Mounting connection structure of an aeroengine

Abstract

The application relates to the technical field of aero-engines and discloses a mounting and connecting structure of an aero-engine, which comprises an airplane mounting support, an engine mounting joint, a connecting piece, a first buffer piece and a second buffer piece. The airplane mounting support is provided with a first mounting hole, and the engine mounting joint is provided with a second mounting hole. The connecting piece is sequentially arranged through the second mounting hole and the first mounting hole. The first buffer piece is arranged on the outer periphery of the connecting piece and between the connecting piece and the first mounting hole. The second buffer piece is arranged on the outer periphery of the first buffer piece and between the first buffer piece and the second mounting hole. The mounting and connecting structure of the aero-engine can realize the connection of the aero-engine and the airplane cabin, the transmission of stress load, the absorption, inhibition and alleviation of the vibration of the aero-engine, and the functions of the mounting connecting piece and the damping device.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, and more specifically to an aero-engine mounting and connection structure. Background Technology

[0002] The mounting connection structure of an aero-engine is mainly used to connect the aero-engine mounting section to the aircraft nacelle mounting frame. It is an essential component for aero-engine installation and can transmit various external loads of the aero-engine to the aircraft.

[0003] When an aero-engine is operating, the internal rotor rotates at high speed, causing the entire aero-engine to generate huge vibration loads. In related technologies, the aero-engine mounting and connecting parts can only consider the transmission of stress loads, that is, the transmission of various external loads of the aero-engine to the aircraft, but cannot take into account the huge vibration loads generated by the aero-engine. The huge vibration loads generated by the aero-engine will wear down or even destroy the internal structure of the aero-engine over a long period of time, thereby greatly reducing the service life of the aero-engine. Summary of the Invention

[0004] In view of this, the present invention provides an installation connection structure for an aircraft engine to solve the problem that the aircraft engine installation connection can only consider the transmission of stress loads and transmit various external loads of the aircraft engine to the aircraft, but cannot take into account the huge vibration loads generated by the aircraft engine.

[0005] In a first aspect, the present invention provides an installation connection structure for an aircraft engine. The aircraft engine includes an aircraft mounting bracket and an engine mounting section. The aircraft mounting bracket has a first mounting hole, and the engine mounting section has a second mounting hole. The installation connection structure for the aircraft engine includes a connector, a first buffer, and a second buffer. The connector passes through the second mounting hole and the first mounting hole in sequence. The first buffer is sleeved on the outer periphery of the connector and disposed between the connector and the first mounting hole. The second buffer is sleeved on the outer periphery of the first buffer and disposed between the first buffer and the second mounting hole.

[0006] Beneficial Effects: The dual buffer design of the first and second buffer components significantly improves vibration reduction performance, accelerates the attenuation of aero-engine vibration, absorbs and mitigates vibration loads, thereby effectively protecting the internal structure of the aero-engine, increasing rotor life and overall engine life, and extending the service life of the aero-engine. Related technologies mitigate aero-engine vibration by installing dedicated vibration dampers on the aero-engine or aircraft nacelle. However, these dedicated dampers consume weight and volume in the aero-engine design. Weight and volume have always been major challenges in aircraft and aero-engine design, affecting important parameters such as overall power, fuel consumption, and power-to-weight ratio. This invention integrates the aero-engine mounting connector and the dedicated aero-engine vibration damping device into a single structure, reducing the overall weight and volume of the aero-engine to a certain extent, achieving the optimal solution for design weight and volume. Simultaneously, it facilitates the transfer of stress loads from the aero-engine to the aircraft nacelle, achieving the suppression and buffering effect on aero-engine vibration.

[0007] In one optional embodiment, a fastener is further included; one end of the connector is a fixed end and the other end is a connecting end, the fastener is fixedly connected to the connecting end, and the first buffer is disposed between the fixed end and the fastener.

[0008] Beneficial effects: The design of the fixed end and fastener can firmly attach the first buffer to the connector and limit the range of movement of the first buffer, preventing the first buffer from falling off the connector.

