Structures, suspension systems, engine assemblies, and aircraft

Abstract

The present application provides a structure of an aircraft (particularly, a rear pylon fairing), which comprises a fixed part, a plate-shaped member as an external member of the structure, and a plurality of connecting units, each of which connects the plate-shaped member to the fixed part in a hinged manner, wherein the plurality of connecting units collectively realize reliable connection of the plate-shaped member to the fixed part to make the structure form a geometrically invariant structure. The present application also provides a suspension system, an engine assembly and an aircraft comprising the above structure. By providing such a reliable connection mode, the present application allows the bottom plate of the rear pylon fairing to freely expand and contract thermally without affecting other components, thereby effectively reducing the thermal stress level of the bottom plate, maintaining good aerodynamic performance of the entire fairing, and reducing the structure weight, and also has the advantages of reducing cost, simplifying structure, facilitating installation and maintenance, etc.

Description

Technical Field

[0001] This invention relates to the field of aircraft, and in particular to a rear pylon fairing with statically stable connection, a suspension system, an engine assembly, and an aircraft.

[0002] More specifically, this relates to the connection of plate-like components in an aircraft, which may be the outermost component of a structure (in particular, the outermost component of an aircraft), or have a large amount of deformation relative to the surrounding structure during use, or have requirements such as being lightweight, low-cost, easy to disassemble and maintain. Background Technology

[0003] In aircraft engineering, external panels are primarily secured using rigid connections. Connections using fasteners such as screws and rivets, as typical forms of rigid connections, are widely used in aircraft structural fixing. However, in applications like aircraft where there are stringent requirements regarding weight, precision, cost, and maintenance, rigid connections using fasteners may not be the most ideal method.

[0004] The above situation will be explained below using the rear pylon fairing in the aircraft suspension system as an example.

[0005] The suspension system is designed to form a connection interface between the aircraft's engines and wings. The aft pylon fairing (APF), as a substructure within the suspension system, serves multiple functions, including forming a heat-resistant or fire-resistant barrier and ensuring aerodynamic continuity between the engine exhaust system and the suspension pylon. Therefore, it requires lightweight construction, high-temperature resistance, and excellent aerodynamic performance. Furthermore, as a substructure (not a primary structure) within the aircraft's suspension system, the aft pylon fairing should also be designed to minimize costs associated with its materials, manufacturing, and maintenance.

[0006] However, the existing rear pylon fairing technology still needs further improvement to meet these requirements well.

[0007] The rear pylon fairing includes a thermal protection panel at the bottom, which is more prone to thermal expansion than the rest of the fairing due to its direct contact with the engine's high-temperature exhaust jet. In the prior art, the various components of the rear pylon fairing, including the thermal protection panel, are often rigidly connected together. This prevents the thermal protection panel from expanding freely under high temperatures, potentially leading to higher thermal stress and consequently, localized stress concentrations.

[0008] Furthermore, the rigid connection of the existing technology may cause the vibration generated when the base plate is subjected to the high-temperature jet of the engine to be directly transmitted to the adjacent structure.

[0009] In particular, in most cases, the thermal protection panels are rigidly attached to the main body of the fairing by fasteners such as rivets, which requires the installation of a large number of fasteners, resulting in significant weight and increasing the complexity of fairing disassembly / installation.

[0010] Those skilled in the art also know that when the base plate or any other structure in the rear pylon fairing needs repair or replacement, the operation is complex and therefore results in high costs.

[0011] Therefore, it would be ideal to further improve the connection method of the existing rear pylon fairing, especially the fixing method of the bottom thermal protection panel. Summary of the Invention

[0012] This section provides a general summary of the invention, rather than a full disclosure of the entire scope or all features of the invention.

[0013] The present invention is intended to at least partially overcome and / or mitigate the aforementioned problems associated with the prior art.

[0014] One object of the present invention is to provide a non-rigid connection structure that can be used for connecting external panels in an aircraft.

[0015] Another object of the present invention is to provide a connection structure with a reduced number of connectors.

[0016] Another object of the present invention is to provide a connection structure that is easy to disassemble and install.

[0017] Another object of the present invention is to provide a connection structure that can save manufacturing costs.

[0018] Another object of the present invention is to provide a connection structure that can reduce the weight of an aircraft.

[0019] Another object of the present invention is to provide a structure (rear hanger fairing) that allows the base plate to expand freely by thermal expansion.

[0020] Another object of the present invention is to provide a structure (rear hanger fairing) that can extend service life.

[0021] Another object of the present invention is to provide a suspension system with an improved rear suspension fairing.

[0022] Another object of the present invention is to provide an engine assembly with an improved suspension system.

[0023] Another object of the present invention is to provide an aircraft with an improved engine assembly.

[0024] To achieve at least one of the above objectives, the present invention provides a structure for use in an aircraft, the structure comprising: a fixed component; a plate-like member serving as an external component of the structure; and a plurality of connecting units, each of the plurality of connecting units connecting the plate-like member to the fixed component in a hinged manner, wherein the plurality of connecting units collectively achieve a reliable connection between the plate-like member and the fixed component to enable the structure to form a geometrically invariant structure.

[0025] Each of the plurality of connecting units includes: a first element fixed to or integrally formed on a fixed member; a second element fixed to or integrally formed on a plate and located at a position corresponding to the first element; and a third element connecting the first element and the second element together, the third element being configured to allow the first element and the second element to pivot relative to each other or to allow the first element and the second element to pivot and translate relative to each other.

