Multi-connecting-rod suspension structure engine support and assembling method

Abstract

The invention provides an engine support of a multi-connecting-rod suspension structure and an assembling method, and belongs to the technical field of aircraft assembly.The engine support of the multi-connecting-rod suspension structure comprises three reinforcing frames which are sequentially connected, one reinforcing frame is fixed to an outer wing front beam through a connecting support, and every two adjacent reinforcing frames are connected through a connecting support; the connecting support comprises a plurality of pull rods and a connector base used for installing the pull rods, the connector base is fixed to the outer wing front beam or the reinforcing frame, a single lug piece is arranged on the connector base, double lug pieces matched with the single lug piece are arranged at the two ends of each pull rod, and the connecting line of the centers of the double lug pieces at the two ends of the same pull rod coincides with the centers of the pull rods. By means of the treatment scheme, the assembling efficiency and precision of the engine support of the multi-connecting-rod suspension structure are improved.

Description

Technical Field

[0001] This application relates to the field of aircraft assembly, and in particular to a multi-link suspension structure engine mount and assembly method. Background Technology

[0002] Traditional multi-link suspension structures include the main engine mounting section, auxiliary mounting section, engine struts, X-frame, rear section of the engine mount, and the connection area between the rear section of the mount and the wing, bearing and transmitting the engine's thrust, torque, and inertial forces. The rear section of the engine mount is a "W"-shaped welded tubular frame structure, composed of joints and struts. The joints and struts are made of 30CrMnSi high-strength alloy material. During welding, the "W"-shaped tubular frame structure is complex, with numerous and dense welds and complex welding angles. Significant deformation occurs after welding, requiring a dedicated welding deformation correction process. This manufacturing process poses significant challenges to subsequent engine assembly. Based on the assembly connection method of the rear section of the engine mount, to ensure a proper fit between the joint and the frame, a process allowance needs to be added in the joint thickness direction. During assembly, to eliminate welding deformation and the accumulation of errors during assembly and adjustment, the joint end faces must be precision-machined and lapped. However, manual lapping is labor-intensive, requires high operator skill, carries a high risk of exceeding tolerances, and is inefficient. Summary of the Invention

[0003] In view of this, this application provides a multi-link suspension structure engine bracket and assembly method, which solves the problems in the prior art and improves the assembly efficiency and accuracy of the multi-link suspension structure engine bracket.

[0004] On the one hand, the multi-link suspension structure engine bracket provided in this application adopts the following technical solution: An engine mount with a multi-link suspension structure includes three reinforcing frames connected in sequence, one of which is fixed to the front spar of the outer wing by a connecting bracket, and adjacent reinforcing frames are connected by connecting brackets. The connecting bracket includes multiple tie rods and a connector base for mounting the tie rods. The connector base is fixed to the outer wing front beam or reinforcing frame. The connector base is provided with a single lug. Both ends of the tie rod are provided with double lugs that mate with the single lugs. The line connecting the centers of the double lugs at both ends of the same tie rod coincides with the center of the tie rod. The tie rod between two adjacent reinforcing frames includes multiple inclined tie rods and vertical tie rods. The inclined tie rods and the reinforcing frame are at an acute angle, and the vertical tie rods are perpendicular to the reinforcing frame. The vertical tie rods and inclined tie rods are fixed to the reinforcing frame by a first joint base with a single lug on the rearward-facing double lug. The other end of the inclined tie rods and vertical tie rods is fixed to the reinforcing frame by a second joint base with two single lugs for simultaneously installing the double lugs of the two tie rods.

[0005] Optionally, the assembly gaps for single and double lugs can be obtained using Monte Carlo simulation methods with tolerance assembly simulation software.

[0006] Optionally, the double lugs and single lugs at one end of the pull rod are first assembled with a clearance range of (0.000012, 0.086511), and the double lugs and single lugs at the other end of the pull rod are then assembled with a clearance range of (0.000015, 0.098038).

[0007] Optionally, a tolerance allocation formula can be used to allocate the manufacturing precision of single-ear and double-ear pieces. The tolerance allocation formula is as follows: ; ; ; For the desired gap, The tolerance value for participation in the allocation. The probability of all influencing values. Contribution to a single ear, Contribution to both ears.

[0008] On the other hand, the assembly method of the multi-link suspension structure engine bracket provided in this application adopts the following technical solution: An assembly method for a multi-link suspension engine mount, used to assemble the aforementioned multi-link suspension engine mount; Assembly methods include: The positions of the three reinforcing frames are located based on the intersection of the engine shock absorbers. The three reinforcing frames are, in order, the first reinforcing frame, the second reinforcing frame, and the third reinforcing frame. Position and install the connector base onto the three reinforcing frames; The tie rods connecting the first and second reinforcing frames, and the second and third reinforcing frames, are combined to form the engine mount; The engine mount and outer wing are installed on the docking and installation vehicle. The side of the first reinforcing frame that is away from the second reinforcing frame faces the outer wing. The first reinforcing frame and the opposite side of the front spar of the outer wing are provided with joint bases. On the docking and installation vehicle, connect the tie rod between the first reinforcing frame and the outer wing front beam. First, connect one end of the tie rod to the joint base on the outer wing front beam, and then connect the other end of the tie rod to the joint base on the first reinforcing frame.