[0009] In one alternative embodiment, the fastener is provided with a limiting groove, which is adapted to engage with a reinforcing plate on the aircraft mounting bracket.

[0010] Beneficial effects: The locking groove and reinforcing plate interlock to prevent displacement of the aircraft engine mounting connection structure and to prevent misalignment between the aircraft mounting bracket and the engine mounting section. This standardizes the installation position of the aircraft mounting bracket and the engine mounting section, ensuring the accuracy and stability of the connection between the aircraft engine and the aircraft nacelle.

[0011] In an alternative embodiment, a first limiting member is further included, which is sleeved on the outer periphery of the connector and sandwiched between the first buffer member and the fastener.

[0012] Beneficial effects: The first limiting member is clamped between the first buffer member and the fastener, restricting the first buffer member from moving in the direction of the fastener, thus ensuring the installation accuracy and stability of the first buffer member.

[0013] In one alternative embodiment, a second limiting member is further included, sleeved on the outer periphery of the connector and located between the first buffer member and the fixed end.

[0014] Beneficial effects: The second limiting member is clamped between the first buffer member and the fixed end, restricting the movement of the second buffer member towards the fixed end, ensuring the installation accuracy and stability of the first buffer member. Furthermore, the first buffer member is clamped between the first and second limiting members, which restrict the movement range of the first buffer member, preventing it from shaking or shifting, ensuring its installation accuracy and stability, and enhancing the stability of the connection between the aero-engine and the aircraft cabin.

[0015] In one optional embodiment, a limiting ring is further included, protruding from the outer periphery of the first buffer member, and the second buffer member is disposed between the second limiting member and the limiting ring.

[0016] Beneficial effects: The second buffer is positioned between the second limiting member and the limiting ring. The second limiting member and the limiting ring restrict the movement range of the second buffer, preventing the second buffer from shaking or shifting, ensuring the installation accuracy and stability of the second buffer, and enhancing the stability of the connection between the aero engine and the aircraft cabin.

[0017] In an optional embodiment, the device further includes a third limiting member and a fourth limiting member; the third limiting member is sleeved on the outer periphery of the first buffer member and is disposed on the side of the limiting ring opposite to the second buffer member; the second limiting member and the third limiting member are respectively disposed on both sides of the second mounting hole; the fourth limiting member is sleeved on the outer periphery of the first buffer member and fixedly connected to the first buffer member, and is disposed between the third limiting member and the first limiting member, and the third limiting member and the fourth limiting member are respectively disposed on both sides of the first mounting hole.

[0018] Beneficial effects: The second and third limiting members are respectively located on both sides of the second mounting hole. These members restrict the movement range of the engine mounting section, preventing it from shaking or shifting, and ensuring its installation accuracy and stability. The third and fourth limiting members are respectively located on both sides of the first mounting hole. These members restrict the movement range of the aircraft mounting bracket, preventing it from shaking or shifting, and ensuring its installation accuracy and stability, thereby enhancing the stability of the connection between the aero-engine and the aircraft cabin.

[0019] In one alternative embodiment, the connector is a screw and the fastener is a nut.

[0020] Beneficial effects: Screws and nuts are standard parts, easy to select and use, which facilitates the installation and manufacturing of the connection structure of the aircraft engine and can effectively control its manufacturing cost; screws and nuts are easy to install, remove and replace, and can be installed and removed multiple times, which facilitates the connection between the aircraft engine and the aircraft cabin.

[0021] In one alternative implementation, the first buffer is a rubber bushing.

[0022] Beneficial effects: Rubber bushings have strong wear resistance, long service life, are easy to install and disassemble, and the hardness, tensile strength, elongation at break, aging performance, water resistance and other indicators of rubber materials can meet the vibration reduction requirements.

[0023] In one alternative embodiment, the second buffer is a rubber bushing.

[0024] Beneficial effects: Rubber bushings have strong wear resistance, long service life, are easy to install and disassemble, and the hardness, tensile strength, elongation at break, aging performance, water resistance and other indicators of rubber materials can meet the vibration reduction requirements. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of the present invention, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is an exploded view of the connection structure between an aircraft engine mounting structure and an aircraft mounting bracket and an engine mounting section, according to an embodiment of the present invention.