[0026] Optionally, the plurality of connecting units includes at least a first connecting unit and a second connecting unit. The first connecting unit and the second connecting unit are respectively mounted to allow the plate-like member to pivot relative to the fixed member about a first axis and a second axis in different directions, such that the first connecting unit and the second connecting unit together achieve a reliable connection between the plate-like member and the fixed member. Preferably, both the first axis and the second axis extend along the plane where the plate-like member is located, and the first element and the second element of the first connecting unit are connected via a third element of the first connecting unit to be able to translate relative to each other along the first axis by a certain distance, and / or the first element and the second element of the second connecting unit are connected via a third element of the second connecting unit to be able to translate relative to each other along the second axis by a certain distance.

[0027] Alternatively, the plurality of connecting units may include at least a first connecting unit, a second connecting unit, and a third connecting unit, which together achieve a statically determinate connection between the plate-like member and the fixed component. The first, second, and third connecting units are respectively mounted to allow the plate-like member to pivot about three spatial axes relative to the fixed component, and the first, second, and third connecting units are arranged in a non-collinear manner.

[0028] Optionally, the first and second elements of one of the first, second, and third connecting units are connected via corresponding third elements to prevent translation relative to each other; the first and second elements of the remaining two are connected via corresponding third elements to allow translation relative to each other along a first axis on the plane of the plate; and the first and second elements of the other two are connected via corresponding third elements to allow translation relative to each other along the first axis and a second axis on the plane of the plate, which is different from the first axis. Alternatively, the first and second elements of one of the first, second, and third connecting units are connected via corresponding third elements to allow translation relative to each other along the first axis on the plane of the plate; and the first and second elements of each of the remaining two are connected via corresponding third elements to allow translation relative to each other along a second axis on the plane of the plate, which is different from the first axis.

[0029] Preferably, the plurality of connection units further includes at least one backup connection unit, which is used to provide supplementary constraints in the event of failure of one or more of the first connection unit, the second connection unit, and the third connection unit; and / or one or more of the first connection unit, the second connection unit, and the third connection unit are provided with a fail-safe mechanism.

[0030] The third element includes at least a structure that allows the first and second elements to pivot relative to each other, such as a pin, bolt or stud structure, rolling bearing and spherical bearing; optionally, it also includes a structure that allows the first and second elements to translate relative to each other, such as a sliding bushing.

[0031] Preferably, there is no rigid connection between the plate-like member and the rest of the structure; or, there is no rigid connection between the plate-like member and the rest of the structure and there is no direct contact between the plate-like member and the rest of the structure without expansion or deformation of the plate-like member.

[0032] The advantages of the aircraft structure provided by the present invention include at least the following: avoiding rigid connections to plate-like components, allowing free expansion and deformation of the plate-like components; achieving fixation of the plate-like components with only a minimum of two connecting units, greatly reducing the number of fasteners or eliminating the use of fasteners such as rivets or bolts, significantly simplifying the assembly and disassembly of the structure; allowing for a reduction in the thickness of the plate-like components, thus reducing the overall weight; correspondingly, reducing maintenance and manufacturing costs; furthermore, the connecting units of the present invention do not need to withstand the enormous stress caused by inconsistent thermal deformation between the connected components.

[0033] Optionally, each of the multiple connection units has the same or similar configuration, which allows for mass production of individual components and helps save costs.

[0034] Specifically, according to the invention, the structure for use in an aircraft is a rear pylon fairing, and the plate-like member is the outer panel of the rear pylon fairing for maintaining aerodynamic shape and / or for providing thermal protection.

[0035] The rear fairing of the present invention allows the base plate to expand freely by employing the connection unit of the present invention, without transferring heat and thermal deformation to the side plates, ribs, side beams, or even the top plate (base plate), thereby significantly reducing the thermal stress level of these structures. This allows for the reduction of thickness and size or simplification of shape, while also allowing for lower machining precision. Therefore, it can reduce the overall weight and greatly save manufacturing and assembly costs. Furthermore, by eliminating a large number of fasteners, it avoids the initiation of fatigue cracks around the fasteners and extends the service life of the components.

[0036] To achieve at least one of the above objectives, according to another aspect of the invention, a suspension system for an engine is also provided, the suspension system being disposed between the aircraft wing and the engine and located below or above the aircraft wing, and the suspension system including the rear pylon fairing as described in the preceding aspect.

[0037] In order to achieve at least one of the above objectives, according to another aspect of the invention, an engine assembly is also provided, the engine assembly including an engine and a suspension system for the engine as described in the preceding aspect.

[0038] In order to achieve at least one of the above objectives, according to another aspect of the invention, an aircraft is also provided, which includes at least one engine assembly as described in the preceding aspect.

[0039] Other advantages and features of the invention will become clear in the following non-limiting detailed description. Attached Figure Description

[0040] The features and advantages of one or more embodiments of the present invention will become more readily understood from the following description with reference to the accompanying drawings, in which:

[0041] Figure 1 A simplified perspective view of the rear pylon fairing according to related technologies is shown;

[0042] Figure 2 A three-dimensional schematic diagram of an aircraft including an engine assembly according to the present invention is shown;

[0043] Figure 3A simplified side view of an aircraft engine assembly is shown, which includes a rear pylon fairing according to an embodiment of the present invention.

[0044] Figure 4 A perspective view of a rear pylon fairing according to a first embodiment of the present invention is shown, wherein a side plate is omitted to clearly show the connecting unit;

[0045] Figure 5 A perspective view of a rear pylon fairing according to a second embodiment of the present invention is shown, wherein a side plate is omitted to clearly show the connecting unit;

[0046] Figure 6 This is a cross-sectional view of the first connecting unit according to the second embodiment of the present invention, taken along the y-axis;

[0047] Figure 7 A cross-sectional view of the second connecting unit according to the second embodiment of the present invention, taken along the x-axis; and

[0048] Figure 8 This is a cross-sectional view of the third connecting unit according to the second embodiment of the present invention, taken along the x-axis.

