the heading position Le is the preferred position of the hanging box segment 100. .
  • One type of attachment of the upper wall panel 120 is that the individual panel portions are integrally joined together.
  • a single piece of sheet material may be subjected to a treatment such as forging, machining, etc. to form a raised configuration as shown in FIG. 12, the raised structure including an upper wall front panel portion 121, an upper wall panel rear panel portion 122, The upper wall plate left plate portion 123 and the upper wall plate right plate portion 124.
  • Another connection manner of the upper wall panel 120 is that the upper wall panel front panel portion 121, the upper panel rear panel portion 122, the upper panel left panel portion 123, and the upper panel right panel portion 124 are detachably coupled together.
  • the four panels are detachably connected together by bolts.
  • the strength performance is optimal, but in the maintenance, the entire upper wall panel 120 needs to be installed and disassembled, so that it is not easy to disassemble. It is not easy to repair.
  • any one or more of the panel portions can be flexibly selected according to maintenance requirements, thereby facilitating maintenance.
  • the respective plate portions are detachably coupled together by members such as bolts, the upper wall plate formed by the detachably connected plate portions is formed as compared with the upper wall plate 120 formed integrally. The strength performance of 120 is significantly reduced.
  • the present invention provides a partially detachable solution.
  • the upper wall plate rear plate portion 122, the upper wall plate left plate portion 123, and the upper wall plate left plate portion 123 are integrally formed, and the upper wall plate front plate portion 121 is detachably attached to the upper plate member by bolts or the like.
  • the integral members formed by the siding rear plate portion 122, the upper wall plate left plate portion 123, and the upper wall plate right plate portion 124 are joined together as shown in FIG.
  • the resulting upper wall panel 120 is easier to maintain, while the upper panel rear panel portion 122, the upper panel rear panel portion 123, and the upper panel panel right panel portion 124 are more easily maintained. Formed integrally, it is ensured that the strength performance of the upper wall panel 120 is maintained at a certain level.
  • the upper wall panel 120 and the side wall panel 130 may be integrally formed, or may be detachably coupled together, for example, by bolts or the like. From the standpoint of ease of maintenance, it is preferred that the upper wall panel 120 and the side wall panel 130 are detachably coupled together.
  • the upper wall panel 120 is formed in the form of a projection, and a platform 125 is required at the top end of the upper wall panel 120 for mounting the upper joint 110.
  • the upper joint 110 may be attached to the upper wall panel 120 by welding, or may be detachably mounted to the upper wall panel 120 by fasteners such as bolts.
  • Figure 14 shows a schematic top view of an upper wall panel 120 comprising three panel portions and an upper wall panel 120 comprising seven panel portions, wherein arrow A indicates the heading of the aircraft and arrow C indicates the lateral direction of the aircraft. . It can be seen that in the case of an odd number of plate portions such as three, seven, etc., at least one of the front mounting section 140 and the middle joint 150 is set to withstand an oblique load, which increases the hanging box The overall load level of segment 100.
  • an upper wall panel 120 including two plate portions i.e., a rectangular upper wall panel front panel portion 121 and an upper panel rear panel portion 122
  • an upper wall panel 120 including six panel portions as an example of the case of an even number of boards. It can be seen that in the case where the upper wall panel 120 is composed of an even number of plate portions, it is ensured that the load directions of the front mounting section 140 and the middle joint 150 coincide with the heading A.
  • the upper wall panel 120 is formed by splicing two rectangular plate portions or four triangular plate portions.

