Variable diameter pushrod linkage apparatus

Abstract

A thrust link for an aircraft engine, comprising: a forward end coupled to the aircraft engine, the forward end having a first diameter; and an aft end coupled to the aircraft engine or a pylon, the aft end having the first diameter, wherein the thrust link defines a thrust link span extending from the forward end to the aft end, wherein a second diameter greater than the first diameter is defined between the forward end and the aft end, wherein the second diameter spans a central diameter span that is equal to 60%, 90%, or between 60% and 90% of the thrust link span.

Description

[0001] This application is a divisional application of the invention patent application with international application number PCT / US2024 / 048431, international application date of September 25, 2024, and national application number 202480061276.2, which entered the Chinese national phase on March 24, 2026, and is entitled "Variable Diameter Thrust Linkage Device". Related applications

[0002] This patent claims the benefit of U.S. Provisional Patent Application Nos. 63 / 585,162, 63 / 585,157, 63 / 585,165, and 63 / 585,166, all filed September 25, 2023. These U.S. Provisional Patent Application Nos. 63 / 585,162, 63 / 585,157, 63 / 585,165, and 63 / 585,166 are hereby incorporated herein by reference in their entirety. Priority is hereby claimed from U.S. Provisional Patent Application Nos. 63 / 585,162, 63 / 585,157, 63 / 585,165, and 63 / 585,166. Technical Field

[0003] This disclosure generally relates to gas turbine engines, and more specifically, to variable diameter thrust linkage devices. Background Technology

[0004] During operation, aircraft engines, car engines, generators, etc. (also referred to herein as vibration generating devices) generate vibrations. Vibration generating devices may include additional hardware structures to withstand the resonant frequencies caused by the vibrations, as these frequencies can damage the vibration generating devices. Attached Figure Description

[0005] Figure 1A This is a cross-sectional view of a gas turbine engine.

[0006] Figure 1B This is a cross-sectional view of another gas turbine engine.

[0007] Figure 1C yes Figure 1A and / or Figure 1B A cross-sectional view of the equalizer bar of a gas turbine engine.

[0008] Figure 2 It is a description of what is used to offset / dissipate. Figure 1A and Figure 1BDamping diagram of a series of damping ratios for the resonant vibration frequencies generated by a gas turbine engine.

[0009] Figure 3 It is a description Figure 1A and Figure 1B An example thrust linkage response diagram illustrating the operating range of components within a gas turbine engine.

[0010] Figure 4A yes Figure 1A The view is the upper half of the cross-sectional view, showing the first thrust linkage system.

[0011] Figure 4B yes Figure 4A A cross-sectional view of an example multi-directional buffer in the first thrust linkage system.

[0012] Figure 5 yes Figure 1A The view of the upper half of the cross-sectional view shows a second example thrust linkage system.

[0013] Figure 6 yes Figure 1A and / or Figure 1B An axial view of the thrust link shows a third example thrust link system.

[0014] Figure 7 yes Figure 1A-1B And / or the cross-sectional view of the thrust link in Figure 4-6, showing the geometric orientation of the first thrust link.

[0015] Figure 8 yes Figure 1A-1B And / or the cross-sectional view of the thrust link in Figure 4-6, showing that it can be connected with... Figure 7 The first thrust link geometry can be interchanged or combined with the second, third, and fourth thrust link geometry.

[0016] Figure 9 yes Figure 1A-1B And / or any of the first example vibration damping arrangements of the thrust link in Figures 4-8.

[0017] Figure 10 yes Figure 1A-1B And / or a second example vibration damping arrangement of any thrust link in Figures 4-8.

[0018] Figure 11 yes Figure 1A-1B And / or any of the third example vibration damping arrangements of the thrust link in Figures 4-8.

[0019] Figure 12 yes Figure 1A-1B And / or the fourth example vibration damping arrangement of any thrust link in Figures 4-8.

[0020] Figure 13A yes Figure 1A-1B And / or the fifth example vibration damping arrangement of any thrust link in Figures 4-8.

[0021] Figure 13B It can be used Figure 9 , Figure 10 , Figure 11 , Figure 12 and / or Figure 13A An example of a vibration damping arrangement is a multi-directional damper.

[0022] Figure 14A It includes the first fluid-filled thrust linkage system Figure 1A-1B and / or Figure 4A-13A A cross-sectional view of an example implementation of any thrust link.

[0023] Figure 14B It includes a second fluid-filled thrust linkage system. Figure 1A-1B and / or Figure 4A-13A A cross-sectional view of an example implementation of any thrust link.

[0024] Figure 14C It includes the first fluid-filled thrust linkage system Figure 1A-1B and / or Figure 4A-13A A cross-sectional view of a third example embodiment of any thrust link.

[0025] Figure 14D It includes the fourth fluid-filled thrust linkage system Figure 1A-1B and / or Figure 4A-13A A cross-sectional view of an example implementation of any thrust link. Detailed Implementation

[0026] Generally, the same reference numerals will be used throughout the accompanying drawings and written description to refer to the same or similar parts. The drawings are not necessarily drawn to scale. Instead, the thickness of layers or regions may be magnified in the drawings. Although the drawings show layers and regions with clearly defined lines and boundaries, some or all of these lines and / or boundaries may be idealized. In reality, boundaries and / or lines may be unobservable, mixed, and / or irregular.

[0027] As used herein, unless otherwise stated, the term "above" describes the relationship of two parts relative to the Earth. The first part is above the second part if at least one portion of the second part lies between the Earth and the first part. Similarly, as used herein, the first part is "below" the second part when the first part is closer to the Earth than the second part. As stated above, the first part can be above or below the second part, having one or more of the following: other parts between them, no other parts between them, the first and second parts in contact, or the first and second parts not in direct contact with each other.

[0028] As used herein, unless otherwise indicated, a connection reference (e.g., attachment, coupling, connection, and joining) may include intermediate components between elements referred to by the connection reference and / or relative movement between those elements. Therefore, a connection reference does not necessarily imply that two elements are directly connected and / or fixed to each other. As used herein, the statement that any part is in “contact” with another part is defined to mean that there is no intermediate part between the two parts.

[0029] Unless otherwise specifically stated, descriptors such as “first,” “second,” and “third” as used herein do not assign or otherwise indicate any meaning of priority, physical order, arrangement in a list, and / or any sorting, but are merely used as labels and / or arbitrary names to distinguish elements for the purpose of understanding the disclosed examples. In some examples, the descriptor “first” may be used to refer to an element in the detailed description, while different descriptors (such as “second” or “third”) may be used in the claims to refer to the same element. In such cases, it should be understood that such descriptors are only used to clearly identify those elements in the context of the discussion (e.g., in the claims), where elements may otherwise share the same name, for example.

[0030] The terms "front" and "rear" refer to relative positions within a turbine engine or carrier, and specifically to the normal operating posture of the turbine engine or carrier. For example, for a turbine engine, "front" refers to the position closer to the engine inlet, and "rear" refers to the position closer to the engine nozzle or exhaust port.

[0031] As used herein, “approximately” and “about” modify their subject / value to identify variations that may exist in real-world applications. For example, “approximately” and “about” may modify dimensions that may not be precise due to manufacturing tolerances and / or other real-world defects that a person skilled in the art would understand. For example, unless otherwise specified herein, “approximately” and “about” may indicate that such a dimension may be within a tolerance of + / - 5%.

[0032] Vibration-generating devices (especially aircraft engines) produce vibrations during operation. These vibrations can damage the aircraft, the pylons that connect the engine to the aircraft, the engine itself, or any other components within the aircraft. Thrust linkages are positioned within the aircraft's engine structure to dissipate these vibrations.

[0033] In platforms such as automobile engines and generators, other structures and / or mechanisms are used to counteract the generated vibrations. While the examples disclosed herein refer to platforms for aircraft turbine engines, the examples disclosed herein can be used as alternative platforms to dampen / dissipate vibrations generated by other vibration-generating devices.

[0034] As the engine footprint decreases, the overall size of the thrust link also decreases to fit within the engine space. Therefore, existing geometries and damping methods are insufficient to provide a adequate response to vibrations.

[0035] A typical aircraft turbine engine consists of a low-pressure turbine (LPT) and a high-pressure turbine (HPT), each operating at different speeds to achieve optimal performance. Each turbine generates different vibrations due to these operating speeds, and therefore, the two turbines produce different frequencies based on the generated vibrations. These frequencies result in different responses to counteract / dissipate the generated vibrations.

[0036] In some examples, existing vibration damping devices are either internally located within the aircraft engine (e.g., the vibration generating device) or externally coupled to an external structure to transmit vibrations to or share vibrations with the external structure. Existing vibration damping devices associated with aircraft engines cannot provide a damping response covering both the LPT and HPT operating ranges. As a result, the aircraft engine may encounter potentially damaging vibrations at some point within the turbine's operating range.

[0037] The examples disclosed herein provide vibration damping devices that withstand resonant vibration frequencies generated by an aircraft engine throughout the entire operating range of a turbine. The examples provided herein offer vibration damping devices (e.g., vibration dampers) that withstand vibrations generated by the LPT and HPT within the aircraft engine, covering the entire operating range of the aircraft engine. The examples provided herein also offer structural variations in the thrust link to generate a resonant vibration frequency response, thereby covering the operating range of the aircraft engine, regardless of the total length / space occupied by the thrust link.

[0038] Figure 1A This is a cross-sectional view of a turbofan-type gas turbine engine (“Aircraft Engine 100”) that can be used on an aircraft. (Example) Figure 1AAs shown, the aircraft engine 100 defines a longitudinal or axial centerline axis 102 extending therethrough for reference. Typically, the aircraft engine 100 includes a core section 104 located downstream of the fan section 106.

[0039] Core section 104 typically includes a generally tubular housing 108 defining an annular inlet 110. Housing 108 may be formed from a single housing or multiple housings. Housing 108 surrounds, in a series flow relationship, a compressor section having a booster or low-pressure compressor (“LP compressor 112”) and a high-pressure compressor (“HP compressor 114”); a combustion section 116 (e.g., a burner); a turbine section having a high-pressure turbine (“HP turbine 118”) and a low-pressure turbine (“LP turbine 120”); and an exhaust section 122. A high-pressure shaft or spool (“HP shaft 124”) drivesably connects HP turbine 118 and HP compressor 114. A low-pressure shaft or spool (“LP shaft 126”) drivesably connects LP turbine 120 and LP compressor 112. LP shaft 126 may also be connected to a fan spool or shaft 128 of fan section 106. In some examples, LP shaft 126 may be directly connected to fan shaft 128 (e.g., a direct drive configuration). In some examples, the HP turbine 118 implements means for generating a first resonant vibration frequency. In some examples, the LP turbine 120 also implements means for generating a second resonant vibration frequency different from the first resonant vibration frequency.

[0040] like Figure 1A As shown, fan section 106 includes a plurality of fan blades 130 coupled to and extending radially outward from fan shaft 128. An annular fan housing 132 (e.g., a nacelle, etc.) circumferentially surrounds at least a portion of fan section 106 and / or core section 104. Annular fan housing 132 is supported relative to core section 104 by a plurality of circumferentially spaced outlet guide vanes 134. Furthermore, a downstream section 136 of annular fan housing 132 may surround an outer portion of core section 104 to define a bypass airflow passage 138 therebetween. In some examples, fan section 106 implements means for generating a third resonant vibration frequency.

[0041] like Figure 1AAs shown, during operation of the aircraft engine 100, air 140 enters the inlet portion 142 of the aircraft engine 100. A first portion 144 of the air 140 flows into a bypass airflow passage 138, while a second portion 146 of the air 140 flows into the inlet 110 of the LP compressor 112. One or more sequential stages of the LP compressor rotor blades 150 and stator blades 148, coupled to the LP shaft 126, progressively compress the second portion 146 of the air 140 flowing through the LP compressor 112 on its way to the HP compressor 114. Next, one or more sequential stages of the HP compressor rotor blades 154 and stator blades 152, coupled to the HP shaft 124, further compress the second portion 146 of the air 140 flowing through the HP compressor 114. This provides compressed air 156 to the combustion section 116, where the compressed air 156 is mixed with fuel and burned to provide combustion gases 158.

[0042] Combustion gas 158 flows through HP turbine 118, where one or more sequential stages of HP turbine rotor blades 162 and HP turbine stator blades 160, coupled to HP shaft 124, extract a first portion of kinetic and / or thermal energy from the combustion gas 158. This energy extraction supports the operation of HP compressor 114. Combustion gas 158 then flows through LP turbine 120, where one or more sequential stages of LP turbine rotor blades 166 and LP turbine stator blades 164, coupled to LP shaft 126, extract a second portion of thermal and / or kinetic energy from the combustion gas 158. This energy extraction causes LP shaft 126 to rotate, thereby supporting the operation of LP compressor 112 and / or the rotation of fan shaft 128. Combustion gas 158 then exits core section 104 through exhaust section 122 of core section 104.

[0043] Different parts and / or operations of the aircraft engine 100 generate various vibration frequencies. These vibrations can cause structural damage to internal components of the aircraft engine 100, one or more external components (e.g., pylons) that connect the aircraft engine 100 to the aircraft, and / or components of the aircraft.

[0044] exist Figure 1A In the examples, thrust link 170 is coupled to aircraft engine 100. In some examples, thrust link 170 is configured to transfer thrust generated by aircraft engine 100 to surrounding engine hardware (e.g., to the aircraft itself via fan housing, pylons, etc.). In some examples, thrust link 170 provides a damping response to generated vibrations, thereby reducing or eliminating vibrations. In the examples disclosed herein, aircraft engine 100 includes two thrust links 170; however, more or fewer thrust links may be interchangeably used in other platforms herein.

[0045] exist Figure 1A In the example, the thrust link 170 is connected to the aircraft engine 100 at a front end 172 (e.g., the radially inward end, the end of the thrust link 170 closer to the axial centerline axis 102) and a rear end 174 (e.g., the radially outward end, the end of the thrust link 170 further away from the axial centerline axis 102). Figure 1A In one example, the front end 172 is coupled to the outlet guide vane 134; however, the front end 172 is not limited to being coupled only to the outlet guide vane 134. In some examples, the front end 172 is coupled to the annular fan housing 132 or another structure capable of bearing (e.g., supporting) such a structural connection, such as a frame member (e.g., fan hub frame, intermediate compressor housing). The structure to which the front end 172 is coupled (e.g., the annular fan housing 132, the frame member) may be coupled to a pylon that connects the aircraft engine 100 to the aircraft.