[0009] Optionally, when the single and double ear pieces are connected, the hole is machined and assembled by expanding the hole.

[0010] In summary, this application includes the following beneficial technical effects: This application changes the traditional multi-link suspension structure of the W-shaped pipe frame welding, simplifies the spatial non-planar angle structure of the original support joint, and adjusts the spatial non-planar angle structure of the original joint to an L-shaped base, so as to realize the point-to-point fork connection between the tie rod and the joint.

[0011] Simultaneously, the overall frame was weight-reduced and the installation intersections were precisely located, and the original ring-shaped solid frame was changed into a U-shaped reinforced frame.

[0012] At the same time, the materials of the original joints, struts and ring frames were changed from 30CrMnSi to TC4 titanium alloy, which has better performance, higher strength and rigidity and is lighter.

[0013] The above optimizations completely changed the original welding method, reduced the accumulation of errors in the manufacturing process, and enhanced the lightness and rigidity of the engine mount while reducing weight, laying the foundation for the final realization of zero-compensation assembly. Attached Figure Description

[0014] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a schematic diagram of the engine mount structure for a multi-link suspension system.

[0016] Explanation of reference numerals in the attached drawings: 1. First reinforcing frame; 2. Second reinforcing frame; 3. Third reinforcing frame; 4. Outer wing front beam; 5. Inclined tie rod; 6. Vertical tie rod; 7. Joint base. Detailed Implementation

[0017] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0018] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this application, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0020] It should also be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The illustrations only show the components related to this application and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0021] Furthermore, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0022] This application provides an engine mount with a multi-link suspension structure.

[0023] like Figure 1 As shown, a multi-link suspension structure engine mount includes three reinforcing frames connected in sequence. One of the reinforcing frames is fixed to the outer wing front spar 4 by a connecting bracket, and adjacent reinforcing frames are connected by connecting brackets. The connecting bracket includes multiple tie rods and a connector base 7 for mounting the tie rods. The connector base 7 is fixed to the outer wing front beam 4 or the reinforcing frame. The connector base 7 is provided with a single lug. Both ends of the tie rod are provided with double lugs that cooperate with the single lugs. The line connecting the centers of the double lugs at both ends of the same tie rod coincides with the center of the tie rod. The tie rod between two adjacent reinforcing frames includes multiple inclined tie rods 5 and vertical tie rods 6. The inclined tie rods 5 and the reinforcing frames are at acute angles, that is, the inclined tie rods 5 and the reinforcing frames are not perpendicular. The vertical tie rods 6 and the reinforcing frames are perpendicular. The vertical tie rods 6 and the inclined tie rods 5 are fixed to the reinforcing frames by a first joint base 7 with a single lug on the first joint base. The other end of the inclined tie rods 5 and the vertical tie rods 6 is fixed to the reinforcing frames by a second joint base with two single lugs for simultaneously installing the double lugs of the two tie rods.

[0024] In this embodiment, the three reinforcing frames are, in sequence, the first reinforcing frame 1, the second reinforcing frame 2, and the third reinforcing frame 3, starting from the outer wing front spars 4. The engine is mounted on the second reinforcing frame and the third reinforcing frame 3. The tie rods of the first reinforcing frame 1 and the outer wing front spars 4 are not perpendicular to the outer wing front spars 4 and the first reinforcing frame 1. The first reinforcing frame 1 and the outer wing front spars 4 are provided with joint bases 7 on their opposite sides. The difference in the installation method of the tie rods between the first reinforcing frame 1 and the second reinforcing frame 2 is that some joint bases 7 on the first reinforcing frame 1 and the outer wing front spars 4 have one single lug, while some joint bases 7 have two single lugs, designed according to the tilt angle and connection point of the tie rod.

[0025] In this embodiment, the second reinforcing frame 2 and the third reinforcing frame 3 are U-shaped, with solid structures on the top and sides of the engine, and the bottom of the engine corresponding to the second reinforcing frame 2 and the third reinforcing frame 3 is an open structure. In this embodiment, the connector base 7, the tie rod, and the reinforcing frame are made of titanium alloy TC4.

[0026] The tie rod joint and tie rod assembly method of this application achieves the high requirement of zero clearance in the design drawing dimensions, and innovatively achieves zero-compensation assembly of the engine nacelle of the multi-link suspension structure.

[0027] In this embodiment, the assembly clearance of the single and double lugs is obtained using Monte Carlo simulation method with tolerance assembly simulation software. In a specific embodiment, the lug and single lug fit clearance range of one end of the tie rod is first assembled (0.000012, 0.086511), and the lug and single lug fit clearance range of the other end of the tie rod is then assembled (0.000015, 0.098038).