[0049] In all the accompanying drawings, the corresponding reference numerals indicate the corresponding parts. Detailed Implementation

[0050] The present invention will now be described in detail with reference to the accompanying drawings and exemplary embodiments. This detailed description is for illustrative purposes only and is not intended to limit the invention or its applications or uses.

[0051] In this document, terms such as first, second, third, etc., will be used to describe various elements, components, regions, layers, and / or sections, but these elements, components, regions, layers, and / or sections should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or section from another. For example, the terms "first," "second," and other numerical terms do not imply order or sequence unless the context clearly indicates otherwise. Therefore, the first element, component, region, layer, or section discussed below may be referred to as the second element, component, region, layer, or section without departing from the teachings of the exemplary configuration.

[0052] In the description of this invention, it should be understood that terms such as "upper," "lower," "front," and "rear," which indicate orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. For example, when the engine is located above the wing, the statement "the plate-like member is an external component of the structure and is arranged below the fixed member" can be understood as "the plate-like member is an external component of the structure and is arranged above the fixed member."

[0053] Figure 1 A perspective view of the rear pylon fairing 130 according to related art is shown. Figure 1 As shown, the rear pylon fairing 130 is generally box-shaped, which includes a top plate 131 at the top and a thermal protection panel (which also serves to maintain the aerodynamic shape, hereinafter referred to as the "bottom plate") 132 at the bottom, as well as two side plates 133 and 134 mounted by internal transverse reinforcing ribs 137 and 138 and side beams 136, wherein the internal reinforcing ribs 137 and 138 are spaced apart from each other at a certain interval along the longitudinal direction of the fairing 130.

[0054] The base plate 132 is rigidly connected to the side beams 136 and / or the ribs 137, 138 by means of a large number of fasteners F to achieve its secure fixation in the rear pylon fairing 130. This requires that the bottom edges of the side beams 136 and the ribs 137, 138 have a curvature that perfectly conforms to the curve of the base plate 132. In addition, the direct rigid connection between the ribs 137, 138 and the base plate 132 also requires that the bottom edges of the ribs 137, 138 extend downward to engage with the base plate.

[0055] During engine operation, the base plate 132 comes into direct contact with the extremely hot airflow within the engine's internal duct, resulting in significant thermal expansion. In contrast, adjacent components such as the two side plates 133 and 134, the side beam 136, and the ribs 137 and 138 do not directly contact the high-temperature airflow and experience less thermal expansion. Because the base plate 132 is directly and rigidly connected to adjacent low-thermal-expansion components via numerous fasteners F, its thermal expansion is inevitably constrained by these components, thereby generating higher thermal stress.

[0056] Regarding the side plates 133 and 134, their position determines that they will not undergo significant deformation due to exposure to high-temperature airflow. However, in the fixed connection state, the side plates 133 and 134 will inevitably experience localized high temperatures due to heat conduction from the base plate 132, thus placing higher demands on the heat resistance of the materials. At the same time, their overall thermal expansion level is still far lower than that of the base plate 132, so the mutual constraint will still generate significant thermal stress.

[0057] Furthermore, it should be noted that the ribs 137 and 138 are located inside the housing and would otherwise be almost unaffected by hot or cold airflow. However, the rigid connection with the bottom plate 132 causes these ribs 137 and 138 to face the same problems as the aforementioned side plates 133 and 134.

[0058] As is known to those skilled in the art, during the service of an aircraft, the base plate 132 will be subjected to severe jet impacts. Rigid structures used in related technologies will undergo high fatigue cycles due to vibration loads and / or thermal expansion loads.

[0059] Furthermore, in related technologies, the base plate 132 is generally manufactured from a large metal alloy blank using superplastic forming technology. To ensure overall aerodynamic performance, the base plate 132 typically requires a large and precisely dimensionally accurate thickness to ensure that the ends of fasteners such as rivets are flush with the base plate surface. However, this requirement not only necessitates sufficient thickness for the base plate 132 but also requires that thickness meet strict tolerances. Therefore, such a base plate is costly and correspondingly places high demands on the processing procedures and equipment.

[0060] During the assembly of the rear pylon fairing 130 in the relevant technology, almost every component requires a large number of fasteners F for connection. This results in the assembled rear pylon fairing 130 comprising a large number of fasteners F. The large number of fasteners not only leads to high costs but also increases the overall weight of the fairing. Furthermore, the assembly process requires significant time and manpower. Moreover, because the mounting holes of the connected components must always be accurately matched, high machining precision and small tolerance ranges are required, which also means a high scrap rate during manufacturing.

[0061] As is well known, the temperature distribution of the base plate of the rear suspension fairing varies at different locations, resulting in different thermal stresses and deformations due to thermal expansion. The inventors of this application have discovered through numerous experiments that stress concentration is particularly severe near the longitudinal ends of the base plate. Rigid connectors such as fasteners must withstand enormous shear stresses at these stress-concentrated locations, necessitating greater thickness and consequently, greater weight.

[0062] When the base plate needs repair or replacement, the relevant technology usually requires removing the entire fairing and then disassembling the plate by removing the fasteners. This work needs to be carried out by technicians from specialized institutions using specialized tools, so it is costly and will take up the aircraft's service time.

[0063] Figure 2 A simplified diagram of an aircraft AC including the engine assembly 1 involved in this invention is shown.