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Abstract

一种飞机发动机吊挂及其吊挂盒段（100），吊挂盒段（100）包括：本体；形成在本体上的吊挂-发动机连接部和吊挂-机翼连接部，飞机的发动机通过吊挂-发动机连接部连接到吊挂盒段（100），吊挂盒段（100）通过吊挂-机翼连接部连接到飞机的机翼或机身上。吊挂盒段的本体包括：上壁板（120）；底板，该底板与上壁板（120）相对地设置；以及侧壁板（130），该侧壁板（130）连接在上壁板（120）和底板之间，其中，上壁板（120）由至少两个板部组合而成，形成为凸起的构造。

Description

飞机发动机吊挂及其吊挂盒段 技术领域
本发明涉及飞机结构设计领域，具体涉及飞机发动机吊挂、特别是其中的吊挂盒段的结构设计。
背景技术
发动机吊挂是飞机的发动机与飞机的机翼(或机身)之间的连接结构。发动机吊挂包括吊挂盒段，以提供对发动机载荷的承载，并且还提供发动机与飞机的各个系统之间的管线通路、例如燃油管路、液压液体管路、电气线路等。
图1示出了一种现有技术的发动机吊挂的结构。如图1所示，飞机的发动机吊挂1通常包括吊挂盒段10。此外，为了使发动机吊挂的整体结构能够满足一定的气动外形的要求，发动机吊挂1还包括上部整流罩20、吊挂后缘30和涵道整流结构40等部件，由此为发动机吊挂1整体提供良好的气动外形，如图1所示。上部整流罩20、吊挂后缘30、涵道整流结构40等气动整流部件通常连接在吊挂盒段10上，其作用主要是对流过的气流进行整流，并不作为主要的载荷承载结构。
换言之，在发动机吊挂1中，发动机和机翼控制件的载荷传递主要是通过吊挂盒段10来实现的，发动机吊挂1的吊挂-机翼连接部50和吊挂-发动机连接部60主要是设置在吊挂盒段10上。
图2和3示出了发动机吊挂1的吊挂盒段10的结构，其中，为了更清楚的示出其结构，省去了上部整流罩20、吊挂后缘30和涵道整流结构40等整流部件。
如图2和3所示，吊挂盒段10包括上壁板11、与上壁板11大致相对地设置的底板13、以及两个侧壁板12，侧壁板12连接在上壁板11和底板13之间。
如图2所示，在上壁板11上形成有上接头51，在吊挂盒段10的后端、即相对于飞机的航向位于后方的那一端上形成有中接头52，上接头51和中接头52构成吊挂-机翼连接部50的至少一部分。如图3所示，在吊挂盒段10的前端、即相对于飞机的航向位于前方的那一端上形成有前安装节61，在底板13上形成有后安装节62，前安装节61和后安装节62构成吊挂-发动机连接部60的至少一部分。
具体来说，在安装状态下，上接头51和中接头52连接在机翼(或者机身)上，前安装节61和后安装节62与飞机的发动机相连接，由此，发动机的载荷从前安装节61和后安装节62经吊挂盒段10的底板13、侧壁板12和上壁板11，再由上接头51和中接头52传递到飞机机翼或机身上。
图4示出了吊挂盒段10的局部剖切图，具体是在吊挂盒段10的上接头51附近部分的剖切图。如图4所示，在吊挂盒段10内部与上接头51相对应的位置处设有加强框14，该加强框14与上壁板11、侧壁板12和底板13相连接。
研究表明，在安装状态下，上壁板11、侧壁板12和底板13在与加强框14相连接的区域处承载了大部分的载荷。在图4中，箭头A代表飞机的航向，箭头B代表与飞机的航向相垂直的垂向，箭头70则表示施加在上接头51上的载荷。可以看到，施加在接头51上的载荷70与航向A呈一定的角度，并且可以分解成航向载荷71和垂向载荷72，进而在上壁板11、侧壁板12和底板13上也施加有垂向和航向的载荷。在图4中以实心的粗箭头示出了发动机的载荷在吊挂盒段10的各个部分中引起的变形。其中，航向载荷71完全是在上壁板11、侧壁板12和底板13内沿着各个壁板的延伸方向传递，因此在这些壁板中引起面内拉压变形21。而垂向载荷72在侧壁板12中也是沿侧壁板12的延伸方向传递的，因此也引起侧壁板12的面内拉压变形21，而对于底板13来说，该垂向载荷72经由加强框14传递到底板13，而在底板13与加强框14的连接区域处设置有折角，因此传递到底板13处的垂向载荷72也被部分地沿着底板13的延伸方向被传递，从而在底板13中也引起面内拉压变形。但是，垂向载荷72在上壁板11上是沿垂直于上壁板11的方向施加的，因此将引起壁板垂直方向变形22。