[0028] In this embodiment, a tolerance allocation formula is used to allocate the manufacturing precision of single-ear and double-ear pieces. The tolerance allocation formula is as follows: ; ; ; For the desired gap, The tolerance value for participation in the allocation. The probability of all influencing values. Contribution to a single ear, Contribution to both ears. Adjust the precision of both monoa and binaural auricles to meet the desired gap.

[0029] This application also discloses an assembly method for a multi-link suspension structure engine bracket, used to assemble the aforementioned multi-link suspension structure engine bracket; Assembly methods include: On the engine bracket assembly tooling, the positions of the three reinforcing frames are located according to the intersection of the engine shock absorbers. The three reinforcing frames are, in order, the first reinforcing frame, the second reinforcing frame, and the third reinforcing frame. Position and install the connector base onto the three reinforcing frames; The tie rods connecting the first and second reinforcing frames, and the second and third reinforcing frames, are combined to form the engine mount; The engine mount and outer wing are installed on the docking and installation vehicle. The side of the first reinforcing frame that is away from the second reinforcing frame faces the outer wing. The first reinforcing frame and the opposite side of the front spar of the outer wing are provided with joint bases. On the docking and installation vehicle, connect the tie rod between the first reinforcing frame and the outer wing front beam. First, connect one end of the tie rod to the joint base on the outer wing front beam, and then connect the other end of the tie rod to the joint base on the first reinforcing frame. Accumulate the error at the intersection of the first reinforcing frame and the tie rod.

[0030] Among them, the engine bracket assembly tooling, the locator used for the positioning connector base, and the docking and installation vehicle are all existing mature technologies, which will not be described in detail in this embodiment, nor is this the point of innovation that is not applied for.

[0031] When connecting the single and double lugs, the holes are machined and assembled using a reaming method. Specifically, the bushings on the single and double lugs are first used to position and enlarge the holes to control the assembly clearance. Then, the hole axis is aligned by reaming the holes, and finally, the pin is assembled and secured.

[0032] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An engine mount with a multi-link suspension structure, characterized in that, It includes three reinforcing frames connected in sequence, one of which is fixed to the front beam of the outer wing by a connecting bracket, and adjacent reinforcing frames are connected by connecting brackets; The connecting bracket includes multiple tie rods and a connector base for mounting the tie rods. The connector base is fixed to the outer wing front beam or reinforcing frame. The connector base is provided with a single lug. Both ends of the tie rod are provided with double lugs that mate with the single lugs. The line connecting the centers of the double lugs at both ends of the same tie rod coincides with the center of the tie rod. The tie rod between two adjacent reinforcing frames includes multiple inclined tie rods and vertical tie rods. The inclined tie rods and the reinforcing frame are at an acute angle, and the vertical tie rods are perpendicular to the reinforcing frame. The vertical tie rods and inclined tie rods are fixed to the reinforcing frame by a first joint base with a single lug on the rearward-facing double lug. The other end of the inclined tie rods and vertical tie rods is fixed to the reinforcing frame by a second joint base with two single lugs for simultaneously installing the double lugs of the two tie rods.

2. The engine mount of the multi-link suspension structure according to claim 1, characterized in that, The assembly clearance of single-ear and double-ear plates was obtained using Monte Carlo simulation method with tolerance assembly simulation software.

3. The engine mount of the multi-link suspension structure according to claim 1, characterized in that, The clearance range of the double lugs and single lugs at one end of the pull rod is (0.000012, 0.086511), and the clearance range of the double lugs and single lugs at the other end of the pull rod is (0.000015, 0.098038).

4. The engine mount of the multi-link suspension structure according to claim 1, characterized in that, The tolerance allocation formula is used to allocate tolerances for the manufacturing precision of single-ear and double-ear plates. The tolerance allocation formula is as follows: ； ； ； For the desired gap, The tolerance value for participation in the allocation. The probability of all influencing values. Contribution to a single ear, Contribution to both ears.

5. A method for assembling an engine mount in a multi-link suspension structure, characterized in that, Used for assembling the engine mount of the multi-link suspension structure according to any one of claims 1-4; Assembly methods include: The positions of the three reinforcing frames are located based on the intersection of the engine shock absorbers. The three reinforcing frames are, in order, the first reinforcing frame, the second reinforcing frame, and the third reinforcing frame. Position and install the connector base onto the three reinforcing frames; The tie rods connecting the first and second reinforcing frames, and the second and third reinforcing frames, are combined to form the engine mount; The engine mount and outer wing are installed on the docking and installation vehicle. The side of the first reinforcing frame that is away from the second reinforcing frame faces the outer wing. The first reinforcing frame and the opposite side of the front spar of the outer wing are provided with joint bases. On the docking and installation vehicle, connect the tie rod between the first reinforcing frame and the outer wing front beam. First, connect one end of the tie rod to the joint base on the outer wing front beam, and then connect the other end of the tie rod to the joint base on the first reinforcing frame.

6. The assembly method of the engine bracket for the multi-link suspension structure according to claim 5, characterized in that, When the single and double ear pieces are connected, the holes are machined and assembled using a reaming method.

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