[0064] Figure 3 An engine assembly 1, which is to be fixed to the underside of the aircraft wing 2, is shown. The assembly includes a suspension system 4 and an engine 6, such as a turbojet engine, suspended below the suspension system 4.

[0065] To facilitate the description of the positional relationships between components, a three-dimensional spatial coordinate system as shown in the figure is provided. In the following text, unless otherwise stated, the x-direction is the longitudinal direction of the suspension system 4, and also the longitudinal direction of the engine 6 and the rear suspension fairing, which will be described later. The y-direction is the lateral direction of the suspension system 4, and also the lateral direction of the engine 6 and the rear suspension fairing. The z-direction is the vertical direction of the suspension system 4. These three directions, x, y, and z, are orthogonal to each other.

[0066] Furthermore, the terms "forward" and "rear" are defined based on the direction of the aircraft's motion caused by the thrust applied by engine 6. "Forward" corresponds to the front of the aircraft in the direction of motion, while "rear" corresponds to the rear of the aircraft in the direction of motion. The forward direction is schematically shown by arrow 7.

[0067] Overall, the suspension system 4 includes a rigid structure 8 as the main structure, which carries the suspension components for the engine 6. The suspension components include at least a front engine suspension 10 and a rear engine suspension 12, respectively disposed between the rigid structure 8 and the large fan housing 18 and the central housing 22 of the engine. Both the front engine suspension 10 and the rear engine suspension 12 can be designed in a manner known to those skilled in the art according to convention.

[0068] The suspension system 4 also includes several substructures: a front suspension structure 24, a rear suspension structure 26, a connecting fairing 28 for the front and rear suspension structures, and a rear suspension fairing 30.

[0069] Overall, apart from the rear pylon fairing 30, which will be described in detail below, the other substructures can be designed in a known manner.

[0070] The rear pylon fairing 30 is located below the rigid structure 8 and the rear pylon structure 26. The rear pylon fairing 30 forms a thermal barrier and creates aerodynamic continuity between the engine exhaust system and the suspension system, thereby protecting the suspension system and the wing from the heat dissipated by the engine core flow C.

[0071] As is known to those skilled in the art, the rear pylon fairing 30 includes a base plate 32, also known as a thermal protection panel, which protects the suspension system and wing from the engine core flow C. The base plate 32 has an outer surface that directly contacts the engine core flow C. It should be noted that, in the case where the engine 6 is suspended below the wing of the aircraft as described in this embodiment, the base plate 32 forms the bottom of the rear pylon fairing 30. Naturally, in the alternative case where the engine is designed to be mounted above the wing, the base plate 32 forms the top of the rear pylon fairing.

[0072] If available Figure 3 As observed, the front end of the base plate 32 is very close to the rear end of the engine nozzle 23.

[0073] Figure 3 A portion of the rear pylon fairing 30 according to the invention is shown. The rear pylon fairing 30 is generally box-shaped and will be mounted on the rear pylon structure 26 and the rigid structure 8.

[0074] Reference Figure 4 The rear pylon fairing 30 includes: a top plate (corresponding to the substrate according to the invention) 31, the top plate 31 being located at the top of the rear pylon fairing 30; a bottom plate 32 extending generally parallel to the top plate 31; and two side plates located on the lateral sides of the rear pylon fairing 30 and oriented generally along the xz plane. Figure 4 To facilitate illustrating the internal structure of the fairing 30, only one side plate 34 is shown; two longitudinal side beams 35 and 36 are located at the bottom, which can also be integrally formed as winglets if necessary; multiple transverse reinforcing ribs 37 and 38 are arranged spaced apart from each other in the x-direction inside the fairing 30, each rib being generally oriented along the yz plane and, for example, in a rectangular, square, or U-shaped form; and a front shell 39 at the front end and a tapered rear shell (not shown) at the rear end. It should be noted that the top plate 31, ribs 37 and 38, and front shell 39 constitute fixed components according to the invention.

[0075] It should also be noted that each of the above components can be made from a single piece or can be composed of multiple parts that are rigidly fixed to each other.

[0076] In the rear hanger fairing 30, the front shell 39, top plate 31, side plates 34, side beams 35 and 36, ribs 37 and 38, and rear shell are rigidly fixed to each other and together form the main structure. This main structure is connected to the thermal protection panel, i.e., the base plate 32, using the connection unit unique to this invention, which will be described below.

[0077] In an embodiment of the present invention, the base plate 32 is no longer connected to the main structure by a large number of fasteners, but is connected only by at least two reasonably arranged connecting units, wherein each connecting unit is a type of flexible connecting device; preferably, each connecting unit is a hinge device; more preferably, it is a connecting device including a ball hinge element and an axial sliding bushing.

[0078] Figure 4 The first exemplary embodiment of the present invention is shown, which includes two connecting units 100 and 200, which will be described below.

[0079] The first connecting unit 100 is located approximately at the middle of the transverse direction at the front end of the base plate 32, and includes: a first element 101 fixed along the x-axis to the vertical surface of the front housing 39, a second element 102 fixed along the z-axis to the base plate 32, and a third element 103 connecting the first element 101 and the second element 102 together along the y-axis. The first element 101 has a double-lug structure, with through holes at corresponding positions of the two lugs. The second element 102 is an elongated plate with a through hole at its top, and its top is positioned between the two lugs of the first element 101, aligning the through hole of the second element 102 with the two through holes of the first element 101. The third element 103 passes through the aforementioned three through holes and connects the first element 101 and the second element 102 together. Preferably, the thickness of the second element 102 in the y-axis direction is equal to or slightly less than the distance between the two lugs of the first element 101. The third element 103 can be any of the connecting elements such as pins, bolts, studs, etc., which at least forms a loose fit (i.e., clearance fit) with the through hole of the second element 102. Of course, a transition fit can also be used, for example.