[0027] Figure 2 This is a cross-sectional view of an aircraft engine mounting and connection structure according to an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the structure of the first buffer component according to an embodiment of the present invention.

[0029] Explanation of reference numerals in the attached figures:

[0030] 1. Aircraft mounting bracket; 101. First mounting hole; 102. Reinforcing plate; 2. Engine mounting section; 2011. First groove; 2012. Second groove; 3. Connector; 301. Fixed end; 302. Connecting end; 4. First buffer; 401. Limiting ring; 5. Second buffer; 6. Fastener; 601. Limiting groove; 7. First limiting component; 8. Second limiting component; 9. Third limiting component; 10. Fourth limiting component. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] The following is combined with Figures 1 to 3 The following describes embodiments of the present invention.

[0033] According to an embodiment of the present invention, in one aspect, an installation connection structure for an aircraft engine is provided. The aircraft engine includes an aircraft mounting bracket 1 and an engine mounting section 2. The aircraft mounting bracket 1 is provided with a first mounting hole 101, and the engine mounting section 2 is provided with a second mounting hole. The installation connection structure for the aircraft engine includes a connector 3, a first buffer 4, and a second buffer 5. The connector 3 passes through the second mounting hole and the first mounting hole 101 in sequence. The first buffer 4 is sleeved on the outer periphery of the connector 3 and disposed between the connector 3 and the first mounting hole 101. The second buffer 5 is sleeved on the outer periphery of the first buffer 4 and disposed between the first buffer 4 and the second mounting hole.

[0034] The dual buffer design of the first buffer component 4 and the second buffer component 5 significantly improves vibration reduction performance, accelerates the attenuation of aero-engine vibration, absorbs and suppresses vibration loads, thereby effectively protecting the internal structure of the aero-engine, improving the rotor life and overall engine life, and extending the service life of the aero-engine. Related technologies mitigate aero-engine vibration by installing dedicated vibration dampers on the aero-engine or aircraft nacelle. However, these dedicated dampers consume weight and volume in the aero-engine design. Weight and volume have always been major challenges in aircraft and aero-engine design, affecting important parameters such as overall power, fuel consumption, and power-to-weight ratio. This invention integrates the aero-engine mounting connector 3 with the dedicated aero-engine vibration damping device into a single structure, reducing the overall weight and volume of the aero-engine to a certain extent, achieving the optimal solution for design weight and volume. Simultaneously, it facilitates the transfer of stress loads from the aero-engine to the aircraft nacelle, achieving the suppression and buffering effect on aero-engine vibration.

[0035] In one embodiment, a fastener 6 is also included; one end of the connector 3 is a fixed end 301 and the other end is a connecting end 302, the fastener 6 is fixedly connected to the connecting end 302, and the first buffer 4 is disposed between the fixed end 301 and the fastener 6.

[0036] The design of the fixed end 301 and the fastener 6 can securely attach the first buffer 4 to the connector 3 and limit the range of movement of the first buffer 4, preventing the first buffer 4 from falling off the connector 3.

[0037] In one embodiment, the fastener 6 is provided with a limiting groove 601, which is suitable for engaging with the reinforcing plate 102 on the aircraft mounting bracket 1.

[0038] The limiting groove 601 engages with the reinforcing plate 102 to prevent displacement of the aircraft engine mounting connection structure and to prevent misalignment between the aircraft mounting bracket 1 and the engine mounting section 2. This ensures the accuracy and stability of the connection between the aircraft engine and the aircraft cabin.

[0039] In one embodiment, a first limiting member 7 is further included, which is sleeved on the outer periphery of the connector 3 and sandwiched between the first buffer member 4 and the fastener 6.

[0040] The first limiting member 7 is clamped between the first buffer member 4 and the fastener 6, restricting the first buffer member 4 from moving in the direction of the fastener 6, thereby ensuring the installation accuracy and stability of the first buffer member 4.

