Light sports aircraft engine support

Abstract

The invention discloses a light sports aircraft engine support. The light sports aircraft engine support comprises three mounting functional surfaces and a support body structure. The three mounting functional surfaces are respectively a fuselage mounting surface, an engine mounting surface and a nose landing gear mounting surface; the support body structure comprises a cross beam, a turning beam, a vertical beam, a turning cross beam, a connecting arm a, a connecting arm b, a supporting arm a, a supporting arm b, a supporting arm c, an angle piece, a turning cross beam and a flange. The front undercarriage, the front undercarriage damping mechanism and the bracket form a triangular framework, so that impact load and ground reaction force can be dispersed, the service life of the fuselage is prolonged, and the reliability is improved; the crutch cross beam is divided into two sections and fastened through a flange and a gap adjusting sheet, the controllability and high rigidity of the manufacturing form and location tolerance of the support and the machine body are both considered, and the practicability and the adaptability are improved; the support bases on the two sides are of an integral turning structure, the problem of sectional connection rigidity is solved, the structure is exquisite, the bearing capacity is high, the reliability is high, and complex loads can be borne.

Description

Technical Field

[0001] The present invention relates to the technical field of engine supporting devices, in particular to an engine bracket for a light sports aircraft. Background Art

[0002] The installation and support structure design of the engine and nose landing gear play a central role in the overall structural system of aircraft, such as airplanes. Like the "bones and joints" of an aircraft, their performance directly impacts the safety, operational reliability, and overall service life of the aircraft throughout its lifecycle. As the "heart" of an aircraft's power output, the engine generates continuous vibration loads, torque, and material stress in high-temperature environments during operation. The nose landing gear, a key support component connecting the aircraft to the ground, must withstand complex ground support reactions, impact loads, and lateral friction during takeoff, landing, and taxiing. Currently, some engine brackets utilize a segmented, spliced ​​design. This not only makes the overall layout appear cumbersome and lacks structural sophistication, but more importantly, it makes it difficult to achieve perfect rigidity matching at the segmented joints, significantly compromising the overall load-bearing strength of the structure. Under the influence of long-term, high-frequency engine vibration, stress concentrations can easily occur at the joints, causing noise in the components at best and cracking in the bracket at worst, directly threatening the secure mounting of the engine and posing a serious challenge to flight safety. In addition, the front landing gear of most light sport aircraft adopts a connection method of being directly rigidly fixed to the main structure of the fuselage. This design makes it impossible for the landing gear to achieve effective force flow buffering and dispersion when it is subjected to ground support reaction force and landing impact load. The impact energy and concentrated load will be directly transmitted to the fuselage frame through the rigid connection. Under long-term action, the stress fatigue accumulation rate of the fuselage structure is significantly accelerated, especially at the junction of the fuselage skin and the truss at the landing gear connection. Early cracks, deformation and other damages are prone to occur, which greatly shortens the design service life of the fuselage and increases the frequency and cost of fuselage structure maintenance and reinforcement. Therefore, a light sport aircraft engine bracket is proposed to solve the above problems. Summary of the Invention

[0003] (1) Purpose of the invention In order to solve the technical problems existing in the background technology, the present invention proposes a light sports aircraft engine bracket, which solves the problems of the existing segmented engine bracket being bloated in structure, low in load-bearing strength, and easy to concentrate stress, as well as the problem that the front landing gear is directly fixed to the fuselage, resulting in the inability to disperse the load and the short life of the fuselage. At the same time, the bracket installation accuracy can be adjusted and the rigidity is guaranteed.

[0004] (2) Technical solution The present invention provides an engine bracket for a light sports aircraft, comprising three functional mounting surfaces and a bracket main structure; the three functional mounting surfaces are respectively a fuselage mounting surface, an engine mounting surface, and a front landing gear mounting surface; the bracket main structure comprises a crossbeam, a bend beam, a vertical beam, a bend crossbeam, a connecting arm a, a connecting arm b, a support arm a, a support arm b, a support arm c, an angle piece, a bend crossbeam, and a flange.

[0005] Preferably, the fuselage mounting surface is composed of a support base and a support, and is fastened to the aircraft fuselage by four sets of bolts.

[0006] Preferably, the engine mounting surface is connected by two side connecting rings b and two side connecting rings a, and the engine shock absorber is fastened to the engine body through mounting bolts.