[0046] exist Figure 1A In one example, the rear end 174 is coupled to the tubular housing 108 at the top portion of the aircraft engine 100 (e.g., radially, along the positive Y-axis) via a rear thrust link connector 176. In the examples disclosed herein, the rear thrust link connector 176 is simply a connection point for coupling the rear end 174 of the thrust link 170 to another structure, such as the aircraft engine 100. In some examples, the rear end 174 is coupled to surrounding engine hardware (e.g., annular fan housing 132 / nacelle) or to the aircraft engine 100 to an aircraft pylon, such as in combination. Figure 1B Discussed.

[0047] Figure 1B Another example turbofan engine 101 that can be used on an aircraft is shown. The turbofan engine 101 includes a rear end 174 of a thrust link 170 coupled to a pylon 180 extending from the wing 182 of the aircraft. Specifically, a rear thrust link connector 176 couples the rear end 174 of the thrust link 170 to the pylon 180. Additionally or alternatively, the rear thrust link connector 176 is coupled to a structure thereon (e.g., Figure 1B The pylon 180 can correspond to the aircraft itself (e.g., the fuselage).

[0048] exist Figure 1A and Figure 1B In the example, the thrust link 170 includes a span 178 (e.g., length). The span 178 is used to define the frequency response to vibrations generated by the aircraft engine 100. Further details regarding the span 178 are discussed herein.

[0049] Figure 1A and Figure 1BThe turbofan engines 100, 101 may include more than one (e.g., two) thrust links 170 to ensure that vibration protection is distributed across different areas of the turbofan engines 100, 101. Figure 1C It shows from Figure 1A and Figure 1B Observed from the angle of cross section AA Figure 1A and Figure 1B A separate view of the equalizer bar 103 of the turbofan engines 100 and 101. The equalizer bar 103 includes a first end 105 connected to a first thrust link 170A and a second end 107 connected to a second thrust link 170B. For example, the equalizer bar 103 can be connected to the rear ends 174 of the first thrust link 170A and the second thrust link 170B. The middle portion 109 of the equalizer bar 103 is connected to the aircraft engine 100 ( Figure 1A ) or bracket 180 ( Figure 1B The equalizer 103 combines the first load encountered by the first thrust link 170A and the second load encountered by the second thrust link 170B, and enables the first and second loads to be shared (e.g., evenly distributed) between the first thrust link 170A and the second thrust link 170B. The intermediate portion 109 of the equalizer 103 provides additional support points to ensure that the loads encountered by the first thrust link 170A and / or the second thrust link 170B are not statically indeterminate.

[0050] Figure 2 It is a description of what is used to offset / dissipate. Figure 1A and Figure 1B Damping diagram 200 shows a series of damping ratios for the resonant vibration frequencies generated by turbofan engines 100 and 101. Figure 2 In the example, the x-axis represents the response time (in seconds), and the y-axis represents the response amplitude (in radians). Each line in the damping diagram 200 depicts an individual damping ratio and the corresponding amplitude response (see, for example, [link to diagram]). Figure 2 (See Figure 210). The damping ratio correlates the attenuation of the response induced by the stimulus with the inherent frequency of the hardware. The damping ratio, denoted by zeta(ζ), is undamped when it is 0, critically damped when it is 1, and overdamped at any value greater than 1.

[0051] Equation 1 is used to determine the appropriate damping ratio based on the resonant vibration frequency of the aircraft engine 100:

[0052] .

[0053] Equation 1

[0054] In equation 1 above, It is the instantaneous amplitude of the response to the resonant vibration frequency generated by the aircraft engine 100. In the example disclosed herein, the instantaneous amplitude of the response includes the maximum amplitude that the aircraft engine 100 can withstand, thereby driving the damping ratio to ensure that the response avoids frequencies that may damage the aircraft engine 100.

[0055] Similarly, in equation 1, It is the initial amplitude of the response under undamped conditions (e.g., the response to the resonant frequency without applying a damping ratio). It is an exponential function. It is the resonant vibration frequency measured in Hertz (Hz). It is the time (in seconds) after the initial amplitude pulse. It is the phase angle of the response (in radians), and It uses the measured instantaneous vibration frequency ( The attenuation rate calculated by multiplying by the damping ratio (e.g., ).exist Figure 2 In the example, the damping ratio is based on the target / desired response. Sure.

[0056] Figure 3 It is a description Figure 1A and Figure 1B An example thrust linkage response diagram 300 is provided, illustrating the operating range of components within turbofan engines 100 and 101. The example thrust linkage response diagram 300 includes x-axis and y-axis; the x-axis shows the velocity of components within turbofan engines 100 and 101 (in revolutions per minute (RPM),) and the y-axis shows the resonant vibration frequency generated by turbofan engines 100 and 101 (in Hertz (Hz)). Figure 3 In the example, fan section 106 has a first operating range 310 from 0 RPM to approximately 3000 RPM, LP turbine 120 has a second operating range 320 from approximately 1000 RPM to approximately 8000 RPM, and HP turbine 118 has a third operating range 330 from approximately 10000 RPM to approximately 18000 RPM.

[0057] like Figure 3 As shown, the example thrust link response diagram 300 includes two modes of response corresponding to the natural frequency response of the thrust link 170 along the thrust link frequency path 340. The thrust link frequency path 340 is represented by a linear relationship between the velocities of the components of the turbofan engines 100 and 101 and the resonant vibration frequencies generated at these velocities.

[0058] Along the thrust link frequency path 340 are the first mode 350 and the second mode 360. The first and second modes 350 and 360 represent the target frequency response based on the operating speeds of the turbofan engines 100 and 101 (e.g., from Equation 1 above). The first mode 350 is outside the operating range of the LP turbine 120 at the high end and outside the operating range of the HP turbine 118 at the low end. The second mode 360 ​​is outside the operating range of the HP turbine 118 at the high end. The disclosed thrust linkage design has a first mode and a second mode outside the operating ranges 320 and 330 of the HP turbine 118 and the LP turbine 120.

[0059] Thrust link with variable internal and external geometry

[0060] Figure 4A This is a cross-sectional view of the aircraft engine 100, including the first example thrust linkage system 400. Figure 4A The example shows the upper part of the aircraft engine 100 (e.g., in the positive y-axis direction starting from the axial centerline axis 102). Figure 4A The aircraft engine 100 includes a thrust link 170 connected to the aircraft engine 100 at a front end 172 and a rear end 174. Figure 4A The example shows the rear end 174 of the thrust link 170 coupled to the rear thrust link connector 176. While the rear thrust link connector 176 is coupled to the aircraft engine 100, it should be understood that the rear thrust link connector 176 can alternatively be coupled to the pylon 180 of the example thrust link system 400. Figure 1B In other words, although in Figure 1A The discussion took place within the context of the aircraft engine 100, but the thrust linkage system 400 can be combined with... Figure 1B The turbofan engine 101 is used together, wherein the rear end 174 is connected to the mount 180, instead of the tubular housing 108. Figure 1A and Figure 1B ).

[0061] A first example thrust linkage system 400 includes a span of 178 and a buffer 410 coupled to surrounding engine hardware 420. The buffer 410 may comprise a metal, composite material, elastomer, and / or fluorocarbon compound. In the examples disclosed herein, the surrounding engine hardware 420 may be composed of… Figure 1A-1B Annular fan housing 132, engine compartment, Figure 1B This is implemented using pylons 180 and / or aircraft associated with aircraft engines 100, 101. Figure 4AIn the example, the placement (e.g., position) of buffer 410 along the thrust link span 178 defines a buffer distance 430 relative to the rear end 174 of the thrust link 170. The buffer distance 430 relative to the thrust link span 178 defines a buffer distance percentage, which is a percentage of the total thrust link span (e.g., span 178) from the rear end 174 where buffer 410 is placed. Therefore, buffer distance 430 and the buffer distance percentage define the position of buffer 410 coupled to the thrust link 170 in terms of distance from the rear end 174.

[0062] In the examples disclosed herein, the value of the buffer distance percentage ranges from 10% to 30% of the total thrust link span of 178, and The outer diameter of the thrust link 170 ranges from 2 inches (5.08 cm) to 7 inches (17.78 cm). The buffer span percentage can be adjusted to achieve the target frequency. In some examples, the outer diameter of the thrust link 170 ranges from 2 inches (5.08 cm) to 7 inches (17.78 cm). In some examples, the outer diameter of the thrust link 170 ranges from 3 inches (7.64 cm) to 4.5 inches (11.43 cm).

[0063] Table 1 below shows examples of the damper distance percentage, inner diameter, and outer diameter of the thrust link 170 for frequency responses (e.g., first mode 350, second mode 360) generated outside the second operating range 320 of the LP turbine 120 and the third operating range 330 of the HP turbine 118.

[0064] Table 1

[0065]

[0066] In Table 1 above, “Par.” denotes the term “parameter”, “BD%” denotes the percentage of the damper distance of the thrust link 170, “ID” denotes the inner diameter of the thrust link 170, “OD” denotes the outer diameter of the thrust link 170, “N1” denotes the modal response of the thrust link 170 to the frequency encountered in the first mode 350, “N2” denotes the modal response of the thrust link 170 to the frequency encountered in the second mode 360, “Ex.” denotes the term “example”, and “Un.” denotes the term “unit”. Based on the design space of the embodiments created by the inventors, unique relationships with respect to frequency response were determined as shown in expression (1) (referred to herein as “EQ1”) and expression (2) (referred to herein as “EQ2”). The ranges associated with EQ1 and EQ2 identify the frequency responses outside the second operating range 320 of the LP turbine 120 and the third operating range 330 of the HP turbine 118 (e.g., first mode 350, second mode 360).

[0067] Expression (1) is restricted to:

[0068] (1)

[0069] Expression (2) is restricted to:

[0070] (2)

[0071] Table 2 shows the values ​​of expression (1) and expression (2) for each example in Table 1.

[0072] Table 2

[0073]

[0074] The range of values ​​for expressions (1) and (2) is found to limit the thrust link configuration that produces a frequency response that satisfies the frequency range encountered in the first mode 350 and the second mode 360. While narrowing these multiple factors to a range of possibilities saves time, money, and resources, the greatest benefit is at the system level, namely the frequency response produced by an example thrust link (e.g., an example configuration of thrust link 170). (i) the design range of expression (1) being greater than or equal to 5.16 and less than or equal to 7.66, and (ii) the design range of expression (2) being greater than or equal to -2.44 and less than or equal to 2.66, results in the frequency response of thrust link 170 (e.g., the first mode 350, the second mode 360) being outside the second operating range 320 of LP turbine 120 and the third operating range 330 of HP turbine 118, allowing turbofan engines 100, 101 to withstand resonant vibration frequencies that would otherwise damage turbofan engines 100, 101.

[0075] In some examples, the first example thrust linkage system 400 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0076] Figure 4B yes Figure 4A A cross-sectional view of an example interface 450 between the buffer 410 of the thrust link system 400 and the surrounding engine hardware 420. The surrounding engine hardware 420 includes an orifice 452 through which the buffer 410 is inserted. The diameter of the orifice 452 is larger than the diameter of the buffer 410. Therefore, the buffer 410, and consequently the thrust link 170, can be inserted in a limited manner (e.g., limited to the difference in diameter) in the axial direction (e.g., along...). Figure 4A (r-axis) and circumferential direction (e.g., along the r-axis) and circumferential direction Figure 4AThe deflection occurs along the p-axis. In some examples, the diameter of the first portion (e.g., the outer radial portion) and the second portion (e.g., the inner radial portion) of the buffer 410 on opposite sides of the orifice 452 is larger than the diameter of the third portion of the buffer 410 extending through the orifice 452. In some examples, the first and / or second portions of the buffer 410 are spaced apart from the surrounding engine hardware 420 to achieve deflection in the radial direction (e.g., along the y-axis).

[0077] Figure 5 This is a cross-sectional view of the aircraft engine 100, including the second example thrust linkage system 500. Figure 5 The example shows the upper part of the aircraft engine 100 (e.g., in the positive y-axis direction starting from the axial centerline axis 102). Figure 5 The aircraft engine 100 includes a thrust link 170 connected to the aircraft engine 100 at a front end 172 and a rear end 174. Figure 4A The example shows the rear end 174 of the thrust link 170 coupled to the rear thrust link connector 176. While the rear thrust link connector 176 is coupled to the aircraft engine 100, it should be understood that the rear thrust link connector 176 can alternatively be coupled to the pylon 180 of the example thrust link system 400. Figure 1B In other words, although in Figure 1A The discussion took place within the context of the aircraft engine 100, but the thrust linkage system 400 can be combined with... Figure 1B The turbofan engine 101 is used together, wherein the rear end 174 is connected to the mount 180, instead of the tubular housing 108. Figure 1A and Figure 1B ).

[0078] The second example thrust linkage system 500 includes a span 178 and a damping insert 510 (e.g., a thrust linkage insert). The damping insert 510 is inserted into or surrounds the exterior (e.g., an outer surface) of the thrust linkage 170. The damping insert 510 can be used to define the frequency response to frequencies generated by the operation of the aircraft engine 100. Specifically, the damping insert 510 can be used to change the end mass of the thrust linkage 170, which adjusts the frequency response of the thrust linkage 170, as expressed in Equation 2 below:

[0079]

[0080] Equation 2

[0081] In Equation 2 above, the frequency response is represented by ω, the stiffness coefficient of the thrust link 170 is represented by K, and the mass of the thrust link 170 and the damping insert 510 is represented by m. Compared to an extension of the thrust link 170 occupying the same volume, the damping insert 510 can provide vibration damping and / or increase the stiffness of the thrust link 170 with a reduced weight increase. The damping insert 510 can be formed of rubber, plastic, foam, metal, etc. In some examples, the damping insert 510 is metal foam. The damping insert 510 has a damping insert span 520 corresponding to the length of the thrust link 170 into which the damping insert 510 extends from the rear end 174. A function can be used to represent the idealized ratio of the span 178 to the damping insert span 520, as shown in Equation 3 below:

[0082] .