由此，从以上分析中可以看到，在上壁板11上会有明显的壁板垂直方向变形22，而在其它壁板上则主要是面内拉压变形21。对于板状结构来说，面内拉压变形21在板状结构中引起的应力将远远小于壁板垂直方向变形22所引起的应力。本发明的发明人以长1米、宽0.3米、厚0.06米的平板为对象的研究结果显示，在相同大小的载荷下，所引起的垂向变形是面内变形的1111倍，而该垂向变形所引起的最大应力是面内变形所引起的应力的100倍。由此，本发明的发明人发现，在现有的发动机吊挂1中，上壁板11中的应力较大，因此上壁板11被破坏的风险更大，因此现有的发动机吊挂1的结构仍需要进一步地改进。
发明内容
本发明是基于以上所述的研究发现，为解决现有技术中所存在的上述技术问题而做出的。本发明的目的是提供一种具有改进的结构的吊挂盒段，使其具有更加优良的结构强度，使吊挂盒段以及包括该吊挂盒段的发动机吊挂更加安全，使用寿命更长。
根据本发明的吊挂盒段包括：本体；吊挂-发动机连接部，该吊挂-发动机连接部形成在本体上，且飞机的发动机通过吊挂-发动机连接部连接到吊挂盒段；以及，吊挂-机翼连接部，该吊挂-机翼连接部形成在本体上，且吊挂盒段通过吊挂-机翼连接部连接到飞机的机翼或机身上。在本发明中，吊挂盒段的本体包括：上壁板；底板，该底板与上壁板相对地设置；以及侧壁板，该侧壁板连接在上壁板和底板之间，其中，上壁板由至少两个板部组合而成，形成为凸起的构造，并且，吊挂-机翼连接部包括设置在上壁板上的上接头。
在根据本发明的吊挂盒段中，上壁板的凸起的构造使得由上接头承载的载荷传递到各个板部中，并在各板部的面内传递，由此，在各板部中引起的是面内拉压变形。因此，本发明的吊挂盒段可以承载更大的载荷，其整体结构强度得到提高，使用寿命也得到了延长。
根据上接头的尺寸以及安装空间的，该上接头的垂向高度较佳地是在150～216mm的范围内。
较佳地，上接头沿飞机的航向定位在与发动机的载荷处于同一竖直平面内的位置处。上接头的该航向位置使吊挂盒段的整体载荷最小。
在本发明的结构中，在上壁板的顶端设置有平台，上接头固定地或可拆卸地安装在平台上。例如，上接头可通过焊接、螺栓连接等方式安装在该平台上。
在一种较佳的实例中，上壁板包括互相连接在一起的四个三角形板部，分别为上壁板前板部、上壁板后板部、上壁板左板部和上壁板右板部。
进一步较佳地，在这四个板部中，上壁板后板部、上壁板左板部和上壁板右板部形成为一体的部件，上壁板前板部可拆卸地与一体的部件相连接。板部的该连接方式可便于进行维修，同时又能够保持上壁板的强度性能保持在可 接受的水平上。
在另一种实施例中，上壁板包括两个板部，即上壁板前板部和上壁板后板部，上壁板前板部和上壁板后板部沿飞机的航向连接在一起。
较佳地，上壁板与侧壁板可拆卸地连接，以便于进行维修。
此外，本发明的吊挂盒段中的吊挂-发动机连接部包括：前安装节，前安装节设置在本体的沿飞机的航向的前端；以及后安装节，后安装节设置在底板上；和/或
吊挂-机翼连接部还包括中接头，中接头设置在本体的沿飞机的航向的后端。
本发明还涉及一种飞机发动机吊挂，其包括如上所述的吊挂盒段以及连接在该吊挂盒段上的至少一个气动整流部件。
附图说明
图1示出了一种现有技术的发动机吊挂的立体图。
图2示出了图1所示发动机吊挂的吊挂盒段的立体图。
图3示出了图2所示的吊挂盒段的另一立体图。
图4示出了图2所示吊挂盒段的局部剖切图，其中示意性地示出了吊挂盒段的各部分上的载荷分布。
图5示出了根据本发明的吊挂盒段的立体图。