[0007] Preferably, the front landing gear mounting surface is fastened to the support base on both sides by bolts, the upper end of the front landing gear shock absorber arm is hinged to the support rings on both sides through an axis, the front landing gear is hinged to the lower end of the front landing gear shock absorber arm, and the upper end of the front landing gear shock absorber arm is installed at the support rings on both sides of the bracket.

[0008] Preferably, the cross beam, turning beam, vertical beam and turning cross beam constitute a rectangular mounting surface of the engine, and its geometric layout precisely matches the engine mounting point; the connecting arm a, connecting arm b, turning beam and connecting arm a, connecting arm b and vertical beam on both sides respectively constitute two upper triangular frame beam structures, which mainly bear and transmit the axial load of the fuselage; the support arm a, support arm b, support arm c on both sides respectively constitute two lower triangular support arm structures, which mainly transmit ground support reaction force and impact load; corner pieces are installed at the nodes of the triangular frame beam structure of the connecting arm a, connecting arm b and turning beam on one side and the connecting arm a, connecting arm b and vertical beam on the other side to enhance the structural rigidity.

[0009] Preferably, the support bases on both sides adopt an integral turning process, and their structure consists of a lower base and an upper rod shaft seat. The lower base is fixedly connected by bolts, and the upper rod shaft seat is used to insert the support arms a on both sides and implement welding sealing.

[0010] Preferably, the support bases on both sides and the support rings on both sides form a triangular structure with the front landing gear shock absorber arm and the front landing gear through the installation points.

[0011] Preferably, the cross beam is divided into two sections by two flanges, and the flanges are fastened with bolts through gap adjustment plates.

[0012] Compared with the prior art, the above technical solution of the present invention has the following beneficial technical effects: 1. This light sport aircraft engine bracket, nose landing gear, and nose shock absorber arm form a triangular structure through the support base on both sides, the support rings on both sides, and the connection point at the lower end of the nose shock absorber arm. The impact load and ground support reaction force of the nose landing gear can be effectively dispersed through the bracket, so that the load is evenly transferred to the fuselage frame beam structure, extending the service life of the fuselage and improving the overall structural reliability.

[0013] 2. The crossbeam of this light-sport aircraft engine bracket is divided into two short beams, which are fastened with bolts through flanges and gap adjustment plates. This structure combines the controllable form and position tolerances of a non-bent beam bracket with the high rigidity of an integral bent beam bracket, improving the practicality and adaptability of the bracket.

[0014] 3. The support bases on both sides of this light sport aircraft engine bracket adopt an integral turning process and are composed of a lower base and an upper rod shaft seat. Compared with the segmented support, this design eliminates the rigidity matching problem of the segmented connection. It has the significant advantages of sophisticated structure, high load-bearing strength and strong reliability. It can better withstand complex loads such as engine vibration and front landing gear impact, thereby improving structural strength and reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a schematic structural diagram of a light sports aircraft engine bracket proposed by the present invention.

[0016] Figure 2 This is an enlarged view of B in the engine bracket of a light sports aircraft proposed by the present invention.

[0017] Figure 3 This is an enlarged view of A in the engine bracket for a light sports aircraft proposed by the present invention.

[0018] Figure 4 This is a three-dimensional view of the side of the engine bracket for a light sports aircraft connected to the front landing gear and the front shock absorber arm proposed by the present invention.

[0019] Figure 5 This is a three-dimensional view of the other side of the engine bracket for a light sports aircraft proposed by the present invention, connected to the front landing gear and the front shock absorber arm.

[0020] Figure markings: 1. connecting clamp b; 2. supporting arm a; 3. supporting arm b; 4. supporting ring; 5. support base; 6. supporting arm c; 7. vertical beam; 8. connecting clamp a; 9. horizontal beam; 10. turning beam; 11. connecting arm a; 12. connecting arm b; 13. angle piece; 14. support; 15. turning beam; 16. flange. DETAILED DESCRIPTION

[0021] To make the objectives, technical solutions, and advantages of the present invention more clearly understood, the present invention will be further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings. It should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present invention. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present invention.