[0083] Equation 3

[0084] In Equation 3 above, the insertion ratio ranges from 0.25 to 0.5, meaning that a target frequency response to the aircraft engine 100 is achieved when the damping insert span 520 is approximately between 25% and 50% of the total length of the thrust link 170. Although in Figure 5 In the example, the damping insert 510 is shown located at the rear end 174 of the thrust link 170, but the damping insert 510 can also be located at the front end 172.

[0085] In some examples, the second example thrust linkage system 500 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0086] In some examples, targeted adjustments to the first and second modes 350, 360 cannot occur outside the operating range of the LP turbine 120 and HP turbine 118, respectively. In cases where the modal response falls within the operating range of the LP turbine 120 and HP turbine 118 (e.g., the modal response does not cover the entire operating range of the respective turbines), the thrust linkage 170 may be equipped with external features to attempt to average the frequency response across the entire operating range of the aircraft engine 100 (e.g., by compensating for modes falling within the operating range of turbines 118, 120).

[0087] Figure 6 This is a view of the thrust link 170 viewed axially forward (e.g., along the positive R-axis). The surrounding engine hardware 420 is shown to enable... Figure 6 View orientation. In Figure 6 In the example, the thrust link 170 is connected to the surrounding engine hardware 420.

[0088] Figure 6The example illustrates a third example thrust link system 600 including an external damper 610 oriented around the rear end 174 of the thrust link 170. In the examples disclosed herein, the external damper 610 is made of metal, foam, plastic, etc.

[0089] In some examples, the third example thrust linkage system 600 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0090] although Figure 4A-6 The example thrust linkage system is shown independently, but Figure 4A-6 Any combination of the arrangements and any additional examples disclosed herein can be used to adjust for the first and second modes 350, 360 within the target range.

[0091] Thrust link with variable diameter

[0092] Figure 7 yes Figure 1A-1B and / or Figure 4A-6 A cross-sectional view of any example of the thrust link 170. Figure 7 Examples include the first thrust link geometry orientation 700. Figure 7 Examples include a first region 710 (e.g., a first rigid region), a second region 715 (e.g., a second rigid region), and a central region 720 (e.g., a central rigid region). Figure 7 In the example shown, a first region 710, a second region 715, and a central region 720 are included to provide structural rigidity to the thrust link 170, thereby allowing the thrust link 170 to transmit thrust loads without failure (e.g., cracking / fracture).

[0093] exist Figure 7 In the example shown, the first region 710 spans from approximately 0% to approximately 40% of span 178, where 0% equals (e.g., represents) the connection point between the front end 172 of thrust link 170 and the aircraft engine 100, and 100% equals (e.g., represents) the connection point between the rear end 174 of thrust link 170 and the aircraft engine 100, pylon 180, or the aircraft. The second region 715 spans from approximately 60% to approximately 100% of span 178. The central region 720 spans the difference between the first region 710 and the second region 715, or from approximately 40% to approximately 60% of span 178. While these may be idealized figures, the span percentages can be modified to accommodate different structural orientations of thrust link 170 as disclosed herein. These ranges are intended to indicate the exact figures that may fall within these ranges to affect the target frequency response within the aircraft engine 100.

[0094] Figure 7 The first thrust link geometry 700 includes an end diameter 730 (e.g., end outer diameter, the outer diameter of the axially outer portion of the thrust link span 178) and a center diameter 740 (e.g., center outer diameter). Figure 7 In the example, within the thrust link span 178, the center diameter 740 spans a center diameter length 750. The first thrust link geometry 700 tapers from the end diameter 730 to the center diameter 740 within the first region 710 and the second region 715. Therefore, at least a portion of the first region 710 defines a first transition 712 between the end diameter 730 and the center diameter 740, and at least a portion of the second region 715 defines a second transition 714 between the end diameter 730 and the center diameter 740. The transitions 712, 714 (e.g., tapered portions) begin and end within the first and second regions 710, 715, ensuring that the center region 720 has greater stiffness than the first region 710 and the second region 715. Specifically, the stiffness difference between the first region 710, the second region 715, and the center region 720 is a result of the difference in the moment of inertia (MoI) between the regions, which can be calculated using Equation 4 below.

[0095]

[0096] Equation 4

[0097] Therefore, while keeping the thickness (e.g., wall thickness) of the first region 710, the second region 715, and the central region 720 constant, the stiffness of regions 710, 715, and 720 increases as their outer diameters increase. Based on the target modal response, the thickness of the first region 710, the second region 715, and the central region 720 can be adjusted independently of the end diameter 730 and the center diameter 740. Furthermore, as the percentage of the span 178 occupied by the central region 720 increases, the stiffness of the thrust link 170 also increases, which increases the vibration frequency. Therefore, for example, different length ratios between the central region 720 and the first and second regions 710 and 715 result in different vibration frequencies, which can affect the stability, performance, and integrity of the thrust link 170.

[0098] exist Figure 7In some examples, the end diameter 730 ranges from 2 inches (5.08 cm) to 7 inches (17.78 cm), the center diameter 740 ranges from 3.5 inches (8.89 cm) to 6 inches (15.24 cm), and the center diameter length 750 ranges from 10 inches (25.4 cm) to 30 inches (76.2 cm). In some examples, the end diameter 730 ranges from 3 inches (7.62 cm) to 4.5 inches (11.43 cm). In some examples, the center diameter 740 ranges from 4 inches (10.16 cm) to 5.5 inches (13.97 cm). In some examples, the center diameter length 750 ranges from 15 inches (38.1 cm) to 27 inches (68.58 cm). As the center diameter length 750 increases, the modal responses N1 and N2 also increase for this range of relative OD. This allows for precise localization of the N1 and N2 responses.

[0099] The center diameter length 750 defines a center diameter span percentage (e.g., a center diameter length 750 as a percentage of the thrust link span 178), which extends from (i) a position corresponding to between 5% and 20% (inclusive) of the thrust link span 178 to (ii) a position corresponding to approximately 80% to 95% (inclusive) of the thrust link span 178. Therefore, the center diameter span percentage corresponds to approximately 60% to approximately 90% (inclusive) of the thrust link span 178. Table 3 below shows examples of the center diameter span percentage, end diameter 730, and center diameter 740 generated in the frequency responses (e.g., first mode 350, second mode 360) outside the second operating range 320 of the LP turbine 120 and the third operating range 330 of the HP turbine 118.

[0100] Table 3

[0101]

[0102] In Table 3 above, “Par.” indicates the term “parameter”, and “CDS%” represents the percentage of the center diameter span (e.g., the percentage of the center diameter length of 750 to the thrust link span of 178). Specifically, “CDS%” can be calculated using Equation 5 below.

[0103]

[0104] Equation 5

[0105] Furthermore, “EOD” represents the end diameter 730 (e.g., end outer diameter), “COD” represents the center diameter 740 (e.g., center outer diameter), “N1” represents the specific frequency response of the thrust link 170 to the vibration frequency encountered in the first mode 350, “N2” represents the specific frequency response of the thrust link 170 to the vibration frequency encountered in the second mode 360, “Ex.” represents the term “example”, and “Un.” represents the term “unit”. Based on the design space created by the inventors and reflected in Table 3, a unique relationship regarding the frequency response is reflected in expression (3), referred to herein as “EQ3”. The range associated with EQ3 identifies a thrust link design having modes falling outside the second operating range 320 of the LP turbine 120 and the third operating range 330 of the HP turbine 118. In expression (3), the center diameter span percentage (CDS%) is expressed as an integer associated with that percentage (i.e., not a decimal representing that percentage). That is, in expression (3), 90% of the center diameter span percentage (CDS%) is expressed as 90, not 0.90.

[0106] Expression (3) is restricted to:

[0107] (3)

[0108] Table 4 shows the value of expression (3) for each example shown in Table 3.

[0109] Table 4

[0110]

[0111] The range of values ​​for Expression 3 is found to be related to the thrust link configuration that produces frequency responses outside the second operating range 320 of the LP turbine 120 and the third operating range 330 of the HP turbine 118 (e.g., first mode 350, second mode 360). While narrowing these multiple factors to a range of possibilities saves time, money, and resources, the greatest benefit is at the system level, namely the frequency response produced by an example thrust link (e.g., an example configuration of thrust link 170). The design range of Expression (3) greater than or equal to 122.2495 and less than or equal to 128.9963 describes the thrust link 170 having frequency responses outside the second operating range 320 of the LP turbine 120 and the third operating range 330 of the HP turbine 118 (e.g., first mode 350, second mode 360) and being able to withstand resonant vibration frequencies that would otherwise damage the turbofan engines 100, 101.

[0112] In some examples, the first thrust link geometry 700 implements a device for bearing the resonant vibration frequency generated by the aircraft engine 100.

[0113] Figure 8 Additional example thrust link geometries are shown, which can be compared with... Figure 7 The first thrust link geometry 700 is interchangeable or combined to provide structural rigidity to the thrust link 170, thereby allowing the thrust link 170 to transmit thrust loads without failure (e.g., cracking / fracture). Figure 8 The examples show three additional / alternative thrust link geometries: 800, 840, and 860.

[0114] Figure 8 Examples include a first region 801 (e.g., a first rigid region), a second region 803 (e.g., a second rigid region), and a central region 805 (e.g., a central rigid region). Figure 8 The example shown includes a first region 801, a second region 803, and a central region 805 to provide structural rigidity to the thrust link 170, thereby allowing the thrust link 170 to transmit thrust loads without failure (e.g., cracking / fracture). Figure 8 In the example shown, the first region 801 spans from approximately 10% to approximately 40% of the span 178, where 0% equals (e.g., represents) the connection point between the front end 172 of the thrust link 170 and the aircraft engine 100, and 100% equals (e.g., represents) the connection point between the rear end 174 of the thrust link 170 and the aircraft engine 100, pylon 180, or the aircraft. The second region 803 spans from approximately 60% to approximately 90% of the span 178. The central region 805 spans the difference between the first region 801 and the second region 803, or from approximately 40% to approximately 60% of the span 178. While these may be idealized figures, the span percentages can be modified to accommodate different structural orientations of the thrust link 170 as disclosed herein. These ranges are intended to indicate the exact figures that may fall within these ranges to affect the target frequency response within the aircraft engine 100.

[0115] Figure 8 The diagram shows the geometry 800 of the second thrust link, including a first diameter 810, a second diameter 820, a second diameter length 825, a third diameter 830, and a thrust link wall thickness 835. Figure 8 In the second thrust link geometry 800, at least a portion of the thrust link 170 having a first diameter 810 is outside the first and second regions 801, 803 (e.g., between approximately 10% of the span 178 of the thrust link 170 from the front end 172 and between approximately 90% of the span 178 of the thrust link 170 and the rear end 174). In some examples, the first diameter 810 is approximately 3.5 inches (8.89 cm).

[0116] The second diameter 820 of the second thrust link geometry 800 is located within the first and second regions 801 and 803. Specifically, in the second thrust link geometry 800, the first region 801 defines a first transition 802 between the first diameter 810 and the second diameter 820 (e.g., from the first diameter 810 to the second diameter 820 when moving toward the rear end 174), and a second transition 804 between the second diameter 820 and the third diameter 830 (e.g., from the second diameter 820 to the third diameter 830 when moving toward the rear end 174). Similarly, the second region 803 defines a third transition 806 between the third diameter 830 and the second diameter 820 (e.g., from the third diameter 830 to the second diameter 820 when moving toward the rear end 174), and a fourth transition 808 between the second diameter 820 and the first diameter 810 (e.g., from the second diameter 820 to the first diameter 810 when moving toward the rear end 174). The second diameter length 825 is defined by the length spanned by the second diameter 820 within the first and second regions 801, 803. In some examples, the second diameter 820 is approximately 5 inches (12.7 cm) and the second diameter length 825 is approximately 15 inches (38.1 cm).

[0117] The third diameter 830 of the second thrust link geometry 800 is within the central region 805. Figure 8 In one example, the third diameter 830 of the second thrust link geometry 800 is equal to the first diameter 810. However, in some examples, the third diameter 830 may differ from the first diameter 810. For example, the third diameter 830 may be between the first diameter 810 and the second diameter 820. In some examples, for instance, when spatial constraints exist, the third diameter 830 may differ from the first diameter 810, which could be due to surrounding engine hardware.

[0118] The second thrust link geometry 800 includes a thrust link wall thickness 835 that is uniform (e.g., constant) across the entire thrust link span 178. In some examples, the thrust link wall thickness 835 is 0.1 inches (0.254 cm). In some examples, the thrust link wall thickness 835 is non-uniform, which may be desired based on the modal response to dissipate / cancel the resonant vibration frequencies generated by the aircraft engine 100. In such examples, when the thrust link wall thickness 835 is non-uniform, in addition to the modal response objective, the thrust link wall thickness 835 may also include a tapered portion to achieve a desired structural function (e.g., buckling under potential failure conditions). For example, reducing the thrust link wall thickness 835 in the central region 805 can provide a higher response frequency than when the thrust link wall thickness 835 is uniform across the thrust link span 178.

[0119] In some examples, the second thrust link geometry 800 implements a device for bearing the resonant vibration frequency generated by the aircraft engine 100.