[0041] Specifically, the first limiting member 7 is a gasket, which can effectively increase the contact area between the fastener 6 and the first buffer member 4, increase the friction between the fastener 6 and the first buffer member 4, prevent the fastener 6 from loosening, maintain the good condition of the present invention, and reduce the impact of the vibration of the aircraft engine; at the same time, it reduces the load on the fastener 6, relieves the pressure of the fastener 6 on the first buffer member 4, and avoids unnecessary damage to the first buffer member 4.

[0042] In one embodiment, a second limiting member 8 is further included, which is sleeved on the outer periphery of the connector 3 and located between the first buffer member 4 and the fixed end 301.

[0043] The second limiting member 8 is clamped between the first buffer member 4 and the fixed end 301, restricting the movement of the second buffer member 5 in the direction of the fixed end 301, thus ensuring the installation accuracy and stability of the first buffer member 4. Furthermore, the first buffer member 4 is clamped between the first limiting member 7 and the second limiting member 8, which restrict the movement range of the first buffer member 4, preventing it from shaking or shifting, ensuring its installation accuracy and stability, and enhancing the stability of the connection between the aero-engine and the aircraft cabin.

[0044] Specifically, the second limiting member 8 is a retaining ring, and a gasket is provided between the second buffer member 5 and the retaining ring.

[0045] In one embodiment, a limiting ring 401 is further included, which protrudes from the outer periphery of the first buffer member 4, and the second buffer member 5 is disposed between the second limiting member 8 and the limiting ring 401.

[0046] The second buffer 5 is disposed between the second limiting member 8 and the limiting ring 401. The second limiting member 8 and the limiting ring 401 limit the movement range of the second buffer 5, prevent the second buffer 5 from shaking or shifting, ensure the installation accuracy and stability of the second buffer 5, and enhance the stability of the connection between the aero engine and the aircraft cabin.

[0047] Specifically, the second buffer 5 includes a first body segment and a second body segment connected sequentially along the axial direction. The first body segment is located on the side near the retaining ring, and a metal outer ring is fitted around the outer periphery of the first body segment for alignment between the second buffer 5 and the first buffer 4 and for controlling the clamping force of the second buffer 5. The second body segment is located between the first body segment and the limiting ring 401, and the outer radial direction of the second body segment gradually decreases on the side near the limiting ring 401. The outer diameter of one end is the same as the outer diameter of the first body segment, and the outer diameter of the other end is the same as the outer diameter of the limiting ring 401. This guides the metal outer ring during installation, making it easier for the metal outer ring to be installed on the first body segment, and leaving clearance space between the metal outer ring and the limiting ring 401 to avoid bumping or friction impact on the metal outer ring.

[0048] In one embodiment, the device further includes a third limiting member 9 and a fourth limiting member 10; the third limiting member 9 is sleeved on the outer periphery of the first buffer member 4 and is disposed on the side of the limiting ring 401 opposite to the second buffer member 5; the second limiting member 8 and the third limiting member 9 are respectively disposed on both sides of the second mounting hole; the fourth limiting member 10 is sleeved on the outer periphery of the first buffer member 4 and is fixedly connected to the first buffer member 4, and is disposed between the third limiting member 9 and the first limiting member 7, and the third limiting member 9 and the fourth limiting member 10 are respectively disposed on both sides of the first mounting hole 101.

[0049] The second limiting member 8 and the third limiting member 9 are respectively disposed on both sides of the second mounting hole. The second limiting member 8 and the third limiting member 9 limit the movement range of the engine mounting section 2, preventing the engine mounting section 2 from shaking or shifting, and ensuring the installation accuracy and stability of the engine mounting section 2. The third limiting member 9 and the fourth limiting member 10 are respectively disposed on both sides of the first mounting hole 101. The third limiting member 9 and the fourth limiting member 10 limit the movement range of the aircraft mounting bracket 1, preventing the aircraft mounting bracket 1 from shaking or shifting, and ensuring the installation accuracy and stability of the aircraft mounting bracket 1, thereby enhancing the stability of the connection between the aero engine and the aircraft cabin.