[0022] In the description of the invention, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," "the other end," and the like, indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0023] In the description of the invention, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "provided with," "connected," etc., should be understood in a broad sense. For example, "connected" may refer to a fixed connection, such as welding, riveting, or bonding, or a detachable connection, such as threaded connection, key connection, or pin connection, or an integral connection; it may refer to a mechanical connection or an electrical connection; it may refer to a direct connection or an indirect connection through an intermediate medium, or it may refer to internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0024] like Figure 1-3 As shown, the present invention proposes a light sports aircraft engine bracket, which includes three mounting functional surfaces and a bracket main structure; the three mounting functional surfaces are respectively a fuselage mounting surface, an engine mounting surface and a front landing gear mounting surface; the bracket main structure includes a cross beam 9, a bend beam 10, a vertical beam 7, a bend cross beam 15, a connecting arm a11, a connecting arm b12, a support arm a2, a support arm b3, a support arm c6, an angle piece 13, a bend cross beam 15 and a flange 16.

[0025] In the present invention, The specific composition and functions of the three installation functional surfaces of this application document are as follows: Fuselage mounting surface: It is composed of the support base 5 and the support 14, and is fastened to the aircraft fuselage by four sets of bolts. Its main function is to transmit the supporting load of the engine and the front landing gear; Engine mounting surface: The connecting snap rings b1 and a8 on both sides cooperate with the mounting bolts to achieve the fastening connection between the engine shock absorber and the engine body; Front landing gear mounting surface: The front landing gear is fastened to the support base 5 on both sides by bolts, and the upper end of the front landing gear shock absorber arm is mounted on the support ring 4 on both sides through an axial articulated connection.

[0026] The design features and functions of the main structure of the bracket are as follows: The cross beam 9, the turning beam 10, the vertical beam 7, and the turning cross beam 15 together form a rectangular mounting surface for the engine. Its geometric layout matches the engine mounting point, providing an adaptive mounting foundation for the engine. The connecting arms a11 and b12 on both sides respectively form two upper triangular frame beam structures with the turning beam 10 and the vertical beam 7, which are used to connect the bracket and the fuselage, and mainly bear and transmit the axial load of the fuselage; The support arms a2, b3, and c6 on both sides respectively form two lower triangular support arm structures, connecting the front landing gear and the fuselage, and are mainly responsible for transmitting ground support reaction force and impact load; Corner pieces 13 are installed at the nodes of the upper triangular frame beam structure to enhance the structural rigidity; The cross beams 15 on both sides are divided into two sections by two flanges 16, which are connected by bolts to achieve length adjustment for bracket installation and adjustment.

[0027] In an optional embodiment, the fuselage mounting surface is composed of a support base 5 and a support 14, and is fastened to the aircraft fuselage by four sets of bolts.

[0028] It should be noted that the setting of four sets of bolts can form a uniformly distributed tightening force, ensure that there is no relative displacement between the bracket and the fuselage, and provide a reliable path for the transmission of the engine and front landing gear support load.

[0029] Among them, the support base 5, as an important component of the fuselage mounting surface, together with the support 14 constitutes a multi-point stable connection structure, which can effectively resist various torques caused by engine vibration and front landing gear impact, avoid loosening or damage of the connection parts due to uneven force, and ensure the safety and durability of the connection between the bracket and the fuselage.

[0030] In an optional embodiment, the engine mounting surface is connected by two side connecting snap rings b1 and two side connecting snap rings a8 through mounting bolts to fasten the engine shock absorber and the engine body.

[0031] It should be noted that the symmetrically arranged connecting snap rings b1 and a8 on both sides can accurately match the engine mounting points; The tightening method of the mounting bolts ensures the reliability of the connection, prevents the engine from loosening under vibration, stress and other working conditions, and also facilitates subsequent maintenance, disassembly and replacement.

[0032] At the same time, the mounting surface directly bears the vibration load, torque force, etc. generated when the engine is working, and smoothly transmits these forces to the rectangular mounting surface of the engine composed of the cross beam 9, the turning beam 10, the vertical beam 7, and the turning cross beam 15, and then dispersedly transmits them to the fuselage through the main structure of the bracket, avoiding the concentrated effect of force causing excessive wear and tear on a single component, and improving the overall force rationality and service life of the bracket.

[0033] In an optional embodiment, the front landing gear mounting surface is fastened to the support bases 5 on both sides by bolts, and the front landing gear shock absorber arms are mounted on the support rings 4 on both sides by an axial articulated connection.