[0120] exist Figure 8In the example, there is also a third thrust link geometry 840. The third thrust link geometry 840 includes a uniform outer diameter 845, a first diameter 850, and a second diameter 855. The first diameter 850 of the third thrust link geometry 840 is within a central region 805 (e.g., spanning the central region 805). Specifically, the first diameter 850 spans from the transition point between the first region 801 and the central region 805 to the transition point between the central region 805 and the second region 803. The second diameter 855 of the third thrust link geometry 840 (i) extends from the front end 172 to approximately 10% of the span 178, and (ii) extends from approximately 90% of the span 178 to the rear end 174. The third thrust link geometry 840 includes a first tapered portion 842 in the first region 801 and a second tapered portion 844 in the second region 803. Specifically, the first tapered portion 842 defines a first transition portion 846 from approximately 10% of the span 178 (e.g., at approximately 10% of the span 178 from the front end 172) of the second diameter 855 to approximately 40% of the span 178 (e.g., at approximately 40% of the span 178 from the front end 172). The second tapered portion 844 defines a second transition portion 848 from approximately 60% of the span 178 (e.g., at approximately 60% of the span 178 from the front end 172) of the first diameter 850 to approximately 90% of the span 178 (e.g., at approximately 90% of the span 178 from the front end 172). The placement and / or angle of the tapered portions 842 and 844 between the first diameter 850 and the second diameter 855 are variable and can be changed based on the target modal response. For example, the placement and / or angle of the tapered portions 842, 844 can be adjusted to meet desired static functions (e.g., buckling under potential failure conditions) and modal responses of the first mode N1 and the second mode N2. In some examples, the uniform outer diameter 845 is between 3.0 inches (7.62 cm) and 6.0 inches (15.24 cm). In some examples, the first diameter 850 is in the range of 2.84 inches (7.21 cm) to 5.84 inches (14.83 cm). The wall thickness radially outward from the first diameter 850 (e.g., the distance between the uniform outer diameter 845 and the first diameter 850) can be in the range of 0.08 inches (0.20 cm) to 0.50 inches (1.27 cm). In some examples, the second diameter 855 is in the range of 2.75 inches (6.99 cm) to 5.5 inches (14 cm). In some examples, the third thrust link geometry 840 is implemented to accommodate the resonant vibration frequencies generated by the aircraft engine 100.

[0121] Figure 8The example also includes a fourth thrust link geometry 860. The fourth thrust link geometry 860 includes a uniform inner diameter 865, a first thickness 870 (e.g., a first outer diameter), and a second thickness 880 (e.g., a second outer diameter). The first thickness 870 is greater than the second thickness 880. The first thickness 870 of the fourth thrust link geometry 860 is located in the first and second regions 801, 803, and therefore these two regions are the thickest portions of the fourth thrust link geometry 860. The second thickness 880 is within the central region 805 and corresponds to the lowest mass-to-weight ratio per inch of length. Figure 8 In the example, the front end 172 and rear end 174 of the fourth thrust link geometry 860 have the same thickness as the second thickness 880. Specifically, the first region 801 defines a first transition 862 between the first thickness 870 and the second thickness 880 (e.g., from the first thickness 870 to the second thickness 880 when moving toward the rear end 174), and a second transition 864 between the first thickness 870 and the second thickness 880 (e.g., from the second thickness 880 to the first thickness 870 when moving toward the rear end 174). The second region 803 defines a third transition 866 between the first thickness 870 and the second thickness 880 (e.g., from the second thickness 880 to the first thickness 870 when moving toward the rear end 174), and a fourth transition 868 between the first thickness 870 and the second thickness 880 (e.g., from the first thickness 870 to the second thickness 880 when moving toward the rear end 174). In this example, the stiffness factor values ​​of the first region 803 and the second region 805 are higher than those of the rest of the thrust link span 178.

[0122] Similar to the previous example geometry, the values ​​of the uniform inner diameter 865, the first thickness 870, and the second thickness 880 can vary depending on the modal response targeted by the resonant vibration frequency generated by the aircraft engine 100. For example, the position and / or span of the first thickness 870 relative to the thrust link span 178 can be adjusted to provide the quality of the target modal response. Furthermore, the relative dimensions of the uniform inner diameter 865, the first thickness 870, and the second thickness 880 (e.g., the relationship between the uniform inner diameter 865, the first thickness 870, and the second thickness 880) can be adjusted based on the desired response frequency. In some examples, the uniform inner diameter 865 is in the range of 1 inch (2.54 cm) to 5 inches (12.7 cm). In some examples, the first thickness 870 defines an outer diameter in the range of 3 inches (7.62 cm) to 6 inches (15.24 cm). In some examples, the second thickness 880 defines an outer diameter in the range of 2.75 inches (6.99 cm) to 5.5 inches (13.97 cm). In some examples, the fourth thrust link geometry 860 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0123] Figure 7-8 The thrust link geometries 700, 800, 840, and 860 provide nodal reinforcements inside and / or outside the thrust link 170 to reduce the overall (e.g., average, modal) diameter of the thrust link 170. As a result, Figure 7-8 The thrust link geometry orientations 700, 800, 840, and 860 provide more space for other engine hardware and / or reduce the weight of the aircraft engine 100 in the under-cab nacelle.

[0124] Thrust link with damper

[0125] Figure 9 This is a view of the thrust link 170 viewed axially forward (e.g., along the positive R-axis, from the rear end 174 toward the front end 172). Figure 9 The example illustrates an example thrust linkage system 900. The thrust linkage system 900 includes a thrust linkage 170 coupled to surrounding engine hardware 420 via a damper 910 (e.g., a viscous damper). Figure 9 In the example, the thrust link 170 is connected to the surrounding engine hardware 420 at the rear end 174 of the thrust link 170 via a damper 910.

[0126] Figure 9The example damper 910 includes a piston rod 920 and a chamber 930 (e.g., a viscous chamber). The piston rod 920 is coupled to a thrust link 170 at a rear end 174, and the chamber 930 is coupled to surrounding engine hardware 420. The piston rod 920 includes a piston head 925 that operates within the chamber 930 (e.g., moves inward and outward within the chamber 930). The chamber 930 includes a fluid region 935 in which a fluid (e.g., a viscous fluid) interacts with the piston head 925 to produce a damped response to the resonant vibration frequencies generated by the aircraft engine 100. In some examples, the fluid region 935 includes a fluid such as oil or silicone. The type of fluid used can vary to achieve a modal response within a target range. For example, the damper 910 may correspond to a damper (e.g., a damper) that is a mechanical device that resists motion via viscous friction. The resulting resistance is proportional to the velocity but acts in the opposite direction to the velocity, reducing the velocity and thus absorbing the energy associated with the movement. The damping ratio implemented by damper 910 for generating the target modal response is in the range of 0.5 to 2.0. In some examples, the damping ratio implemented by damper 910 for generating the target modal response is in the range of 0.7 to 2.0. In some examples, the damping ratio implemented by damper 910 for generating the target modal response is in the range of 1.0 to 2.0. With a damping ratio approaching critical damping or overdamping as the target, the response of thrust link 170 is ensured to be less than the input stimulus from engine vibration. In some examples, when the damping ratio provided by damper 910 is 0.7, the damping response of thrust link 170 is underdamped, which allows the response to the excitation input to be between one-third and one-half of that input. In some examples, when the damper 910 provides a damping ratio of 2.0, the damped response of the thrust link 170 is overdamped, allowing a response to the excitation input of approximately 6.9% of that input. Therefore, when the damper 910 provides a damping ratio of 2.0, it reduces the deflection of the thrust link 170 compared to when the damper 910 provides a damping ratio of 0.7. Furthermore, enabling the damper 910 to provide a damping ratio as part of the system response associated with the thrust link 170 allows the thrust link design to focus more on satisfying the mechanical loads from the thrust, rather than on modal responses outside the operating range. As a result, the thrust link 170 can have a smaller diameter, which increases the under-cab space for surrounding engine hardware and / or reduces the weight of the aircraft engine 100 while satisfying both modal response and thrust / buckling requirements.

[0127] In some examples, the thrust linkage system 900 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0128] Figure 10 This is a view of the thrust link 170 viewed axially forward (e.g., along the positive R-axis, from the rear end 174 toward the front end 172). Figure 10 The example illustrates another example of a thrust linkage system 1000. The thrust linkage system 1000 includes two thrust links 170 connected together via a damper 910. Figure 10 In the example, the thrust link 170 is via Figure 1A , Figure 1B , Figure 3 And / or the components disclosed in Figure 4 are connected to the aircraft engine 100 ( Figure 1A ), Hanging bracket 180 ( Figure 1B (or related aircraft).

[0129] Figure 10 The damper 910 includes a piston rod 920 and a chamber 930, with the piston head 925 of the piston rod 920 operating within the chamber 930. Figure 9 Similarly, the chamber includes a fluid region 935 in which fluid interacts with the piston head 925 to produce a damped response.

[0130] like Figure 10 As shown, the piston rod is connected to one of the thrust connecting rods 170 at rear end 174, and the chamber 930 is also connected to the other thrust connecting rod 170 at rear end 174. This arrangement may be desirable when the space occupied by the thrust connecting rods (e.g., the space available for the thrust connecting rods 170) is limited, such that neither of the thrust connecting rods 170 can be connected to the surrounding engine hardware 420 outside of the front end 172 (e.g., the front attachment point) and the rear end 174 (e.g., the rear attachment point). Although Figure 10 The example shows only one damper 910 connected to the thrust link 170, but more than one damper 910 may be used in this document.

[0131] In some examples, the thrust linkage system 1000 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0132] Figure 11 This is a view of the thrust link 170 viewed axially forward (e.g., along the positive R-axis, from the rear end 174 toward the front end 172). Figure 11 The example illustrates another example of a thrust linkage system 1100. Figure 11 In the example, thrust link 170 is connected to engine body 1110 via damper 910. In the examples disclosed herein, engine body 1110 may be housing 108 or any other part of aircraft engine 100 capable of supporting structure and / or thrust load.

[0133] Figure 11The damper 910 includes a piston rod 920 and a chamber 930, with the piston head 925 of the piston rod 920 operating within the chamber 930. Figure 9 and Figure 10 Similarly, chamber 930 includes a fluid region 935 in which fluid interacts with piston head 925 to produce a damped response. Piston rod 920 is coupled to thrust link 170 at rear end 174, and chamber 930 is coupled to engine block 1110.

[0134] exist Figure 11 In one example, connecting the thrust link 170 to the engine block 1110 achieves the same objective as the thrust link system 1000, in which the thrust link 170 occupies less space. In other examples, the thrust link system 1100 is implemented... Figure 9 An alternative to the thrust linkage system 900, in which connecting the thrust linkage 170 to the surrounding engine hardware 420, may not be feasible.

[0135] In some examples, the thrust linkage system 1100 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0136] Figure 12 This is a view of the thrust link 170 viewed axially forward (e.g., along the positive R-axis, from the rear end 174 toward the front end 172). Figure 12 Another example thrust linkage system 1200 is shown, which includes Figure 9 Thrust linkage system 900 and Figure 11 The thrust linkage system 1100 is configured such that each thrust linkage 170 is connected to the surrounding engine hardware 420 via a first damper (e.g., damper 910) and also to the engine body 1110 via a second damper (e.g., damper 910). Thus, each thrust linkage 170 is connected to two dampers 910. This orientation can be advantageous in allowing more degrees of freedom or flexibility in modal response to effectively dampen vibrations of the aircraft engine 100. Therefore, modal response can be adjusted using the dampers 910, by changing the orientation of the dampers 910, and / or by changing the fluid within the chamber 930.

[0137] Figure 12 Each damper 910 includes a piston rod 920 and a chamber 930, with the piston head 925 of the piston rod 920 operating within the chamber 930. Figure 9-11Similarly, chamber 930 includes a fluid region 935 in which fluid interacts with piston head 925 to produce a damped response. Each piston rod 920 is coupled to thrust link 170 at rear end 174, and one chamber 930 is coupled to engine block 1110, while the other chamber 930 is coupled to surrounding engine hardware 420.

[0138] exist Figure 12 In the example, each damper 910 connected to the thrust link 170 is oriented with a damper separation angle θ 1210. In the example disclosed herein, the damper separation angle θ 1210 is substantially vertical. As used herein in the context of describing the position and / or orientation of a first object relative to a second object, the term “substantially vertical” includes the term “vertical”, and more broadly includes the meaning of the first object being positioned and / or oriented relative to the second object at an absolute angle of no more than five degrees (5°) to the vertical. Thus, the first damper in the damper 910 substantially perpendicular to the second damper in the damper is positioned and / or oriented relative to the second damper in the damper at an absolute angle of no more than five degrees (5°) to the vertical. However, other damper separation angles θ 1210 can be used to influence the target modal response.

[0139] In some examples, the thrust linkage system 1200 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0140] Figure 13A This is a view of the thrust link 170 viewed axially forward (e.g., along the positive R-axis, from the rear end 174 toward the front end 172). Figure 13A The example shows another example thrust linkage system 1300 including a damper 1310. Figure 13A The damper 1310 includes a piston rod 920 and a chamber 930, with the piston head 925 of the piston rod 920 operating within the chamber 930. Figure 9-12 Similarly, chamber 930 includes a fluid region 935 in which fluid interacts with piston head 925 to produce a damped response. Damper 1310 also includes a spring 1320 surrounding piston rod 920. Spring 1320 applies an additional damped response based on a spring constant imparted by spring 1320.

[0141] exist Figure 13A In the example, damper 1310 is with Figure 11 The thrust link system 1100 is connected to the thrust link 170 in a similar orientation. However, Figure 9-12 Any example can be included Figure 13A The damper 1310, as Figure 9-12 Replacement for the 910 damper.

[0142] In some examples, the spring constant of spring 1320 is based on the spring material and / or the spring geometry (e.g., the length of the coil of spring 1320, the thickness of the coil of spring 1320, the diameter of spring 1320, the material of spring 1320, the number of turns of the coil of spring 1320, etc.). In the examples disclosed herein, the spring constant of spring 1320 ranges from 0 psi to 20,000 psi. In the examples disclosed herein, the spring constant of spring 1320 ranges from 0 psi to 10,000 psi. A higher spring constant of spring 1320 allows spring 1320 to provide more drag against deflection. The precise spring constant is determined based on the target modal response to the resonant vibration frequency generated by aircraft engine 100 and can be modified according to the characteristics of the fluid in fluid region 935 and / or the geometry of damper 1310 to affect the target modal response.