[0050] In a specific implementation, the third limiting member 9 is a metal threaded sleeve, which is threadedly connected to the first buffer member 4; the fourth limiting member 10 is a hexagonal threaded sleeve, which is threadedly connected to the first buffer member 4, and a gasket is provided between the fourth limiting member 10 and the aircraft mounting bracket 1, which can effectively increase the contact area between the fourth limiting member 10 and the aircraft mounting bracket 1, increase the friction between the fourth limiting member 10 and the aircraft mounting bracket 1, prevent the fourth limiting member 10 from loosening, and reduce the impact of the vibration of the aircraft engine; at the same time, it reduces the load on the fourth limiting member 10, relieves the pressure of the fourth limiting member 10 on the aircraft mounting bracket 1, and avoids unnecessary damage to the aircraft mounting bracket 1.

[0051] Specifically, the second mounting hole is formed by the first groove 2011 and the second groove 2012. The first groove 2011 is disposed on the first mounting block, and the second groove 2012 is disposed on the second mounting block. One end of the first groove 2011 is hinged to one end of the second groove 2012, and the other end is detachably connected to the other end of the second groove 2012.

[0052] In one embodiment, the connector 3 is a screw and the fastener 6 is a nut.

[0053] Screws and nuts are standard parts, easy to select and use, which facilitates the installation and manufacturing of the connection structure of aero engines and can effectively control their manufacturing costs; screws and nuts are easy to install, remove and replace, and can be installed and removed multiple times, which facilitates the connection between aero engines and aircraft cabins.

[0054] Specifically, the screw material can be selected as 0Cr17Ni4Cu4Nb stainless steel.

[0055] In one embodiment, the first buffer 4 is a rubber bushing.

[0056] Rubber bushings are highly wear-resistant, have a long service life, are easy to install and disassemble, and the hardness, tensile strength, elongation at break, aging performance, and water resistance of the rubber material all meet the vibration reduction requirements.

[0057] In one embodiment, the second buffer 5 is a rubber bushing.

[0058] Rubber bushings are highly wear-resistant, have a long service life, are easy to install and disassemble, and the hardness, tensile strength, elongation at break, aging performance, and water resistance of the rubber material all meet the vibration reduction requirements.

[0059] In a specific implementation, firstly, the screw size is selected based on the dimensions of the aircraft engine mounting section 2 and the aircraft cabin mounting bracket. Generally, both the engine mounting section 2 and the aircraft cabin mounting bracket adopt a "shaft-mounted" form, i.e., designed as a ring. The aircraft mounting bracket 1 has a first mounting hole 101, and the engine mounting section 2 has a second mounting hole. Therefore, this invention uses a large-sized screw as the connecting part 3. The screw length is determined by measuring the distance between the aircraft mounting bracket 1 and the engine mounting section 2. By consulting the standard parts catalog, a suitable standard screw grade is selected. Based on experimental and practical application references, the screw material can be selected as 0Cr17Ni4Cu4Nb stainless steel.

[0060] In order to achieve a stable connection with the aircraft mounting bracket 1 and the engine mounting section 2, it is necessary to ensure that the radial dimension of the present invention, that is, the overall thickness of the present invention, is exactly in line with the dimensions of the first mounting hole 101 and the second mounting hole. By measuring the axial and radial dimensions of the first mounting hole 101 and the second mounting hole, the thickness of the first buffer 4 and the second buffer 5 is adjusted so that the radial dimension of the present invention just meets the installation requirements of the aircraft mounting bracket 1 and the engine mounting section 2.

[0061] After selecting the dimensions of connector 3, first buffer 4, and second buffer 5, it is necessary to select fasteners 6 for connection and fixation, as well as first limiters 7, second limiters 8, third limiters 9, and fourth limiters 10 for positioning. To ensure the stability of fasteners 6 and other parts such as first limiters 7, second limiters 8, third limiters 9, and fourth limiters 10, and to select shims of appropriate size, since the basic dimensions have been determined, it is only necessary to select parts of suitable size from the standard parts library.