[0034] It should be noted that the support bases 5 on both sides serve as carriers for bolt connection and are hingedly fixed to the front landing gear, while the support rings 4 on both sides are hingedly connected to the front landing gear shock absorber arms through shafts.

[0035] The front landing gear and the front shock absorber arm form a triangular structure together with the bracket through the support base 5 on both sides of the installation point and the support ring 4 on both sides.

[0036] In an optional embodiment, the cross beam 9, the turning beam 10, the vertical beam 7, and the turning cross beam 15 constitute a rectangular mounting surface of the engine, and its geometric layout precisely matches the engine mounting point; the connecting arms a11, the connecting arms b12, the turning beam 10 on both sides and the connecting arms a11, the connecting arms b12 and the vertical beam 7 respectively constitute two upper triangular frame beam structures, which mainly bear and transmit the axial load of the fuselage; the support arms a2, the support arms b3, and the support arms c6 on both sides respectively constitute two lower triangular support arm structures, which mainly transmit the ground support reaction force and impact load; corner pieces 13 are installed at the nodes of the triangular frame beam structures of the connecting arms a11, the connecting arms b12 and the turning beam 10 on one side and the connecting arms a11, the connecting arms b12 and the vertical beam 7 on the other side to enhance the structural rigidity.

[0037] It should be noted that the rectangular mounting surface of the engine composed of the cross beam 9, the curved beam 10, the vertical beam 7, and the curved cross beam 15 is designed according to the engine mounting point, which improves the fit of the assembly and ensures that the vibration load and torque generated by the engine during operation are smoothly transmitted to the bracket body through the surface, providing a stable installation foundation for the engine.

[0038] The two lower triangular support arm structures composed of support arms a2, b3 and c6 on both sides transmit the ground support reaction force and impact load borne by the front landing gear during takeoff, landing impact, ground taxiing and other scenarios to the fuselage through the stability of the triangle, ensuring a clear and evenly distributed load transfer path and reducing excessive stress on single parts.

[0039] In an optional embodiment, the support base 5 on both sides adopts an integral turning process, and its structure consists of a lower base and an upper rod shaft seat. The lower base is fixedly connected by bolts to provide a reliable installation foundation for the entire bracket, and the upper rod shaft seat is used to insert the support arms a2 on both sides and implement welding sealing to form a rigid connection between the support arms a2 and the support base 5, thereby ensuring the continuity of the load transfer path.

[0040] It should be noted that the structure is made more sophisticated and compact, the redundant space occupation is reduced, and the overall bearing strength and structural reliability of the support base 5 are improved. When subjected to the long-term action of complex forces such as engine vibration load and front landing gear impact load, it can avoid the stress concentration phenomenon that is prone to occur in the segmented structure and reduce the risk of loosening or cracking of the connection parts.

[0041] In an optional embodiment, the support bases 5 on both sides and the support rings 4 on both sides form a triangular structure with the front landing gear shock absorber arm and the front landing gear through the installation points.

[0042] It should be noted that in scenarios such as aircraft takeoff, landing impact, and ground taxiing, the front landing gear will be subjected to complex ground support reaction forces, impact loads, and lateral friction forces. The triangular frame can effectively disperse these loads through its own structural characteristics, so that the force flow originally concentrated on a single connection point is transmitted through the frame to multiple parts of the bracket, and then evenly transmitted from the bracket to the fuselage frame beam structure.

[0043] Significantly reduces the stress on the local structure of the fuselage, avoids structural fatigue damage caused by long-term concentrated force, extends the service life, and improves the operational reliability of the overall structure.

[0044] In an optional embodiment, the cross beam 15 is divided into two sections by two flanges 16 , and the flanges 16 are fastened with bolts in conjunction with gap adjustment plates.

[0045] It should be noted that during the assembly process, the overall length of the crossbeam 15 can be fine-tuned by adding or removing gap adjustment plates between the flanges 16 and then tightening them with bolts, thereby compensating for dimensional errors that may occur during the manufacturing or assembly process and ensuring that the installation accuracy of the bracket meets the design requirements.

[0046] The two-stage structure, combined with the adjustment function of the flange 16, enables the bracket to flexibly adapt to the actual assembly scenario during the installation phase, reducing the requirements for component processing accuracy.