[0143] In some examples, the thrust linkage system 1300 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0144] Figure 13B It shows that it can be used Figure 9 , Figure 10 , Figure 11 , Figure 12 and / or Figure 13A Examples of thrust linkage systems 900, 1000, 1100, 1200, and 1300 include a multi-directional damper 1350. Figure 13B The multi-directional damper 1350 includes a piston rod 920 and a piston 1352, the piston 1352 operating (e.g., movable within the fluid region 935) of the chamber 930. Figure 13B In the example shown, piston 1352 includes piston chamber 1354 in which fluid from fluid region 935 can flow. Specifically, piston 1352 includes one or more first orifices 1356 (e.g., axial orifices) and one or more second orifices 1358 (e.g., radial orifices) that allow fluid to flow into and out of piston chamber 1354 as piston 1352 moves within fluid region 935. A certain amount of air is positioned in fluid region 935 and / or piston chamber 1354 to allow viscous damping fluid to move freely in and out of piston chamber 1354 as piston 1352 moves. Thus, multi-directional damper 1350 behaves similarly to a shock absorber-type damper. The portion 1360 of piston 1352 directly connected to piston rod 920 is sealed (e.g., excluding orifices) to prevent fluid from escaping therefrom. The multi-directional damper 1350 also includes a seal 1362 connected to the piston 1352 to prevent fluid from leaving the fluid region 935.

[0145] exist Figure 13B In the example shown, as the piston 1352 moves within chamber 930, the first orifice 1356 and the second orifice 1358 increase the viscous friction encountered by the fluid, resulting in an increased energy dissipation rate. For example, during operation, as the piston 1352 moves further into chamber 930 in a first direction 1364, viscous damped fluid flows into piston chamber 1354 through the first orifice 1356. As a result, the fluid resists the movement of piston 1352 and encounters viscous friction that generates heat, which is the form of kinetic energy dissipation associated with the movement of piston 1352. As the piston 1352 moves further out of chamber 930 in a second direction 1366 opposite to the first direction 1364, viscous damped fluid flows out of piston chamber 1354 through the first orifice 1356 to refill fluid region 935 of chamber 930. As piston 1352 moves in a third direction 1368 or a fourth direction 1370, viscous damping fluid flows into piston chamber 1354 on one side through second orifice 1358 and out of piston chamber 1354 on the other side and / or through first orifice 1356, similarly resisting the movement of piston 1352 and generating viscous friction to dissipate the energy associated with the movement. As a result, multi-directional damper 1350 resists movement of piston 1352 in more than one direction. Therefore, multi-directional damper 1350 can suppress the rear end 174 of thrust link 170 in more than one direction (e.g., in...). Figure 9 , Figure 10 , Figure 11 , Figure 12 and / or Figure 13A The axial (along the r-axis) and radial (along the y-axis) movement in the thrust linkage system 900, 1000, 1100, 1200, 1300.

[0146] In some examples, piston 1352 does not include a first orifice 1356 and / or a second orifice 1358. In such examples, viscous damping fluid can flow against more than one side of piston 1352, thereby still enabling the fluid to resist movement of piston 1352 in more than one direction.

[0147] Thrust link with fluid damping

[0148] Figure 14A , Figure 14B , Figure 14C and Figure 14D It shows Figure 1A -C and / or four cross-sectional views of any of the thrust link 170 in Figure 4-13A. Figure 14A The first fluid-filled thrust linkage system 1400 is shown. Figure 14B The second fluid-filled thrust linkage system 1410 is shown. Figure 14C The third fluid-filled thrust linkage system 1411 is shown, and Figure 14D The fourth fluid-filled thrust linkage system 1413 is shown.

[0149] Figure 14A The first fluid-filled thrust link system 1400 includes an outer wall 1420 (e.g., a first wall), an inner wall 1430 (e.g., a second wall), a fluid channel 1440, and an inner region 1450. The first fluid-filled thrust link system 1400 has a uniform outer diameter 1415 along the entire length of the thrust link 170.

[0150] A fluid channel 1440 is formed between an outer wall 1420 and an inner wall 1430. In some examples, the fluid channel 1440 includes a thickness of approximately 0.25 inches (e.g., the diameter or distance between the inner wall 1430 and the outer wall 1420). The fluid channel 1440 contains a fluid that can be pressurized to obtain a target modal response. Examples of such fluids include engine oil, non-corrosive fluids, nitrogen, inert gases (such as argon), etc. In the examples disclosed herein, the fluid is pressurized to a range between 50 psi gauge pressure (e.g., relative to atmospheric pressure) and 500 psi gauge pressure. The use of fluid within the thrust link 170 introduces additional variables to achieve a target modal response to the resonant vibration frequencies generated by the aircraft engine 100. In addition to increasing the mass of the system, the pressure and / or mass of the fluid in the fluid channel 1440 also provides local damping benefits. Therefore, the pressure and / or mass of the fluid in the fluid channel 1440 can be adjusted to control the modal response.

[0151] The inner region 1450 is defined as the region inside the inner wall 1430. In some examples, the inner region 1450 may be solid (e.g., non-hollow), while in other examples, the inner region 1450 may be hollow. In some examples, the inner wall 1430 defines an inner diameter between 0 inches (e.g., when the inner region is solid) and 5.5 inches. In some examples, the outer wall 1420 defines an outer diameter between 3.0 inches and 6.0 inches. The material used in the thrust link 170 (e.g., the metal used to form the thrust link 170) may be used in conjunction with the representation of the inner region (e.g., solid, hollow, or somewhere in between) and the pressure of the fluid used in the fluid channel 1440 to define the target modal response.

[0152] In some examples, the first fluid-filled thrust linkage system 1400 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0153] Figure 14BThe second fluid-filled thrust link system 1410 includes an outer wall 1420, an inner wall 1430, a fluid channel 1440, a first inner region 1460, and a second inner region 1470. The second fluid-filled thrust link system 1410 does not include a uniform diameter of the thrust link 170 over the length of the thrust link (e.g., span 178). The second fluid-filled thrust link system 1410 includes a first diameter 1465 at the first inner region 1460 and a second diameter 1475 at the second inner region 1470. The first diameter 1465 tapers to the second diameter 1475 between the first inner region 1460 and the second inner region 1470, similar to... Figure 7 The first thrust link geometry is tapered at 700. In some examples, the first diameter 1465 is approximately 3.0 inches and the second diameter is approximately 5.5 inches. In some examples, the length (i) of the tapered portion from the first diameter 1465 to the second diameter 1475 spans 178 from the front end 172. Figure 1A-1B , Figure 4A-5 and Figure 7-8 (ii) 10% of the distance from the front end 172 to the span 178 of the rear end 174 extends to the span 178 of the rear end 174.

[0154] exist Figure 14B In the second fluid-filled thrust link system 1410, the inner wall 1430 extends from the ends (e.g., front end 172 and rear end 174) of the thrust link 170 to the second inner region 1470. Therefore, the fluid channel 1440 surrounds the first inner region 1460 and does not extend into the second inner region 1470.

[0155] Similar to the fluid channel of the first fluid-filled thrust link system 1400, the fluid channel 1440 of the second fluid-filled thrust link system 1410 can contain fluid that can be pressurized to a range between 50 psi and 500 psi. The first internal region 1460 and / or the second internal region 1470 can be solid, hollow, or somewhere in between. These characteristics (e.g., the filling type for the first internal region 1460 and the second internal region 1470) can be defined based on a target modal response and the mass associated with achieving that target modal response. In some examples, the fluid channel 1440 (i) extends 25% of a span 178 from the front end 172, and (ii) extends 25% of a span 178 from the rear end 174. The fluid in the thrust link systems 1400, 1410, 1411, and 1413 serves as a damping mechanism to alter the vibrational response of the thrust link 170. Additionally, the fluid weight can be selectively distributed across the thrust link span 178 to alter the resonant frequency. In some examples, the damping ratio implemented by the fluid to produce the target modal response ranges from 0.5 to 2.0. In some examples, the damping ratio implemented by the fluid to produce the target modal response ranges from 0.7 to 2.0. In some examples, the damping ratio implemented by the fluid to produce the target modal response ranges from 1.0 to 2.0.

[0156] In some examples, the second fluid-filled thrust linkage system 1410 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0157] Figure 14C The third fluid-filled thrust linkage system 1411 includes an outer wall 1420 and a fluid channel 1480, the fluid channel 1480 occupying a space defined by the inner diameter 1485 of the outer wall 1420. In some examples, the fluid channel 1480 includes a diameter between 3.0 and 5.5 inches. That is, the third fluid-filled thrust linkage system 1411 is similar to Figure 14A Fluid-filled thrust linkage system, excluding inner wall 1430 ( Figure 14A ), and the fluid occupies an inner region of 1450 ( Figure 14A In some examples, the third fluid-filled thrust linkage system 1411 implements a device for withstanding the resonant vibration frequency generated by the aircraft engine 100.

[0158] Figure 14D The fourth fluid-filled thrust linkage system 1413 includes an outer wall 1420, a first diameter 1465, a second inner region 1470, a second diameter 1475, and a fluid channel 1490 occupying the first inner region 1495. In this example, the first inner region 1495 includes a fluid channel 1440. Figure 14B ) plus the first internal region 1460 ( Figure 14B In other words, the fourth fluid-filled thrust linkage system 1413 is similar to... Figure 14B The fluid-filled thrust linkage system 1413, excluding the inner wall 1430, is a fluid-filled thrust linkage system. In some examples, the fourth fluid-filled thrust linkage system 1413 implements means for withstanding the resonant vibration frequencies generated by the aircraft engine 100.

[0159] During operation, the aircraft engine 100 draws in air through fan section 106, directing the air into LP turbine 120 and then into HP turbine 118. Each of fan section 106, LP turbine 120, and HP turbine 118 generates vibrations, the resonant frequencies of which can be measured in combination or individually. In the example disclosed herein, the operation of the aircraft engine 100 also generates forces and torques. If left unconsidered, these forces and torques could cause structural damage to the aircraft engine 100 and any connection points that attach the aircraft engine 100 to an external platform (e.g., an aircraft).

[0160] The example thrust linkage systems 400, 500, 600, 900, 1000, 1100, 1200, 1300, 1400, 1410, 1411, 1413 and / or thrust linkage geometries 700, 800, 840, 860 disclosed herein transmit the thrust generated by the aircraft engine 100 to the aircraft. Integrating a vibration damping device with the thrust linkage 170 allows for the distribution of forces and torques while also dissipating the resonant vibration frequencies generated by the aircraft engine 100. Thrust linkage systems 400, 500, 600, 900, 1000, 1100, 1200, 1300, 1400, 1410, 1411, 1413 and / or thrust linkage geometries 700, 800, 840, 860, individually or in combination, provide means for transmitting thrust loads and for withstanding resonant vibration frequencies generated by means of means for generating thrust (such as aircraft engine 100). For example, in operation, means for damping vibrations are used to protect means for generating thrust, and a mechanism is provided to dissipate generated vibrations during operation of means for generating thrust and to prevent damage, wear and / or other negative effects.

[0161] As can be understood from the foregoing, example systems, apparatuses, articles, and methods for controlling the response to resonant vibration frequencies have been disclosed. These example systems, apparatuses, articles, and methods are disclosed for modal responses to vibration frequencies outside the operating range of the vibration generating device, thereby allowing control of the response to resonant vibration frequencies throughout the entire operating range of the vibration generating device.

[0162] The above-described examples of engine support systems (including thrust linkages and dampers and / or buffers connected to the thrust linkages) can be used with aircraft engines. While each example engine support system disclosed above has certain features, it should be understood that a particular feature of an example engine support system is not necessarily used only with that example. Rather, any feature depicted above and / or in the figures can be combined with any example, in addition to or in lieu of any other feature of these examples. A feature of one example is not mutually exclusive with other features of another example. Rather, the scope of this disclosure includes any combination of any features.

[0163] Further details are provided by the following topics:

[0164] A thrust link for an aircraft engine, the thrust link comprising: a front end coupled to the aircraft engine having a first diameter; and a rear end coupled to the aircraft engine or a pylon having the first diameter, wherein the thrust link defines a thrust link span extending from the front end to the rear end, wherein a second diameter greater than the first diameter is defined between the front end and the rear end, wherein the second diameter spans a center diameter span corresponding to 60%, 90%, or between 60% and 90% of the thrust link span.

[0165] A thrust link for an aircraft engine, the thrust link comprising: a front end coupled to the aircraft engine, the front end including a first diameter; a rear end coupled to at least one of the aircraft engine or a pylon; a thrust link span extending from the front end to the rear end, the rear end including the first diameter; a first region between the front end and the rear end, at least a portion of the first region defining a first transition between the first diameter and a second diameter greater than the first diameter, the first region defining a first region span from approximately 10% to approximately 40% of the thrust link span; and a second region between the front end and the rear end, at least a portion of the second region defining a second transition between the first diameter and the second diameter, the second region defining a second region span from approximately 60% to approximately 90% of the thrust link span.

[0166] A thrust link according to any of the foregoing clauses, wherein the thrust link includes a stiffness coefficient based on the wall thickness of the thrust link over the thrust link span and the material of the thrust link, wherein the stiffness coefficient values ​​of the first and second regions of the thrust link are higher than those of the remainder of the thrust link span.

[0167] The thrust link according to any of the foregoing clauses, wherein the thrust link includes a third region extending from the first region to the second region, wherein the third region has a greater stiffness than the first region and the second region.

[0168] According to any of the foregoing clauses, the first diameter is the end outer diameter (EOD), the second diameter is the center outer diameter (COD), and the center diameter span relative to the span of the thrust link defines a center diameter span percentage (CDS%). And where EQ3 is greater than or equal to 122.2495 and less than or equal to 128.9963.

[0169] The thrust link according to any of the foregoing clauses, wherein the rear end of the thrust link is connected to the aircraft engine or the pylon via a damper.

[0170] According to any of the foregoing clauses, a first thrust link position corresponding to 0% of the thrust link span is defined at the front end, and a second thrust link position corresponding to 100% of the thrust link span is defined at the rear end, wherein the center diameter span percentage extends from a third thrust link position corresponding to approximately 20% of the thrust link span to a fourth thrust link position corresponding to approximately 80% of the thrust link span.

[0171] The thrust link according to any of the foregoing clauses, wherein the thrust link includes a third region extending from the first region to the second region, wherein the third region includes an approximately constant diameter, wherein the approximately constant diameter is the first diameter, the second diameter, or the third diameter.