[0062] Since this invention is required to transfer the stress load of the aero-engine to the aircraft cabin, in order to ensure the stability, reliability and safety of this invention, it is necessary to conduct quality inspection and stress test on this invention to verify that this invention can withstand the stress load transmitted by the aero-engine.

[0063] When selecting materials for the first buffer component 4 and the second buffer component 5, the hardness, tensile strength, elongation at break, aging performance, and water resistance of the rubber materials must meet the vibration reduction requirements. To ensure that the vibration reduction effect of this invention is sufficient to cope with the vibration load of the aero-engine, a series of performance verification tests are required, such as rubber material performance tests, deformation tests, vibration reduction efficiency tests, life tests, vibration tests, and impact tests, to verify that this invention meets the vibration reduction efficiency requirements of the aero-engine. Finally, after this invention passes all tests, the design is completed, mass production begins, and it is installed and applied in the aero-engine field.

[0064] This invention has already entered production and has successfully passed stress load tests, vibration damping rubber material tests, static stiffness, dynamic stiffness, torsional stiffness, vibration damping performance tests, as well as static / ultimate loading tests on the vibration damping rubber combined bushing and steel sleeve assembly. Verification shows that the average vibration energy attenuation rate of this invention is no less than 70% at 933Hz and no less than 80% at 1866Hz. Under functional testing conditions within the frequency band of 10Hz to 2000Hz, the average vibration energy attenuation rate is no less than 60% across the entire frequency band, meeting the usage requirements.

[0065] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A mounting connection structure for an aircraft engine, the aircraft engine comprising an aircraft mounting bracket (1) and an engine mounting section (2), wherein the aircraft mounting bracket (1) is provided with a first mounting hole (101) and the engine mounting section (2) is provided with a second mounting hole, characterized in that, include: The connector (3) is sequentially passed through the second mounting hole and the first mounting hole (101). The first buffer (4) is sleeved on the outer periphery of the connector (3) and disposed between the connector (3) and the first mounting hole (101); The second buffer (5) is sleeved on the outer periphery of the first buffer (4) and disposed between the first buffer (4) and the second mounting hole; It also includes fasteners (6); one end of the connector (3) is a fixed end (301) and the other end is a connecting end (302). The fastener (6) is fixedly connected to the connecting end (302), and the first buffer (4) is disposed between the fixed end (301) and the fastener (6). It also includes a first limiting member (7), which is sleeved on the outer periphery of the connector (3) and sandwiched between the first buffer member (4) and the fastener (6); It also includes a second limiting member (8), which is sleeved on the outer periphery of the connector (3) and located between the first buffer member (4) and the fixed end (301); It also includes a limiting ring (401), which protrudes from the outer periphery of the first buffer (4), and the second buffer (5) is disposed between the second limiting member (8) and the limiting ring (401); Also includes: The third limiting member (9) is sleeved on the outer periphery of the first buffer member (4) and is located on the side of the limiting ring (401) away from the second buffer member (5); the second limiting member (8) and the third limiting member (9) are respectively located on both sides of the second mounting hole; The fourth limiting member (10) is sleeved on the outer periphery of the first buffer member (4) and fixedly connected to the first buffer member (4). It is disposed between the third limiting member (9) and the first limiting member (7). The third limiting member (9) and the fourth limiting member (10) are respectively disposed on both sides of the first mounting hole (101).

2. The mounting and connection structure for an aero-engine according to claim 1, characterized in that, The fastener (6) is provided with a limiting groove (601) which is suitable for engaging with the reinforcing plate (102) on the aircraft mounting bracket (1).

3. The mounting and connection structure for an aero-engine according to claim 1 or 2, characterized in that, The connector (3) is a screw, and the fastener (6) is a nut.

4. The mounting and connection structure for an aero-engine according to claim 1 or 2, characterized in that, The first buffer (4) is a rubber bushing.

5. The mounting and connection structure for an aero-engine according to claim 1 or 2, characterized in that, The second buffer (5) is a rubber bushing.

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