图6示出了图5所示吊挂盒段的上接头、上壁板前板部和上壁板后板部上的载荷的示意图。
图7示意性地示出了吊挂盒段的上接头可采取的不同的垂向高度。
图8是示出了反映了不同的接头高度位置与壁板载荷-上接头载荷的比例之间关系的曲线图。
图9示意性地示出了吊挂盒段的悬臂梁结构。
图10示意性地示出了吊挂盒段的上接头可采取的沿飞机的航向的不同位置。
图11示出的是对图10中所示出的沿飞机的航向的不同位置处的载荷绘制的雷达图。
图12示意性地示出了根据本发明的吊挂盒段的上壁板的各个板部的连接方式。
图13示出了根据本发明的吊挂盒段的上壁板的局部放大图，其中具体示出了上接头的安装结构。
图14是包括三个板部和七个板部的上壁板的示意性俯视图。
图15是本发明的吊挂盒段的另一实例的立体图，其中上壁板包括两个板部。
图16是本发明的吊挂盒段的又另一实例的立体图，其中上壁板包括六个板部。
具体实施方式
下面将结合图5～16对本发明的具体实施例进行描述。
图5示出了根据本发明的发动机吊挂中的吊挂盒段100的俯视立体图。该吊挂盒段100包括上壁板120、底板(未在图5中示出)、以及连接在上壁板120和底板之间的侧板部130。在上壁板120上设置有上接头110，在吊挂盒段100的两端还分别设置有前安装节140和中接头150。此外，虽然未在图5中示出，但与已有的吊挂盒段相同地，在吊挂盒段100的底板上也设置有后安装节。
在本发明中，上壁板120是由多个板部组合在一起，从而形成凸起的构造。在图5中所示的具体示例中，上壁板120包括四个三角形的板部，分别为上壁板前板部121、上壁板后板部122、上壁板左板部123和上壁板右板部124，上接头110则位于这些板部互相交汇的位置处。
图6以上壁板前板部121和上壁板后板部122为例示意性地示出了作用在上接头110上的载荷在上壁板120上的传递。如图6所示，作用在上接头110上的上接头载荷200与水平方向呈一定角度。分析表明，该上接头载荷200在上壁板前板部121上的前板部载荷分量211的方向沿着上壁板前板部121的延伸方向，而上接头载荷200在上壁板后板部122上的后板部载荷分量212的方向沿着上壁板后板部122的延伸方向。上壁板前板部121和上壁板后板部122承载了大部分上接头载荷200，上壁板左板部123和上壁板右板部124则起到加强的作用，基本没有或者只承载了少量的载荷。对于上壁板左板部123和上壁板右板部124中承载的少量载荷来说，其方向也是分别沿着上壁板左板部123和上壁板右板部124的延伸方向。
因此，在本发明的吊挂盒段100中，上壁板120由多个板部(例如图中所示的四个三角形板部)构成凸起的构造，使得由上接头110承载的载荷传递到各个板部中，并在各板部的面内传递，由此，在各板部中引起的是面内拉压变形。这样，在本发明的吊挂盒段100的结构中，可以承载更大的载荷，使得吊挂盒段100的整体结构强度得到提高，吊挂盒段100的使用寿命也得到了延长。
下面将进一步地具体描述对吊挂盒段100的上壁板120的设计细节：
<上接头的垂向高度>
本发明的吊挂盒段100的上壁板120由多个板部形成凸起的构造，而上接头110则定位在各板部互相交汇的位置处，因此相对于现有的吊挂盒段10的基本呈水平的上壁板11而言，本发明的上接头110处于升高的高度位置，该升高的高度位置即为上接头110的垂向高度。
图7示意性地示出了处于不同垂向高度位置的上接头110，其中，以实线表示现有技术的上壁板11，以虚线表示本发明的上壁板120的上壁板前板部121和上壁板后板部122，实心箭头则表示施加在上接头110上的载荷200，该上接头载荷200具有沿着上壁板前板部121传递的前板部载荷分量211和沿着上壁板后板部122传递的后板部载荷分量212。从图中可以看到，随着上接头110的垂向高度的升高，前板部载荷分量211和后板部载荷分量212都相应地降低。当吊挂盒段100的垂向高度达到接头理想高度Hu时，上接头载荷200的方向与上壁板前板部121的延伸方向平行，此时上接头载荷200都在上壁板前板部121中传递，而在上壁板后板部122中的分量为零。在一种常规的吊挂盒段100中，该接头理想高度Hu大致为1147mm。