[0080] The configuration of the first connecting unit 100 allows the first element 101 and the second element 102 to pivot about the y-axis relative to each other, while their movement (translation) and pivoting relative to each other in other directions are constrained. In other words, the first connecting unit 100 allows the base plate 32 to pivot only about the y-axis relative to the main structure, while its movement along the x-axis, y-axis, and z-axis, as well as its pivoting about the x-axis and z-axis, are constrained.

[0081] The second connecting unit 200, located near the rear end of the base plate 32, includes: a first element 201 fixed along the z-axis to the top plate 31; a second element 202 fixed along the z-axis to the base plate 32; and a third element 203 connecting the first element 201 and the second element 202 together along the x-axis. The first element 201 has a lug with a through hole at its bottom, and the second element 202 has a lug with a through hole at its top. The through holes of the first element 201 and the second element 202 are aligned. The third element 203 passes through the two aforementioned through holes and connects the first element 201 and the second element 202 together. The third element 203 may include any of the connecting elements such as a pin, bolt, or stud, and it forms a loose fit with at least the through hole of the first element.

[0082] The configuration of the second connecting unit 200 allows the first element 201 and the second element 202 to pivot about the x-axis relative to each other, while their movement and pivoting relative to each other in other directions are restricted. In other words, the second connecting unit 200 allows the base plate 32 to pivot only about the x-axis relative to the main structure, while its movement along the x, y, and z axes, as well as its pivoting about the y and z axes, are restricted.

[0083] Through the two connecting units 100 and 200 mentioned above, the six degrees of freedom of the base plate 32 are fully constrained, thus forming a reliable connection between the base plate 32 and the main structure, thereby enabling the structure to form a geometrically invariant structure including statically determinate and statically indeterminate structures.

[0084] It is conceivable that the first and second elements of each connecting unit of the present invention can be fixed to the corresponding component in any possible rigid connection method—such as welding, riveting, etc.—or can be integrally formed on the corresponding component.

[0085] It is also conceivable that the first connecting unit and the second connecting unit may take other forms. As needed, the third element of the first connecting unit and the second connecting unit may also include components such as ball bearings that facilitate relative pivoting between the corresponding first element and the second element, and / or components such as sliding bushings that allow relative translation between the corresponding first element and the second element.

[0086] Therefore, it will be apparent to those skilled in the art that various optimizations and modifications can be made based on the first embodiment.

[0087] Figure 5 A more preferred second exemplary embodiment of the present invention is shown, wherein the base plate 32 is connected via three connecting units 100′, 200′ and 300′, which will be described below.

[0088] The first connecting unit 100′ is located on the left side of the front end of the base plate 32. As an example, it includes: a first element 101′ fixed along the x-axis to the vertical surface of the front housing 39; a second element 102′ fixed along the z-axis to the base plate 32; and a third element 103′ connecting the first element 101′ and the second element 102′ along the y-axis. The first element 101′ has a double-lug structure, with through holes at corresponding positions of the two lugs. The second element 102′ is an elongated plate with a through hole 1021′ at its top. The top of the second element 102′ is positioned between the two lugs of the first element 101′, aligning the center line of the through hole 1021′ with the center lines of the two through holes of the first element 101′. The third element 103′ passes through the aforementioned three through holes and connects the first element 101′ and the second element 102′ together.

[0089] Unlike the first embodiment, as Figure 6 Specifically shown, the third element 103' includes a pin 1030', a sliding bushing 1031' mounted on the pin 1030', a ball joint assembly, and a stop. The pin 1030' can be in the form of a pin, bolt, or stud. The ball joint assembly includes a ball socket 1032' and a ball head 1033' that are pivotable relative to each other and are disposed within a through hole 1021' of the second element 102'. The sliding bushing 1031' passes through two through holes of the first element 101' and allows the first element 101' to slide on the outer surface of the sliding bushing 1031'. The thickness of the second element 102' in the y-axis direction is less than the distance between the two lugs of the first element 101'.

[0090] Thus, the configuration of the first connecting unit 100′ allows the first element 101′ and the second element 102′ to pivot within a certain range relative to each other about the three spatial axes (x-axis, y-axis, and z-axis), and allows the first element 101′ and the second element 102′ to translate a distance relative to each other in the y-axis direction. However, the translation of the first element 101′ and the second element 102′ relative to each other in the x-axis and z-axis directions will be constrained.

[0091] The second connecting unit 200′ is located on the right side of the front end of the base plate 32, at a position approximately symmetrical to the first connecting unit 100′ about the longitudinal centerline of the base plate 32. As an example, it includes: a first element 201′ fixed along the x-axis to the vertical surface of the front housing 39; a second element 202′ fixed along the z-axis to the base plate 32; and a third element 203′ connecting the first element 201′ and the second element 202′ together. The first element 201′ is a generally cylindrical column with a head having a diameter smaller than the diameter of its body portion; the second element 202′ is an elongated plate with a through hole 2021′ at its top.

[0092] Specifically, such as Figure 7 As shown, the third element 203' includes at least a sliding bushing 2031' mounted on the head of the first element 201', a ball joint assembly fitted on the sliding bushing 2031', and a stop. The ball joint assembly includes a ball socket 2032' and a ball head 2033' disposed in the through hole 2021' of the second element 202' and capable of freely pivoting relative to each other. The sliding bushing 2031' passes through the inner hole of the ball head 2033' and allows the ball head 2033' to slide on the outer surface of the sliding bushing 2031'.