[0172] The thrust link according to any of the foregoing clauses, wherein the rear end of the thrust link is connected to the aircraft engine or the pylon via a damper.

[0173] The thrust link according to any of the foregoing clauses, wherein the center diameter span ranges from 10 inches to 30 inches.

[0174] According to any of the foregoing clauses, the first region includes a first tapered portion extending from the first diameter at 10% of the thrust link span to the second diameter at 40% of the thrust link span, and wherein the second region includes a second tapered portion extending from the second diameter at 60% of the thrust link span to the first diameter at 90% of the thrust link span.

[0175] According to any of the preceding clauses, the first diameter is a first outer diameter defining a first thickness (i) extending from the front end of the thrust link to a portion of the first region, and (ii) extending from a portion of the second region to the rear end of the thrust link, and wherein the second diameter is a second outer diameter defining a second thickness located in the first region and the second region.

[0176] The thrust link according to any of the foregoing clauses, wherein the thrust link includes a third region extending from the first region to the second region, the third region including the first outer diameter.

[0177] The thrust link according to any of the foregoing clauses, wherein the first diameter ranges from 2 inches to 7 inches.

[0178] According to any of the foregoing clauses, the thrust link, wherein the second diameter ranges from 3.5 inches to 6 inches.

[0179] According to any of the foregoing clauses, the second diameter spans from 10 inches to 30 inches.

[0180] The thrust link according to any of the foregoing clauses further includes a damping insert spanning a damping insert span smaller than the span of the thrust link.

[0181] The thrust link according to any of the foregoing clauses, wherein the damping insert extends from the rear end of the thrust link.

[0182] According to any of the foregoing clauses, the ratio of the span of the damping insert to the span of the thrust link is equal to 0.25, 0.5, or between 0.25 and 0.5.

[0183] The thrust link according to any of the foregoing clauses includes: a front end coupled to the aircraft engine; a rear end coupled to at least one of the aircraft engine or a pylon, the thrust link span being defined from the front end to the rear end; and a damping insert spanning a damping insert span smaller than the thrust link span, wherein the damping insert extends from the rear end.

[0184] A thrust link according to any of the foregoing clauses, wherein the thrust link includes an outer surface, and wherein the damping insert is disposed within a periphery defined by the outer surface of the thrust link, and wherein the outer surface surrounds the damping insert along at least a portion of the span of the damping insert.

[0185] A thrust link according to any of the foregoing clauses, wherein the thrust link includes an outer surface, and wherein the damping insert is positioned around the outer surface along at least a portion of the span of the damping insert.

[0186] According to any of the foregoing clauses, the ratio of the damping insert span to the span is between 0.25 and 0.5.

[0187] The thrust link according to any of the foregoing clauses, wherein the damping insert comprises foam.

[0188] The thrust link according to any of the foregoing clauses, wherein the damping insert comprises plastic.

[0189] The thrust link according to any of the foregoing clauses, wherein the damping insert comprises rubber.

[0190] The thrust link according to any of the foregoing clauses, wherein the damping insert comprises metal.

[0191] A thrust link for an aircraft engine, the thrust link comprising: a front end connected to the aircraft engine; a rear end connected to the aircraft engine or a pylon, the thrust link span being defined from the front end to the rear end; and a damping insert spanning a damping insert span smaller than the thrust link span, wherein the damping insert extends from the rear end of the thrust link.

[0192] A thrust link for an aircraft engine, the thrust link comprising: a front end coupled to the aircraft engine; a rear end coupled to at least one of the aircraft engine or a pylon, wherein a thrust link span extends from the front end to the rear end, wherein the thrust link includes at least one of a first inner diameter or a first outer diameter defined along a first portion of the thrust link span, and wherein the thrust link includes at least one of a second inner diameter or a second outer diameter defined along a second portion of the thrust link span; and a damping insert spanning a damping insert span smaller than the thrust link span, wherein the ratio of the damping insert span to the thrust link span is equal to 0.25, 0.5, or between 0.25 and 0.5.

[0193] A thrust link according to any of the foregoing clauses, wherein the thrust link includes an outer surface, and wherein the damping insert is disposed within a periphery defined by the outer surface of the thrust link, and wherein the outer surface surrounds the damping insert along at least a portion of the span of the damping insert.

[0194] According to any of the foregoing clauses, the thrust link

[0195] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link, the thrust link including: a front end connected to the aircraft engine; and a rear end connected to at least one of the aircraft engine or a pylon; and a buffer connected to (i) the thrust link between the front end and the rear end, and (ii) an annular fan housing, a nacelle, the pylon, or an aircraft associated with the aircraft engine, the buffer distance percentage being defined between the positions of the buffer connected to the thrust link on the rear end and the thrust link, the positions being rear of the front end.

[0196] According to any of the foregoing clauses, the thrust link includes an outer diameter ranging from 2 inches to 7 inches.

[0197] According to any of the foregoing clauses, the thrust link defines a thrust link span extending from the front end to the rear end, wherein the buffer distance percentage ranges from 10% to 30% of the thrust link span.

[0198] According to any of the foregoing clauses, the buffer distance percentage is based on the damping ratio.

[0199] According to any of the foregoing clauses, the damping ratio is based on the target response to the resonant vibration frequency generated by the aircraft engine, the initial amplitude of the aircraft engine, an exponential function, a decay rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0200] The device according to any of the foregoing clauses, wherein the damping ratio ranges from 0.5 to 2.0.

[0201] According to any of the foregoing clauses, the buffer distance percentage is based on a first operating range of the low-pressure turbine of the aircraft engine and a second operating range of the high-pressure turbine of the aircraft engine.

[0202] According to any of the foregoing clauses of the device, wherein the thrust link defines a thrust link span extending from the front end to the rear end, 0% of the thrust link span is defined at the front end, 100% of the thrust link is defined at the rear end, and wherein the buffer on the thrust link is coupled to the position of the thrust link between 60% and 90% of the thrust link span.

[0203] According to any of the foregoing clauses, the rear end of the thrust link is connected to the aircraft engine or the pylon via a damper.

[0204] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link including: a front end coupled to the aircraft engine; a rear end coupled to at least one of the aircraft engine or a pylon, the thrust link span extending from the front end to the rear end; and a damper coupled to (i) a portion of the thrust link between the front end and the rear end, and (ii) an annular fan housing, a nacelle, or the pylon; and a damping insert positioned within the thrust link, the damping insert spanning a damping insert span smaller than the thrust link span, the thrust link surrounding the damping insert along the damping insert span.

[0205] According to any of the foregoing clauses, the ratio of the length of the damping insert to the span of the thrust link is between 0.25 and 0.5.

[0206] According to any of the foregoing clauses, the thrust link has a diameter ranging from 2 inches to 7 inches.

[0207] According to any of the foregoing clauses of the device, the buffer distance percentage is defined between the rear end of the thrust link and the portion of the thrust link to which the buffer is connected, and the buffer distance percentage ranges from 10% to 30% of the thrust link span.

[0208] The device according to any of the foregoing clauses, wherein the damping insert is made of at least one of foam, rubber or metal.

[0209] According to any of the foregoing clauses, the rear end of the thrust link is connected to the aircraft engine or the pylon via a damper.

[0210] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link including: a front end coupled to the aircraft engine; and a rear end coupled to at least one of the aircraft engine or a pylon, the thrust link span extending from the front end to the rear end; and a buffer coupled to (i) the thrust link between the front end and the rear end, and (ii) an annular fan housing, a nacelle, or the pylon, the buffer distance percentage being defined between the positions of the buffer coupled to the thrust link on the rear end and the thrust link, wherein the buffer distance percentage is between 10% and 30% of the thrust link span.

[0211] The device according to any of the foregoing clauses further includes a damping insert positioned within the thrust link, the damping insert spanning a damping insert span smaller than the thrust link span, the thrust link surrounding the damping insert along the damping insert span.

[0212] According to any of the foregoing clauses of the device, the ratio of the span of the damping insert to the span of the thrust link is between 0.25 and 0.5.

[0213] According to any of the foregoing clauses, the thrust link has a diameter ranging from 2 inches to 7 inches.

[0214] According to any of the foregoing clauses, the rear end of the thrust link is connected to the aircraft engine or the pylon via a damper.

[0215] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link including a front end and a rear end, the front end of the thrust link being coupled to the aircraft engine; and a damper including: a piston rod coupled to the rear end of the thrust link, the piston rod including a piston; and a chamber including fluid, the piston rod being movable within the chamber.

[0216] According to any of the foregoing clauses, the damper provides a damping ratio ranging from 0.5 to 2.0.

[0217] The equipment according to any of the foregoing clauses, wherein the chamber is connected to the housing, nacelle or pylon of the aircraft engine.

[0218] According to any of the foregoing clauses, the thrust link is a first thrust link, further including a second thrust link, the second thrust link including a front end and a rear end, the front end of the second thrust link being coupled to the aircraft engine, wherein the chamber is coupled to the rear end of the second thrust link.

[0219] The equipment according to any of the foregoing clauses, wherein the room is connected to the aircraft engine, pylon, or aircraft.

[0220] According to any of the foregoing clauses, the damper further includes a spring surrounding the piston rod.

[0221] The device according to any of the foregoing clauses, wherein the spring comprises a spring constant of up to 20,000 psi.

[0222] The device according to any of the foregoing clauses, wherein the damper is a first damper, further comprising a second damper coupled to the rear end of the thrust link, wherein the first damper is coupled to the aircraft engine, and wherein the second damper is coupled to the pylon.

[0223] According to any of the foregoing clauses, the first damper is oriented substantially perpendicular to the second damper.

[0224] The device according to any of the foregoing clauses, wherein the thrust link is a first thrust link and the damper is a first damper, further comprising: a second thrust link including a front end and a rear end, the front end being coupled to the aircraft engine; and a second damper coupled to the rear end of the second thrust link, wherein the first damper and the second damper connect the first thrust link and the second thrust link to the engine body.

[0225] The device according to any of the foregoing clauses further includes: a third damper that connects the rear end of the first thrust link to a fan housing, nacelle, or mounting bracket; and a fourth damper that connects the rear end of the second thrust link to the fan housing, the nacelle, or the mounting bracket.

[0226] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link including a front end and a rear end, the front end of the thrust link being coupled to the aircraft engine; a first damper coupled to the rear end of the thrust link, the first damper including a first piston rod and a first chamber, the first piston rod being coupled to the rear end of the thrust link including a first piston, the first chamber including fluid, the first piston being movable within the first chamber, the first damper being coupled to the aircraft engine, an aircraft, or a pylon; and a second damper coupled to the rear end of the thrust link, the second damper including a second piston rod and a second chamber, the second piston rod being coupled to the rear end of the thrust link including a second piston, the second chamber including the fluid, the second piston being operated within the second chamber, the second damper being coupled to the aircraft engine, the first damper being oriented substantially perpendicular to the second damper.

[0227] The device according to any of the foregoing clauses, wherein the first damper and the second damper provide a damping ratio ranging from 0.5 to 2.0.

[0228] According to any of the foregoing clauses, the first damper includes a first spring positioned around the first piston rod, and the second damper includes a second spring positioned around the second piston rod.

[0229] The device according to any of the foregoing clauses, wherein the first spring and the second spring have a spring constant of up to 20,000 psi.

[0230] The device according to any of the foregoing clauses, wherein the thrust link is a first thrust link, further comprising: a second thrust link including a front end and a rear end, the front end of the second thrust link being coupled to the aircraft engine; a third damper coupled to (i) the rear end of the second thrust link and (ii) the aircraft engine, the aircraft, or the pylon; and a fourth damper coupled to (i) the rear end of the thrust link and (ii) the aircraft engine, wherein the fourth damper is oriented substantially perpendicular to the third damper.

[0231] According to any of the foregoing clauses, the third damper is oriented substantially perpendicular to the first damper, and the fourth damper is oriented substantially perpendicular to the second damper.

[0232] An apparatus for supporting an aircraft engine, the apparatus comprising: a first thrust link, the first thrust link including a front end and a rear end, the front end of the first thrust link being connected to the aircraft engine; a second thrust link, the second thrust link including a front end and a rear end, the front end of the second thrust link being connected to the aircraft engine; and a damper connected to the rear end of the first thrust link and the rear end of the second thrust link.

[0233] According to any of the foregoing clauses, the damper includes a piston rod and a chamber, the piston rod being coupled to the rear end of the first thrust link and the chamber being coupled to the rear end of the second thrust link.

[0234] The device according to any of the foregoing clauses, wherein the damper includes a spring positioned around the piston rod.

[0235] The device according to any of the foregoing clauses, wherein the spring comprises a spring constant of up to 20,000 psi.

[0236] The device according to any of the foregoing clauses, wherein the damper provides a damping ratio of 0.5, 2.0 or between 0.5 and 2.0.

[0237] A thrust link for an aircraft engine, the thrust link comprising: a first wall having a front portion and a rear portion at opposite ends of the thrust link, the front portion being coupled to the aircraft engine, the rear portion being coupled to at least one of the aircraft engine or an aircraft structure different from the aircraft engine, the aircraft structure including a pylon; and a second wall spaced apart from the first wall within an internal region surrounded by the first wall, the space between the first wall and the second wall defining a channel within the internal region, the channel including fluid, the fluid being pressurized based on a damping ratio to dissipate the resonant vibration frequency generated by the aircraft engine.

[0238] According to any of the foregoing clauses, the thrust link, wherein the damping ratio is based on the target response to the resonant vibration frequency, the initial amplitude of the resonant vibration frequency associated with the aircraft engine, an exponential function, a decay rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0239] According to any of the foregoing clauses, the thrust link wherein the damping ratio ranges from 0.5 to 2.0.

[0240] According to any of the foregoing clauses, the pressure of the fluid is between 50 psi and 500 psi.

[0241] The thrust link according to any of the foregoing clauses, wherein the fluid includes at least one of oil, a non-corrosive fluid, nitrogen, or an inert gas.

[0242] A thrust link according to any of the foregoing clauses, wherein the channel containing the fluid extends across the span of the thrust link.