但是，在实际的结构中，由于吊挂盒段10的尺寸限制，上接头110无法达到接头理想高度Hu，而只能达到上部整流罩的整流罩上表面高度Hl处。在常规尺寸的吊挂盒段100中，该整流罩上表面高度Hl通常大致为216mm。
图8示出了反映了不同的接头高度位置与壁板载荷-上接头载荷的比例之间关系的曲线图。从图8所示的曲线图中可以看到，随着上接头110的升高，前板部载荷分量211和后板部载荷分量212都逐渐降低，当到达接头理想高度 Hu时，前板部载荷分量211等于上接头载荷200，而后板部载荷分量212为零。而在上接头110实际能够达到的整流罩上表面高度Hl处，前板部载荷分量211大致为上接头载荷200的1.89倍，而后板部载荷分量212大致为上接头载荷200的1.122倍。不过，由于前板部载荷分量211和后板部载荷分量212都是在上壁板前板部121和上壁板后板部122的面内传递的，引起的是面内拉压变形，因此相比现有的吊挂盒段10的上壁板11上的垂向载荷而言，其引起的内部应力仍低得多。
进一步地，从上接头110的尺寸以及安装空间考虑，上接头110的高度位置应不低于接头高度下限Hd，在常规尺寸的吊挂盒段100中，该接头高度下限Hd大致为150mm。如图8所示，在该接头高度下限Hd处，前板部载荷分量211大致为上接头载荷200的2.134倍，后板部载荷分量212大致为上接头载荷200的1.36倍。
综上所述，在本发明中，吊挂盒段100中的上接头110的优选的高度位置在整流罩上表面高度Hl(约216mm)和接头高度下限Hd(约150mm)之间。
<上接头的沿航向的位置>
上接头110在上壁板120上沿飞机的航向的位置设置对吊挂盒段100的载荷性能也有显著影响。
如图9所示，发动机由前安装节140和后安装节160所承载，其重心位置在前安装节140和后安装节160处的载荷的各自延伸方向的交点处，在图9中用箭头221表示发动机的载荷。而在另一方面，吊挂盒段100则通过上接头110、中接头150和斜撑杆170将发动机的载荷221传递到机翼或机身上。因此，整个吊挂盒段100可类似地被视作一个悬臂梁，其中处于发动机的载荷221的同一竖直平面中的部分相当于悬臂梁的自由端231，而上接头110、中接头150以及斜撑杆170的组合相当于悬臂梁的根部232。
可以看到，在相同载荷的情况下，自由端231到根部232之间的悬臂长度233越短，则悬臂梁的内部应力和变形越小，强度越大，结构越稳定。
不过，吊挂盒段100的载荷传递形式更为复杂，例如，在自由端231处 有前安装节140和后安装节160两个载荷传递位置，在根部232处有上接头110、中接头150和斜撑杆170三处载荷传递位置，其中例如上接头110增加了悬臂的承载位置，进而提高其强度性能，但在另一方面，上接头110的设置也会增加局部位置的载荷，从而降低强度性能。因此，需要对上接头110沿航向的位置进行更加深入的分析，以确定载荷性能最佳的上接头沿航向的位置。
如图10适应性地示出的，本发明选取了四个沿航向的位置，并与现有的吊挂盒段10中的上接头51的沿航向的位置Lt进行对比分析。这四个位置分别是：与现有的吊挂盒段10中的上接头51处于同一竖直平面内的航向位置lo、上壁板120的中间位置Lm、与发动机的载荷221处于同一竖直平面内的位置Le、以及前安装节140处的位置Lf。
图11以雷达图的形式示出了各个航向位置所对应的载荷。其中，用110、140、150、160、170、121、122所指的径向直线表示在上接头110、前安装节140、中接头150、后安装节160、斜撑杆170、上壁板前板部121和上壁板后板部122中传递的载荷，五个闭合的多边形对应于现有吊挂盒段10中的上接头51沿航向的位置Lt以及以上提到的对本发明的上接头110选取的四个航向位置Lo、Lm、Le和Lf，而这五个闭合多边形的顶点则在相应的位置处的载荷大小，其中越接近圆形，则表示对应的载荷越小。