[0093] Thus, the configuration of the second connecting unit 200′ allows the first element 201′ and the second element 202′ to pivot within a certain range relative to each other about the three spatial axes (x-axis, y-axis, and z-axis), and allows the first element 201′ and the second element 202′ to translate a distance relative to each other in the x-axis direction. However, the translation of the first element 201′ and the second element 202′ relative to each other in the y-axis and z-axis directions will be constrained.

[0094] The third connecting unit 300', located near the rear end of the base plate 32, includes: a first element 301' fixed along the z-axis to the top plate 31, a second element 302' fixed along the z-axis to the base plate 32, and a third element 303' connecting the first element 301' and the second element 302' together along the x-axis. As an example, the first element 301' has a lug with a through hole 3011' at its bottom, and the second element 302' has a lug with a through hole 3021' at its top. The center line of the through hole in the first element 301' is aligned with the center line of the through hole in the second element 302'. The third element 303' passes through the two aforementioned through holes and connects the first element 301 and the second element 302 together.

[0095] Among them, such as Figure 8 As specifically shown, the third element 303' includes a pin 3030', a sliding bushing 3031' mounted on the pin 3030', a ball joint assembly, and a stop. The pin 3030' can be in the form of a pin, bolt, or stud. The ball joint assembly includes a ball socket 3032' and a ball head 3033' that are pivotable relative to each other and are disposed in the through hole 3021' of the second element 302'. The sliding bushing 3031' passes through the through hole of the first element 301' and the inner hole of the ball head 3033' and allows the ball head 3033' and the first element 301' to slide on the outer surface of the sliding bushing 3031'.

[0096] Thus, the configuration of the third connecting unit 300' allows the first element 301' and the second element 302' to pivot within a certain range relative to each other about the three spatial axes (x-axis, y-axis, and z-axis), and allows the first element 301' and the second element 302' to translate a certain distance relative to each other in the x-axis direction. However, the translation of the first element 301' and the second element 302' relative to each other in the y-axis and z-axis directions will be constrained.

[0097] Those skilled in the art will understand that the connecting unit according to the second embodiment can constitute only the minimum constraint on the rigid body displacement of the plate-like member in terms of mechanical principles, i.e., the so-called statically determinate constraint, thereby providing as much free expansion space as possible for the base plate while achieving a reliable connection to it. Based on this concept, it is preferable to set only three connecting units that simultaneously provide constraints, and these three connecting units are not located on the same straight line. And preferably, the first element and the second element of each connecting unit cannot be translated relative to each other in the vertical direction. A preferred situation is that the first element and the second element of one of the three connecting units cannot be translated relative to each other in the longitudinal and transverse directions, the first element and the second element of one of the remaining two connecting units can be translated relative to each other in the transverse or longitudinal direction, and the first element and the second element of the other of the remaining two connecting units can be translated relative to each other in both the transverse and longitudinal directions.

[0098] Apart from the aforementioned preferred configuration, the three connecting units can also form other mechanically equivalent translational constraint combinations. For example, it is sufficient that two connecting units only allow their respective first and second elements to translate relative to each other in the longitudinal direction, and the remaining connecting unit only allows its first and second elements to translate relative to each other in the transverse direction; or, alternatively, it is sufficient that two connecting units only allow their respective first and second elements to translate relative to each other in the transverse direction, and the remaining connecting unit only allows its first and second elements to translate relative to each other in the longitudinal direction.

[0099] Furthermore, it is conceivable to incorporate a corresponding fail-safe mechanism to ensure the reliable operation of the three connecting units. Alternatively, a fourth connecting unit (a backup connecting unit) can be provided, which has a reserved gap allowing for a certain degree of rotation or movement of the plate-like component and does not participate in constraint under normal circumstances. When any of the aforementioned three connecting units fails and the plate-like component rotates or moves beyond the allowable range of the reserved gap, this fourth connecting unit can compensate for the missing constraint. By incorporating a fail-safe mechanism or a fourth connecting unit, the uncontrolled large shaking or movement between the plate-like component and the fixing component due to the inability to meet the most basic constraints when any of the three connecting units fails can be avoided, thereby enhancing the reliability of the connection method described in this application.

[0100] Through the aforementioned two embodiments, those skilled in the art will understand that the arrangement of the connecting units can be arbitrary and not limited to the above embodiments. Preferably, the connecting units are arranged around the center of gravity of the base plate 32 so that the force on each connecting unit is uniform. In addition, the first element of each connecting unit is not limited to being located on the vertical surface of the top plate 31 or the front housing 39, but can also be located as needed, for example, on the bottom edge of the rib, the middle wing plate (if there is such a wing plate), and any other possible component of the main structure. In fact, the position of the connecting units can be optimized according to the temperature distribution of the plate-like component under working conditions, avoiding high-temperature areas as much as possible, preventing heat conduction from causing the operating temperature of the connecting units to be too high, thereby improving the working reliability and service life of the connecting units.

[0101] Those skilled in the art will also appreciate that the configuration of the connecting unit is not limited to the specific configuration shown herein, but can adopt any possible hinge and sliding form, as long as it can satisfy the mechanical conditions for eliminating the degrees of freedom of the rigid body.

[0102] The connection structure according to the embodiments of the present invention has obvious advantages over related technologies.

[0103] On the one hand, it greatly reduces the demand for fasteners, and reduces the cost and weight associated with fasteners.

[0104] On the other hand, the assembly process is greatly simplified because the number of connectors or fasteners that need to be installed is significantly reduced, thus saving assembly / disassembly time and costs.

[0105] On the other hand, since there is no need to match the length of the fasteners, the thickness of the base plate can be reduced, and the requirements for thickness tolerance can be lowered, thereby reducing the scrap rate of the product, saving manufacturing costs, and reducing the weight of the base plate.