[0243] The thrust link according to any of the foregoing clauses further includes a first diameter of the first wall extending from the front portion of the first wall to 10% of the span of the thrust link and from 90% of the span to the rear portion of the first wall, and a second diameter of the first wall starting between 10% and 40% of the span and ending between 60% and 90% of the span, the second diameter defining a second diameter span.

[0244] According to any of the foregoing clauses, the first diameter ranges from 2 inches to 7 inches, the second diameter ranges from 3.5 inches to 6 inches, and the span of the second diameter ranges from 10 inches to 30 inches.

[0245] According to any of the foregoing clauses, the first diameter is tapered from 10% to 40% of the span to the second diameter, and the second diameter is tapered back to the first diameter from 60% to 90% of the span.

[0246] According to any of the foregoing clauses, the second wall extends from the front portion of the first wall to between 10% and 40% of the span of the thrust link, and from between 60% and 90% of the span of the thrust link to the rear portion of the first wall, the channel being defined by the space between the first wall and the second wall from the front portion of the first wall to between 10% and 40% of the span of the thrust link and from between 60% and 90% of the span of the thrust link to the rear portion of the first wall.

[0247] According to any of the foregoing clauses, the thrust link wherein the first wall comprises a uniform diameter from the front portion to the rear portion.

[0248] The thrust link according to any of the foregoing clauses further includes: a first thickness, the first thickness extending from the front portion of the first wall to between 10% and 40% of the span and from between 60% and 90% of the span to the rear portion of the first wall; and a second thickness, the second thickness extending between 10% and 40% of the span and between 60% and 90% of the span.

[0249] The thrust link according to any of the foregoing clauses further includes the first thickness between 40% and 60% of the span.

[0250] According to any of the preceding clauses, a portion of the inner region is solid, and the portion of the inner region separates the front portion of the second wall from the rear portion of the second wall.

[0251] A thrust link for an aircraft engine, the thrust link comprising: a channel including a fluid; an outer wall positioned around the channel, the outer wall including a front portion and a rear portion at opposite ends of the thrust link, the front portion being coupled to the aircraft engine and the rear portion being coupled to at least one of the aircraft engine or an aircraft structure different from the aircraft engine, the aircraft structure including a pylon; and an inner wall positioned on the side of the channel opposite to the outer wall.

[0252] According to any of the foregoing clauses, the thrust link wherein the fluid is pressurized to a range between 50 psi and 500 psi.

[0253] According to any of the foregoing clauses, the thrust link wherein the outer wall defines a non-uniform diameter between the front portion and the rear portion.

[0254] According to any of the preceding clauses, the thrust link is positioned around an inner region, wherein a first portion of the inner region is hollow and a second portion of the inner region is solid.

[0255] According to any of the foregoing clauses, the thrust link is positioned around an inner region opposite the channel, wherein the inner region is solid.

[0256] According to any of the foregoing clauses, the thrust link is positioned around an inner region opposite the channel, wherein the inner region is hollow.

[0257] A device for dissipating resonant vibration frequencies generated by a vibration generating device, the device comprising: a thrust link including a proximal end and a distal end, the proximal end of the thrust link being coupled to a proximal end of the vibration generating device; and a damper coupled to the thrust link, the damper including a piston rod and a chamber, the piston rod being coupled to the distal end of the thrust link, the piston rod including a piston that moves within the chamber, the chamber containing fluid, wherein the thrust link is configured to counteract axial forces and moments on the vibration generating device, and the damper uses the fluid in the chamber to dissipate the resonant vibration frequencies generated by the vibration generating device.

[0258] The device according to any of the foregoing clauses, wherein the fluid comprises at least one of oil or silicone fluid.

[0259] According to any of the foregoing clauses of the device, wherein the chamber dissipates the resonant vibration frequency by implementing a damping ratio applied to the chamber, the damping ratio defining a target response to the resonant vibration frequency generated by the vibration generating device.

[0260] According to any of the foregoing clauses, the damping ratio is calculated based on the target response to the resonant vibration frequency, the initial amplitude of the vibration generating device, an exponential function, a decay rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0261] The device according to any of the foregoing clauses, wherein the damping ratio ranges from 0.5 to 2.0.

[0262] The device according to any of the foregoing clauses, wherein the chamber is connected to the housing of the vibration generating device, the housing surrounding the vibration generating device.

[0263] The device according to any of the foregoing clauses, wherein the thrust link is a first thrust link, the device further includes a second thrust link including a proximal end and a distal end, wherein the chamber is coupled to the distal end of the second thrust link, and the damper connects the first thrust link to the second thrust link.

[0264] The device according to any of the foregoing clauses, wherein the chamber is connected to the distal end of the vibration generating device.

[0265] According to any of the foregoing clauses, the damper further includes a spring surrounding the piston rod, the spring defining an additional damping response to the resonant vibration frequency.

[0266] According to any of the foregoing clauses, the damper dissipates the resonant vibration frequency by implementing a damping ratio applied to the chamber and a spring constant applied to the spring, the damping ratio and the spring constant defining a target response to the resonant vibration frequency generated by the vibration generating device.

[0267] According to any of the foregoing clauses, the spring constant is calculated based on the material of the spring and the geometric mass of the spring, the geometric mass including at least one of the diameter of the spring and the number of turns of the spring coil.

[0268] According to any of the foregoing clauses, the spring constant ranges from 0 psi to 20,000 psi.

[0269] A device for dissipating the resonant vibration frequency generated by a vibration generating device, the device comprising: a thrust link including a proximal end and a distal end, the proximal end of the thrust link being connected to a proximal end of the vibration generating device; a first damper connected to the distal end of the thrust link, the first damper including a first piston rod and a first chamber, the first piston rod being connected to the distal end of the thrust link, the first piston rod including a first piston, the first chamber including fluid, the first piston being operated within the first chamber, the first damper being connected to a housing of the vibration generating device, the housing surrounding the vibration generating device; and a second damper connected to... The distal end of the thrust link, the second damper includes a second piston rod and a second chamber, the second piston rod being coupled to the distal end of the thrust link, the second piston rod including a second piston, the second chamber including the fluid, the second piston operating within the second chamber, the second damper being coupled to the distal end of the vibration generating device, the first damper being oriented perpendicular to the second damper, wherein the thrust link is configured to counteract axial forces and moments on the vibration generating device, and the first damper and the second damper use the fluid in the first chamber and the second chamber to dissipate the resonant vibration frequency generated by the vibration generating device, thereby dissipating the resonant vibration frequency.

[0270] The device according to any of the foregoing clauses, wherein the fluid comprises at least one of oil or silicone fluid.

[0271] According to any of the foregoing clauses of the device, the first chamber and the second chamber dissipate the resonant vibration frequency by implementing a damping ratio applied to the first chamber and the second chamber, the damping ratio defining a target response to the resonant vibration frequency generated by the vibration generating device.

[0272] According to any of the foregoing clauses, the damping ratio is calculated based on the target response to the resonant vibration frequency, the initial amplitude of the vibration generating device, an exponential function, a decay rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0273] The device according to any of the foregoing clauses, wherein the damping ratio ranges from 0.5 to 2.0.

[0274] According to any of the foregoing clauses, the first damper further includes a first spring surrounding the first piston rod, and the second damper further includes a second spring surrounding the second piston rod, the first spring and the second spring defining an additional damping response to the resonant vibration frequency.

[0275] According to any of the foregoing clauses, the first damper and the second damper dissipate the resonant vibration frequency by implementing a damping ratio applied to the first chamber and the second chamber and a spring constant applied to the first spring and the second spring, the damping ratio and the spring constant defining a target response to the resonant vibration frequency generated by the vibration generating device.

[0276] According to any of the foregoing clauses, the spring constant is calculated based on the materials of the first spring and the second spring and the geometric mass of the first spring and the second spring, the geometric mass including at least one of the diameter of the first spring and the second spring and the number of turns of the coils of the first spring and the second spring.

[0277] According to any of the foregoing clauses, the spring constant ranges from 0 psi to 20,000 psi.

[0278] A thrust link for dissipating the resonant vibration frequency generated by a vibration generating device, the thrust link comprising: a first proximal end connected to a second proximal end of the vibration generating device; a first distal end connected to at least one of the second distal end of the vibration generating device or a housing surrounding the vibration generating device; a span; a first diameter at the first proximal end and the first distal end of the thrust link; and a second diameter starting between the first proximal end and the first distal end of the thrust link, the second diameter defining a second diameter span, wherein the placement of the first diameter and the second diameter along the span is determined based on a resonant vibration frequency range.

[0279] The thrust link according to any of the foregoing clauses further includes a stiffness coefficient calculated based on the wall thickness of the thrust link over the span and the material of the thrust link, wherein the highest value of the stiffness coefficient occurs between 10% and 40% of the span and between 60% and 90% of the span.

[0280] The thrust link according to any of the foregoing clauses further includes the mass-to-length ratio of the thrust link over the span, wherein the minimum value of the mass-to-length ratio occurs between 40% and 60% of the span.

[0281] The thrust link according to any of the foregoing clauses further includes a third diameter between 40% and 60% of the span.

[0282] The thrust link according to any of the foregoing clauses, wherein the third diameter is equal to the first diameter.

[0283] According to any of the foregoing clauses, the first diameter is tapered from 10% to 40% of the span to the second diameter, and the second diameter is tapered back to the first diameter from 60% to 90% of the span.

[0284] According to any of the foregoing clauses, wherein the first diameter and the second diameter are equal, the thrust link further comprises: a first thickness extending from the first proximal end of the thrust link to between 10% and 40% of the span and from between 60% and 90% of the span to the first distal end of the thrust link; and a second thickness extending between 10% and 40% of the span and between 60% and 90% of the span.

[0285] The thrust link according to any of the foregoing clauses further includes a third thickness between 40% and 60% of the span, the third thickness being equal to the first thickness.

[0286] According to any of the foregoing clauses, the first diameter, the second diameter, and the second diameter span are calculated as a function of the operating range of the vibration generating device.

[0287] According to any of the preceding clauses, the operating range of the vibration generating device includes two or more modes, each mode represented by a function, wherein the first diameter, the second diameter, and the second diameter span are calculated using two or more functions representing the two or more modes of the operating range of the vibration generating device.

[0288] According to any of the foregoing clauses, the first diameter ranges from 2 inches to 7 inches, the second diameter ranges from 3.5 inches to 6 inches, and the span of the second diameter ranges from 10 inches to 30 inches.

[0289] A thrust link for dissipating the resonant vibration frequency generated by a vibration generating device, the thrust link comprising: a first proximal end connected to a second proximal end of the vibration generating device; a first distal end connected to at least one of the second distal end of the vibration generating device or a housing surrounding the vibration generating device; a span; and a damping insert disposed on the thrust link, the damping insert spanning a distance less than the span, wherein the span of the damping insert is determined based on a resonant vibration frequency range.

[0290] According to any of the foregoing clauses, the thrust link is wherein the damping insert is placed inside the thrust link, and the thrust link surrounds the damping insert up to the span of the damping insert.

[0291] According to any of the foregoing clauses, the thrust link is external to the thrust link, and the damping insert surrounds the thrust link up to the span of the damping insert.

[0292] According to any of the foregoing clauses, the ratio of the damping insert span to the span is between 0.25 and 0.5.

[0293] According to any of the foregoing clauses, the span of the damping insert is determined based on a damping ratio that defines a target response to the resonant vibration frequency generated by the vibration generating device.

[0294] According to any of the foregoing clauses, the thrust link wherein the damping ratio is calculated based on the target response to the resonant vibration frequency, the initial amplitude of the vibration generating device, an exponential function, a decay rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0295] According to any of the foregoing clauses, the thrust link wherein the damping ratio ranges from 0.5 to 2.0.

[0296] The thrust link according to any of the foregoing clauses, wherein the damping insert is made of at least one of foam, rubber or metal.

[0297] A thrust link for dissipating the resonant vibration frequency generated by a vibration generating device, the thrust link comprising: a first proximal end connected to a second proximal end of the vibration generating device; a first distal end connected to at least one of the second distal end of the vibration generating device or a housing surrounding the vibration generating device; a diameter; a span; and a buffer connected to the thrust link and to the housing at a buffer distance less than the span, wherein the buffer distance is determined based on a resonant vibration frequency range.

[0298] The thrust link according to any of the foregoing clauses, wherein the diameter ranges from 2 inches to 7 inches.

[0299] According to any of the foregoing clauses, the distance of the buffer ranges from 10% to 30% of the span.

[0300] According to any of the foregoing clauses, the thrust link, wherein the buffer distance is determined based on a damping ratio that defines a target response to the resonant vibration frequency generated by the vibration generating device.

[0301] According to any of the foregoing clauses, the thrust link, wherein the damping ratio is calculated based on the target response to the resonant vibration frequency, the initial amplitude of the vibration generating device, the exponential function, the attenuation rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0302] According to any of the foregoing clauses, the thrust link wherein the damping ratio ranges from 0.5 to 2.0.

[0303] According to any of the foregoing clauses, the thrust link, wherein the buffer distance is calculated using a function representing the operating range of the vibration generating device.

[0304] According to any of the preceding clauses, the operating range of the vibration generating device includes two or more modes, each mode represented by a function, wherein the buffer distance is calculated using two or more functions representing the two or more modes of the operating range of the vibration generating device.

[0305] The thrust link according to any of the foregoing clauses further includes a stiffness coefficient calculated based on the wall thickness of the thrust link over the span and the material of the thrust link, wherein the highest value of the stiffness coefficient occurs between 10% and 40% of the span and between 60% and 90% of the span.

[0306] According to any of the foregoing clauses, the thrust link is wherein the buffer is connected to the thrust link between 60% and 90% of the span.

[0307] The thrust link according to any of the foregoing clauses further includes the mass-to-length ratio of the thrust link over the span, wherein the minimum value of the mass-to-length ratio occurs between 40% and 60% of the span.

[0308] A thrust link for dissipating the resonant vibration frequency generated by a vibration generating device, the thrust link comprising: a first proximal end connected to a second proximal end of the vibration generating device; a first distal end connected to at least one of the second distal end of the vibration generating device or a housing surrounding the vibration generating device; a diameter; a span; a buffer connected to the thrust link and the housing at a buffer distance less than the span; and a damping insert disposed within the thrust link, the damping insert spanning a distance less than the span, the thrust link surrounding the damping insert, wherein the buffer distance and the span of the damping insert are determined based on a resonant vibration frequency range.