[0047] Working principle: When the engine is working, the vibration load and torque force generated are transmitted through the engine mounting surface to the rectangular mounting surface, then transmitted to the fuselage mounting surface through the upper triangular frame beam structure, and finally transmitted to the fuselage; When the aircraft is taking off, landing or taxiing, the ground reaction force and impact load borne by the nose landing gear is transmitted to the base 5 through the lower triangular arm structure, and then dispersed to the fuselage frame through the fuselage mounting surface; The cross beam 15 is adjusted in length by the flange 16, so that the position accuracy of each mounting surface can be fine-tuned according to actual accuracy requirements during installation and later maintenance, thereby ensuring that the position accuracy meets the design requirements.

[0048] In the present application, the above-mentioned bracket refers to the engine bracket of the present application as a whole. The above-mentioned fuselage is specifically a light sport aircraft fuselage. The engine bracket of the present application is installed between the front support bracket, the front support bracket shock absorbing arm, the light sport aircraft fuselage, and the engine and the engine shock absorbing device. The engine shock absorbing device is a common technical means in light sport aircrafts. In addition, the front landing gear shock absorbing arm of the present application refers to the shock absorber installed on the front landing gear.

[0049] Although embodiments of the present application have been shown and described, it is to be understood that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present application, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A light sports aircraft engine bracket, characterized in that: The invention comprises three functional mounting surfaces and a main structure of a bracket; the three functional mounting surfaces are respectively a fuselage mounting surface, an engine mounting surface and a front landing gear mounting surface; the main structure of the bracket comprises a crossbeam (9), a turning beam (10), a vertical beam (7), a turning crossbeam (15), a connecting arm a (11), a connecting arm b (12), a support arm a (2), a support arm b (3), a support arm c (6), an angle piece (13), a turning crossbeam (15) and a flange (16).

2. The light sports aircraft engine bracket according to claim 1, characterized in that: The fuselage mounting surface is composed of a support base (5) and a support (14), and is fastened to the aircraft fuselage via four sets of bolts.

3. The light sports aircraft engine bracket according to claim 1, characterized in that: The engine mounting surface is connected by two side connecting snap rings b (1) and two side connecting snap rings a (8) to fasten the engine damping device and the engine body through mounting bolts.

4. The light sports aircraft engine bracket according to claim 1, characterized in that: The front landing gear mounting surface is fastened to the support bases (5) on both sides by bolts, the front landing gear is hingedly connected to the lower end of the front landing gear shock absorber arm, and the upper end of the front landing gear shock absorber arm is mounted on the support rings (4) on both sides of the bracket.

5. The light sports aircraft engine bracket according to claim 1, characterized in that: The crossbeam (9), the turning beam (10), the vertical beam (7), and the turning crossbeam (15) constitute a rectangular mounting profile of the engine, and its geometric layout precisely matches the engine mounting point; the connecting arms a (11), the connecting arms b (12), the turning beam (10) on both sides and the connecting arms a (11), the connecting arms b (12) and the vertical beam (7) respectively constitute two upper triangular frame beam structures, which mainly bear and transmit the axial load of the fuselage; the supporting arms a (2), the supporting arms b (3), and the supporting arms c (6) on both sides respectively constitute two lower triangular support arm structures, which mainly transmit the ground support reaction force and impact load; angle pieces (13) are installed at the nodes of the triangular frame beam structures of the connecting arms a (11), the connecting arms b (12) and the turning beam (10) on one side and the connecting arms a (11), the connecting arms b (12) and the vertical beam (7) on the other side to enhance the structural rigidity.

6. The light sports aircraft engine bracket according to claim 1, characterized in that: The support bases (5) on both sides are made by an integral turning process, and their structure consists of a lower base and an upper rod shaft seat. The lower base is fixedly connected by bolts, and the upper rod shaft seat is used to insert the support arms a (2) on both sides and implement welding sealing.

7. The light sports aircraft engine bracket according to claim 1, characterized in that: The engine bracket support bases (5) on both sides and the support rings (4) on both sides form a triangular frame with the front landing gear shock absorber arm and the front landing gear through the installation points.

8. The light sports aircraft engine bracket according to claim 1, characterized in that: The cross beam (15) is divided into two sections by two flanges (16), and is fastened by bolts through the flanges (16) and the gap adjustment pieces.

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