[0106] Furthermore, it should be noted that in the embodiments of the present invention, the base plate 32 no longer needs to be directly and rigidly connected to any component in the main structure. Therefore, it can be in non-direct contact with the main structure, but with a gap. This will have several advantageous effects, including: allowing the ribs 37, 38, side beams 35, 36, etc., to have relatively simple shapes and reduced dimensions; preventing the high temperature and deformation of the base plate 32 from being transmitted to other components; providing the base plate 32 with a certain deformation space without being fully constrained by fasteners and other adjacent components; and reducing the impact of acoustic fatigue caused by structural resonance on structures such as the fairing and wings, thereby extending the service life of the fairing and even the entire aircraft.

[0107] Although different configurations were used for different connection units in the above embodiments for the purpose of illustrating the possible configurations of the connection units, those skilled in the art will appreciate that in practice, each connection unit may also adopt the same or similar configuration, which allows for the mass production of each component and helps to save costs.

[0108] In addition, although not shown, it is conceivable that the side plate 34 can also be connected by the connecting unit as described in the present invention, which would also bring many benefits, such as further reducing the use of fasteners, simplifying the installation procedure of the rear hanger fairing, allowing for a simplified shape of the side plates and ribs and side beams and a reduction in their size.

[0109] Unlike fasteners such as rivets, the connection unit of the present invention only needs to withstand aerodynamic and inertial loads, which are much smaller than thermal loads. Therefore, the possibility of damage is greatly reduced, thus reducing the number of maintenance operations and extending service life.

[0110] Those skilled in the art will understand that, under actual working conditions, due to the uneven temperature distribution of the plate-like component and its hyperbolic curvature surface characteristics, its thermal expansion effect may lead to further arching or twisting, or even deformation exceeding the pre-reserved assembly gap between the plate-like component and the fixing component. In this case, the plate-like component and the fixing component may come into contact. However, according to the corresponding calculations and analyses performed by the inventors, the contact load generated in this situation does not increase by an order of magnitude compared to the constraint load before contact, that is, it does not significantly increase the constraint on the free expansion of the base plate. Therefore, it can be understood that the contact load and constraint load levels after deformation can be optimized by reasonably setting the initial assembly gap and the position of the connecting unit to ensure that the deformation is as close as possible to a statically determinate constraint state.

[0111] According to an embodiment of the invention, since the remaining fasteners in the rear pylon fairing do not need to bear a large load, appropriate types of fasteners with smaller dimensions can be used instead, thereby further reducing structural weight and manufacturing costs.

[0112] Although the present invention provides an embodiment for non-rigid connections, particularly non-rigid statically determinate connections, in aircraft using the rear pylon fairing as an example, those skilled in the art will appreciate that the embodiments of the present invention are not limited to applications in the rear pylon fairing, but can be applied as needed to any possible structure in an aircraft (particularly heat-sensitive, easily deformable, and / or aircraft exterior components used to maintain aerodynamic performance).

[0113] Although the invention has been described with reference to exemplary embodiments, it should be understood that the invention is not limited to the specific embodiments / examples described and shown herein, and various changes can be made to the exemplary embodiments by those skilled in the art without departing from the scope defined by the claims.

Claims

1. A structure (30) for an aircraft, said structure comprising: Fixed components (31, 37, 38, 39); Plate-shaped member (32), the plate-shaped member being an external component of the structure; as well as Multiple connecting units (100; 200; 100'; 200'; 300'), each of which connects the plate-like member to the fixed component in a hinged manner. The multiple connecting units work together to reliably connect the plate-like member and the fixing component, thereby enabling the structure to form a geometrically invariant structure. Each of the plurality of connection units includes: The first element (101; 201; 101′; 201′; 301′) is fixed to or integrally formed on the fixed component; A second element (102; 202; 102'; 202'; 302'), the second element being fixed to or integrally formed on the plate and located at a position corresponding to the first element; and A third element (103; 203; 103'; 203'; 303') connects the first element and the second element together, and the third element is configured to allow the first element and the second element to pivot relative to each other, and The plurality of connecting units includes a first connecting unit, a second connecting unit, and a third connecting unit, and the first connecting unit, the second connecting unit, and the third connecting unit together realize the statically stable connection between the plate-shaped member and the fixed component. The first connecting unit, the second connecting unit, and the third connecting unit are respectively mounted to allow the plate-like member to pivot about three spatial axes relative to the fixed component, and the first connecting unit, the second connecting unit, and the third connecting unit are arranged in a non-collinear manner. Wherein: the first and second elements of one of the first, second, and third connecting units are connected via corresponding third elements to prevent translation relative to each other; the first and second elements of one of the remaining two are connected via corresponding third elements to allow translation relative to each other along a first axis on the plane where the plate-like member is located; the first and second elements of the other of the remaining two are connected via corresponding third elements to allow translation relative to each other along the first axis and a second axis on the plane where the plate-like member is located, which is different from the first axis; or, the first and second elements of one of the first, second, and third connecting units are connected via corresponding third elements to allow translation relative to each other along a first axis on the plane where the plate-like member is located; the first and second elements of each of the remaining two are connected via corresponding third elements to allow translation relative to each other along a second axis on the plane where the plate-like member is located, which is different from the first axis.