从图中可以看到，对于上壁板前板部121，随着上接头110从现有技术的吊挂盒段10的上接头51的对应位置向着前安装节140移动，其中的载荷不断减小，而对于上接头110来说，其载荷变化则并不遵循递增或递减的规律。可见，在吊挂盒段100的上接头110从现有技术的吊挂盒段10的上接头51的对应位置向着前安装节140移动的过程中，不同部分的载荷变化规律并不相同。在本发明中，使用图11所示的雷达图中五个闭合多边形所围的面积作为指标来评估吊挂盒段100的整体载荷水平。
表1示出了五个闭合多边形面积的相对比例(其中设Le的面积为1)：
表1
航向位置 Lt Lo Lm Le Lf
面积 2.16 3.77 2.70 1.00 2.13
可以看到，在航向位置Le处、即与发动机的载荷221处于同一竖直平面 内的位置处，吊挂盒段100的整体载荷最小，即，航向位置Le为吊挂盒段100的优选位置。
<上壁板的壁板部件之间的连接方式>
下面将以附图中所示的四块三角形的板部为例，来描述组成上壁板120的各板部之间的连接方式。
上壁板120的一种连接方式是各个板部一体地连接在一起。例如，可以对一整块板材进行诸如锻造、机加工等的处理，从而形成如图12所示的凸起构造，该凸起构造包括上壁板前板部121、上壁板后板部122、上壁板左板部123和上壁板右板部124。或者，也可以是先形成四块三角形的板部，然后通过诸如焊接等的方式将这四块三角形板部焊接到一起，以形成一体的结构。
上壁板120的另一种连接方式是上壁板前板部121、上壁板后板部122、上壁板左板部123和上壁板右板部124可拆卸地连接在一起。例如，将四块板部以螺栓可拆卸地连接在一起。
对于一体形成的上壁板120来说，由于各板部一体地形成在一起，其强度性能最佳，但是在维修时，需要对整个上壁板120进行安装和拆卸作业，因此不易拆装，进而不便于维修。
而对于各个板部可拆卸地连接在一起上壁板120来说，可以根据维修需要灵活地选择拆装各板部中的任意一个或多个，因此便于维修。不过，由于各个板部是通过诸如螺栓等的部件可拆卸地连接在一起的，因此与形成为一体的上壁板120相比，由可拆卸地连接在一起的板部所形成的上壁板120的强度性能显著下降。
作为对于一体式的上壁板120和可拆卸地组装而成的上壁板120的折衷，本发明提出部分可拆卸的方案。如图12所示，上壁板后板部122、上壁板左板部123、上壁板左板部123形成为一体，而上壁板前板部121则通过螺栓等部件可拆卸地与上壁板后板部122、上壁板左板部123和上壁板右板部124所形成的一体部件连接在一起，如图12所示。
通过将上壁板前板部121设置成可拆卸的，是所得到的上壁板120更易于维修，而上壁板后板部122、上壁板左板部123和上壁板右板部124一体地 形成，可确保将上壁板120的强度性能维持在一定的水平上。
<上壁板与侧壁板之间的连接方式>
此外，上壁板120与侧壁板130之间可以是一体地形成的，或者也可以是可拆卸地连接在一起的，例如通过螺栓等方式。从便于维修的角度来说，较佳地是上壁板120与侧壁板130可拆卸地连接在一起。
<上接头的安装方式>
如图13所示，在本发明的吊挂盒段100中，上壁板120形成为凸起的形式，在上壁板120的顶端需要设置平台125，以供安装上接头110。上接头110可以通过焊接的方式安装到上壁板120上，也可通过诸如螺栓等的紧固件可拆卸地安装到上壁板120上。
<组成上壁板的板部的数量>
以上对本发明的描述是以上壁板120包括四个三角形的板部为例进行的。下面对其他数量板部的情形进行探讨。