2. A structure (30) for an aircraft, said structure comprising: Fixed components (31, 37, 38, 39); Plate-shaped member (32), the plate-shaped member being an external component of the structure; as well as Multiple connecting units (100; 200; 100'; 200'; 300'), each of which connects the plate-like member to the fixed component in a hinged manner. The multiple connecting units work together to reliably connect the plate-like member and the fixing component, thereby enabling the structure to form a geometrically invariant structure. Each of the plurality of connection units includes: The first element (101; 201; 101′; 201′; 301′) is fixed to or integrally formed on the fixed component; A second element (102; 202; 102'; 202'; 302'), the second element being fixed to or integrally formed on the plate and located at a position corresponding to the first element; and A third element (103; 203; 103'; 203'; 303') connects the first element and the second element together, and the third element is configured to allow the first element and the second element to pivot and translate relative to each other, and The plurality of connecting units includes a first connecting unit, a second connecting unit, and a third connecting unit, and the first connecting unit, the second connecting unit, and the third connecting unit together realize the statically stable connection between the plate-shaped member and the fixed component. The first connecting unit, the second connecting unit, and the third connecting unit are respectively mounted to allow the plate-like member to pivot about three spatial axes relative to the fixed component, and the first connecting unit, the second connecting unit, and the third connecting unit are arranged in a non-collinear manner. Wherein: the first and second elements of one of the first, second, and third connecting units are connected via corresponding third elements to prevent translation relative to each other; the first and second elements of one of the remaining two are connected via corresponding third elements to allow translation relative to each other along a first axis on the plane where the plate-like member is located; the first and second elements of the other of the remaining two are connected via corresponding third elements to allow translation relative to each other along the first axis and a second axis on the plane where the plate-like member is located, which is different from the first axis; or, the first and second elements of one of the first, second, and third connecting units are connected via corresponding third elements to allow translation relative to each other along a first axis on the plane where the plate-like member is located; the first and second elements of each of the remaining two are connected via corresponding third elements to allow translation relative to each other along a second axis on the plane where the plate-like member is located, which is different from the first axis.

3. The structure (30) of the aircraft according to claim 1 or 2, wherein: Both the first axis and the second axis extend along the plane of the plate-like member, and, The first and second elements of the first connecting unit are connected via the third element of the first connecting unit to be able to translate relative to each other along the first axis by a distance, and / or the first and second elements of the second connecting unit are connected via the third element of the second connecting unit to be able to translate relative to each other along the second axis by a distance.

4. The structure (30) of the aircraft according to claim 1 or 2, wherein: The plurality of connection units further includes at least one backup connection unit, the backup connection unit being configured to provide supplementary constraints in the event of failure of one or more of the first connection unit, the second connection unit, and the third connection unit; and / or One or more of the first connection unit, the second connection unit, and the third connection unit are provided with a fail-safe mechanism.

5. The structure (30) of the aircraft according to claim 1 or 2, wherein, The fixing component includes: At least one vertical wall extending substantially perpendicular to the plate-like member, the at least one vertical wall being adapted to have a first element of one or more of the plurality of connecting units fixed thereon or integrally formed thereon; and / or A substrate (31) extending generally parallel to the plate-like member, the substrate being adapted to have a first element of one or more of the plurality of connecting units fixed thereon or integrally formed thereon.

6. The structure (30) of the aircraft according to claim 5, wherein, The fixing component includes: A front housing (39), located at the front end of the structure in the longitudinal direction, the front housing including a vertical surface adjacent to the front end of the plate-like member, wherein the vertical surface can serve as the vertical wall; and / or Multiple vertical ribs (37, 38) extend substantially perpendicular to the substrate along the transverse direction of the structure and are arranged side by side in the longitudinal direction of the structure, wherein each vertical rib can serve as the vertical wall.

7. The structure (30) of the aircraft according to claim 1 or 2, wherein, The third element includes at least one of a pin, bolt or stud structure, rolling bearing, and ball joint that allows the first element and the second element to pivot relative to each other.

8. The structure (30) of the aircraft according to claim 7, wherein, The third element also includes a sliding bushing that allows the first element and the second element to translate relative to each other.

9. The structure (30) of the aircraft according to claim 1 or 2, wherein, Each of the plurality of connection units has the same or similar configuration.

10. The structure (30) of the aircraft according to claim 1 or 2, wherein, There is no rigid connection between the plate-like member and the rest of the structure.

11. The structure (30) of the aircraft according to claim 1 or 2, wherein, There is no rigid connection between the plate-like member and the rest of the structure, and there is no direct contact between the plate-like member and the rest of the structure unless the plate-like member expands or deforms.

12. The structure (30) of the aircraft according to claim 1 or 2, wherein, The structure also includes a pair of side plates (34), which are respectively connected to both sides of the structure in the transverse direction and extend along the longitudinal direction of the structure. The plate-shaped member, the fixing member and the pair of side plates together form a box-shaped configuration.

13. The structure (30) of the aircraft according to claim 12 further includes a plurality of sub-connection units, each of the plurality of sub-connection units connecting a corresponding side plate of the pair of side plates to the fixed component in a hinged manner, thereby achieving a reliable connection between the side plates and the fixed component so that the structure forms a geometrically invariant structure.

14. The structure (30) of the aircraft according to claim 1 or 2, wherein, The structure (30) is a rear hanger fairing, and the plate (32) is an outer panel of the rear hanger fairing used to maintain aerodynamic shape and / or to provide thermal protection.

15. A suspension system (4) for an engine, wherein, The suspension system is disposed between the aircraft wing and the engine and is located below or above the aircraft wing, and the suspension system includes a rear pylon fairing implemented as a structure as described in any one of claims 1 to 14.

16. An engine assembly (1), wherein, The engine assembly includes an engine and a suspension system according to claim 15.

17. An aircraft (AC), wherein, The aircraft includes at least one engine assembly as claimed in claim 16.

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