图14示出了包括三个板部的上壁板120和包括七个板部的上壁板120的示意性俯视图，其中箭头A指示的是飞机的航向，箭头C指示的是飞机的侧向。可以看到，在诸如三个、七个等奇数个板部的情形中，在前安装节140和中接头150中的至少一个会被设置成承受斜向载荷，而这会增大吊挂盒段100的整体载荷水平。
图15和图16分别示出了包括两个板部(即呈矩形的上壁板前板部121和上壁板后板部122)的上壁板120和包括六个板部的上壁板120，作为偶数个板部的情形的示例。可以看到，在上壁板120由偶数个板部组成的情况下，可以确保前安装节140和中接头150的载荷方向与航向A相一致。
进一步地，从图16中可以看到，在六个及更多的偶数个板部的情形中，为了与上壁板120的板部数量相匹配，需要增加侧壁板130的数量，例如在六个板部的情形中，在吊挂盒段100的每一侧上设置有互相成角度地连接在一起的两个侧壁板130。这会导致吊挂盒段100的气动载荷的增加，同时还会增加 设计、制造和装配的成本。
因此，在本发明中，优选的是上壁板120由两个呈矩形的板部或四个呈三角形的板部拼接而成。

Claims (10)

  1. 一种飞机发动机吊挂的吊挂盒段，所述吊挂盒段包括：本体；吊挂-发动机连接部，所述吊挂-发动机连接部形成在所述本体上，且飞机的发动机通过所述吊挂-发动机连接部连接到所述吊挂盒段；以及，吊挂-机翼连接部，所述吊挂-机翼连接部形成在所述本体上，且所述吊挂盒段通过所述吊挂-机翼连接部连接到所述飞机的机翼或机身上；其特征在于，
    所述本体包括：上壁板；底板，所述底板与所述上壁板相对地设置；以及侧壁板，所述侧壁板连接在所述上壁板和所述底板之间，其中，所述上壁板由至少两个板部组合而成，形成为凸起的构造，并且，所述吊挂-机翼连接部包括设置在所述上壁板上的上接头。
  2. 如权利要求1所述的吊挂盒段，其特征在于，所述上接头的垂向高度在150～216mm的范围内。
  3. 如权利要求1所述的吊挂盒段，其特征在于，所述上接头沿所述飞机的航向定位在与所述发动机的载荷处于同一竖直平面内的位置处。
  4. 如权利要求1所述的吊挂盒段，其特征在于，在所述上壁板的顶端设置有平台，所述上接头固定地或可拆卸地安装在所述平台上。
  5. 如权利要求1所述的吊挂盒段，其特征在于，所述上壁板包括互相连接在一起的四个三角形板部，分别为上壁板前板部、上壁板后板部、上壁板左板部和上壁板右板部。
  6. 如权利要求5所述的吊挂盒段，其特征在于，所述上壁板后板部、所述上壁板左板部和所述上壁板右板部形成为一体的部件，所述上壁板前板部可拆卸地与所述一体的部件相连接。
  7. 如权利要求1所述的吊挂盒段，其特征在于，所述上壁板包括上壁板前板部和上壁板后板部，所述上壁板前板部和所述上壁板后板部沿所述飞机的航向连接在一起。
  8. 如权利要求1所述的吊挂盒段，其特征在于，所述上壁板与所述侧壁板可拆卸地连接。
  9. 如权利要求4所述的吊挂盒段，其特征在于，所述吊挂-发动机连接部包括：前安装节，所述前安装节设置在所述本体的沿所述飞机的航向的前端；以及后安装节，所述后安装节设置在所述底板上；和/或
    所述吊挂-机翼连接部还包括中接头，所述中接头设置在所述本体的沿所述飞机的航向的后端。
  10. 一种飞机发动机吊挂，包括如权利要求1～9中任一项所述的吊挂盒段以及连接在所述吊挂盒段上的至少一个气动整流部件。
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CN112776993A (zh) * 2019-11-05 2021-05-11 中国航发商用航空发动机有限责任公司 一种飞机及其吊挂结构
CN112644718B (zh) * 2020-12-29 2023-05-23 中国航空工业集团公司西安飞机设计研究所 一种无人机的发动机吊挂结构
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