[0309] According to any of the foregoing clauses, the ratio of the damping insert span to the span is between 0.25 and 0.5.

[0310] The thrust link according to any of the foregoing clauses, wherein the diameter ranges from 2 inches to 7 inches.

[0311] According to any of the foregoing clauses, the distance of the buffer ranges from 10% to 30% of the span.

[0312] The thrust link according to any of the foregoing clauses, wherein the damping insert is made of at least one of foam, rubber or metal.

[0313] According to any of the foregoing clauses, the thrust link, wherein the buffer distance and the damping insert span are determined based on a damping ratio that defines a target response to the resonant vibration frequency generated by the vibration generating device.

[0314] According to any of the foregoing clauses, the thrust link, wherein the damping ratio is calculated based on the target response to the resonant vibration frequency, the initial amplitude of the vibration generating device, the exponential function, the attenuation rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0315] A thrust link for dissipating the resonant vibration frequency generated by a vibration generating device, the thrust link comprising: a first wall having a proximal portion and a distal portion at opposite ends of the thrust link, the proximal portion being coupled to a first position on the vibration generating device, and the distal portion being coupled to at least one of a second position on the vibration generating device or a housing surrounding the vibration generating device, the second position of the vibration generating device being different from the first position of the vibration generating device; and a second wall spaced apart from the first wall in an internal region surrounded by the first wall, the space between the first wall and the second wall defining a channel in the internal region, the channel comprising fluid pressurized based on a damping ratio to dissipate the resonant vibration frequency generated by the vibration generating device.

[0316] According to any of the foregoing clauses, the thrust link wherein the damping ratio is calculated based on the target response to the resonant vibration frequency, the initial amplitude of the vibration generating device, an exponential function, a decay rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0317] According to any of the foregoing clauses, the thrust link wherein the damping ratio ranges from 0.5 to 2.0.

[0318] According to any of the foregoing clauses, the pressure of the fluid is between 50 psi and 500 psi.

[0319] The thrust link according to any of the foregoing clauses, wherein the fluid includes at least one of oil, a non-corrosive fluid, nitrogen, or an inert gas.

[0320] A thrust link according to any of the foregoing clauses, wherein the channel containing the fluid extends across the span of the thrust link.

[0321] The thrust link according to any of the foregoing clauses further includes a first diameter of the first wall extending from the proximal portion of the first wall to 10% of the span of the thrust link and from 90% of the span to the distal portion of the first wall, and a second diameter of the first wall starting between 10% and 40% of the span and ending between 60% and 90% of the span, the second diameter defining a second diameter span.

[0322] According to any of the foregoing clauses, the first diameter ranges from 2 inches to 7 inches, the second diameter ranges from 3.5 inches to 6 inches, and the span of the second diameter ranges from 10 inches to 30 inches.

[0323] According to any of the foregoing clauses, the first diameter is tapered from 10% to 40% of the span to the second diameter, and the second diameter is tapered back to the first diameter from 60% to 90% of the span.

[0324] According to any of the foregoing clauses, the second wall extends from the proximal portion of the first wall to between 10% and 40% of the span of the thrust link, and from between 60% and 90% of the span of the thrust link to the distal portion of the first wall, the channel being defined by the space between the first wall and the second wall from the proximal portion of the first wall to between 10% and 40% of the span of the thrust link and from between 60% and 90% of the span of the thrust link to the distal portion of the first wall.

[0325] The thrust link according to any of the foregoing clauses further includes a third diameter between 40% and 60% of the span.

[0326] The thrust link according to any of the foregoing clauses, wherein the third diameter is equal to the first diameter.

[0327] According to any of the foregoing clauses, wherein the first diameter and the second diameter are equal, the thrust link further comprises: a first thickness extending from the proximal portion of the first wall to between 10% and 40% of the span and from between 60% and 90% of the span to the distal portion of the first wall; and a second thickness extending between 10% and 40% of the span and between 60% and 90% of the span.

[0328] The thrust link according to any of the foregoing clauses further includes a third thickness between 40% and 60% of the span, the third thickness being equal to the first thickness.

[0329] According to any of the foregoing clauses, the thrust link is wherein the fluid is filled in the channel and pressurized based on the operating range of the vibration generating device, the operating range defining the range of resonant vibration frequencies to be dissipated by the thrust link.

[0330] According to any of the foregoing clauses, the thrust link wherein the inner region is solid and extends to the second wall.

[0331] An engine device includes: a first means for generating a first resonant vibration frequency; a second means for generating a second resonant vibration frequency, wherein the first means for generating the first resonant vibration frequency is separate from the second means for generating the second resonant vibration frequency; and means for counteracting the first means for generating the first resonant vibration frequency and the second resonant vibration frequency, wherein the means for counteracting the first resonant vibration frequency and the second resonant vibration frequency generated by the first means for generating the first resonant vibration frequency and the second resonant vibration frequency generated by the second means for generating the second resonant vibration frequency, and the means for counteracting the second resonant vibration frequency generated by the first means for generating the first resonant vibration frequency and the second resonant vibration frequency generated by the second means for generating the second resonant vibration frequency.

[0332] The engine equipment according to any of the foregoing clauses further includes a third device for generating a third resonant vibration frequency, the third device for generating the third resonant vibration frequency being separate from the first device for generating the third resonant vibration frequency and the second device for generating the third resonant vibration frequency, and the counteracting device dissipating the third resonant vibration frequency generated by the third device for generating the third resonant vibration frequency.

[0333] According to any of the preceding clauses, the damping ratio is calculated based on the target response to the first resonant vibration frequency and the second resonant vibration frequency, the initial amplitude of the engine, an exponential function, a decay rate, the first resonant vibration frequency, the second resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0334] The engine equipment according to any of the foregoing clauses, wherein the damping ratio ranges from 0.5 to 2.0.

[0335] In any of the preceding clauses of the engine device, the counteracting device is a damper comprising a piston rod and a chamber, the piston rod being coupled to the distal end of a thrust link, the piston rod comprising a piston, the piston rod moving within the chamber, the chamber comprising fluid, wherein the damper uses the fluid in the chamber to dissipate the first resonant vibration frequency generated by the first device and the second resonant vibration frequency generated by the second device.

[0336] The engine equipment according to any of the foregoing clauses, wherein the fluid includes at least one of oil or silicone fluid.

[0337] According to any of the preceding clauses of the engine device, wherein the damper further includes a spring surrounding the piston rod, the damper dissipating the first resonant vibration frequency and the second resonant vibration frequency by implementing the damping ratio applied to the chamber and the spring constant applied to the spring.

[0338] The engine equipment according to any of the foregoing clauses, wherein the spring constant ranges from 0 psi to 20,000 psi.

[0339] According to any of the preceding clauses, the engine device for counteracting is a thrust link, the thrust link including a span, a first diameter at a proximal end and a distal end of the thrust link, and a second diameter beginning between the proximal end and the distal end of the thrust link, the second diameter defining a second diameter span, wherein the placement of the first diameter and the second diameter along the span is determined based on a range of the first resonant vibration frequency and the second resonant vibration frequency.

[0340] The engine equipment according to any of the foregoing clauses further includes a third diameter between 40% and 60% of the span.

[0341] The engine device according to any of the foregoing clauses, wherein the first diameter, the second diameter, and the second diameter span are calculated using a function of the operating range of the engine.

[0342] An engine device according to any of the foregoing clauses, wherein the operating range of the engine comprises two or more modes, each mode being represented by a function, wherein the first diameter, the second diameter, and the second diameter span are calculated using two or more functions representing the two or more modes of the operating range of the engine.

[0343] The engine device according to any of the foregoing clauses, wherein the first diameter ranges from 2 inches to 7 inches, the second diameter ranges from 3.5 inches to 6 inches, and the span of the second diameter ranges from 10 inches to 30 inches.

[0344] According to any of the preceding clauses, the engine device for counteracting the first resonant vibration frequency generated by the first device is a thrust link comprising: a first wall having a proximal portion and a distal portion at opposite ends of the thrust link; and a second wall spaced apart from the first wall within an internal region surrounded by the first wall, the space between the first wall and the second wall defining a channel within the internal region, the channel comprising fluid pressurized based on a damping ratio to dissipate the first resonant vibration frequency generated by the first device and the second resonant vibration frequency generated by the second device.

[0345] The engine equipment according to any of the foregoing clauses, wherein the fluid comprises at least one of oil, a non-corrosive fluid, nitrogen or an inert gas, and the pressure of the fluid is between 50 psi and 500 psi.

[0346] An engine device includes a fan, a low-pressure turbine disposed downstream of the fan, and a thrust link connected to the fan and the low-pressure turbine. The thrust link includes a vibration damping device that counteracts vibrations generated by the engine through at least one of the fan or the low-pressure turbine. The thrust link counteracts axial forces and moments generated by the engine, and the vibration damping device dissipates resonant vibration frequencies generated by the engine.

[0347] The engine equipment according to any of the foregoing clauses further includes a high-pressure turbine disposed downstream of the fan and upstream of the low-pressure turbine, the high-pressure turbine generating vibrations, and the vibration damping device counteracting the vibrations generated by the high-pressure turbine.

[0348] The engine equipment according to any of the foregoing clauses, wherein the vibration damping device is a damper, the damper including a piston rod and a chamber, the piston rod being coupled to the distal end of the thrust link, the piston rod including a piston, the piston rod moving within the chamber, the chamber including fluid, wherein the damper uses the fluid in the chamber to dissipate the resonant vibration frequency generated by the engine.

[0349] According to any of the preceding clauses of the engine device, wherein the damper further comprises a spring surrounding the piston rod, the damper dissipating the resonant vibration frequency by implementing a damping ratio applied to the chamber and a spring constant applied to the spring.

[0350] According to any of the preceding clauses, the engine equipment wherein the vibration damping device is the thrust link, the thrust link including a span, a first diameter at a proximal end and a distal end of the thrust link, and a second diameter beginning between the proximal end and the distal end of the thrust link, the second diameter defining a second diameter span, wherein the placement of the first diameter and the second diameter along the span is determined based on a resonant vibration frequency range.

[0351] The engine device according to any of the foregoing clauses, wherein the first diameter, the second diameter, and the second diameter span are calculated using a function of the operating range of the engine.

[0352] According to any of the preceding clauses of the engine equipment, wherein the vibration damping device is the thrust link, the thrust link comprising: a first wall having a proximal portion and a distal portion at opposite ends of the thrust link; and a second wall spaced apart from the first wall in an internal region surrounded by the first wall, the space between the first wall and the second wall defining a channel in the internal region, the channel comprising a fluid comprising at least one of oil, a non-corrosive fluid, nitrogen, or an inert gas, the fluid being pressurized based on a damping ratio to dissipate the resonant vibration frequency generated by the engine.

[0353] A thrust link for an aircraft engine, the thrust link comprising: a front end coupled to the aircraft engine, the front end including a first diameter; a rear end coupled to at least one of the aircraft engine or a pylon; a thrust link span extending from the front end to the rear end, the rear end including the first diameter; a first region between the front end and the rear end, at least a portion of the first region defining a first transition between the first diameter and a second diameter greater than the first diameter, the first region defining a first region spanning from approximately 10% to approximately 40% of the thrust link span; and a second region between the front end and the rear end, at least a portion of the second region defining a second transition between the first diameter and the second diameter, the second region defining a second region spanning from approximately 60% to approximately 90% of the thrust link span.

[0354] A thrust link according to any of the foregoing clauses, wherein the thrust link includes a stiffness coefficient based on the wall thickness of the thrust link over the span and the material of the thrust link, wherein the stiffness coefficient values ​​of the first and second regions of the thrust link are higher than those of the remainder of the span.

[0355] The thrust link according to any of the foregoing clauses, wherein the thrust link includes a third region extending from the first region to the second region, wherein the third region has a greater stiffness than the first region and the second region.

[0356] The thrust link according to any of the foregoing clauses, wherein the thrust link includes a third region extending from the first region to the second region, wherein the third region includes an approximately constant diameter, wherein the approximately constant diameter is the first diameter, the second diameter, or the third diameter.

[0357] A thrust link according to any of the foregoing clauses, wherein the rear end of the thrust link is connected to the aircraft engine or the aircraft structure via a damper.

[0358] According to any of the foregoing clauses, the first region includes a first tapered portion extending from the first diameter at 10% of the thrust link span to the second diameter at 40% of the thrust link span, and wherein the second region includes a second tapered portion extending from the second diameter at 60% of the thrust link span to the first diameter at 90% of the thrust link span.

[0359] According to any of the preceding clauses, the first diameter is a first outer diameter defining a first thickness (i) extending from the front end of the thrust link to a portion of the first region, and (ii) extending from a portion of the second region to the rear end of the thrust link, and wherein the second diameter is a second outer diameter defining a second thickness located in the first region and the second region.

[0360] The thrust link according to any of the foregoing clauses, wherein the thrust link includes a third region extending from the first region to the second region, the third region including the first outer diameter.

[0361] The thrust link according to any of the foregoing clauses, wherein the first diameter ranges from 2 inches to 7 inches.

[0362] According to any of the foregoing clauses, the thrust link, wherein the second diameter ranges from 3.5 inches to 6 inches.

[0363] According to any of the foregoing clauses, the second diameter spans from 10 inches to 30 inches.

[0364] A thrust link for an aircraft engine, the thrust link comprising: a front end connected to the aircraft engine; a rear end connected to at least one of the aircraft engine or a pylon, the thrust link span being defined from the front end to the rear end; and a damping insert spanning a damping insert span smaller than the thrust link span.

[0365] A thrust link according to any of the foregoing clauses, wherein the thrust link includes an outer surface, and wherein the damping insert is disposed inside the outer surface of the thrust link, and wherein the outer surface surrounds the damping insert along at least a portion of the span of the damping insert.

[0366] A thrust link according to any of the foregoing clauses, wherein the thrust link includes an outer surface, and wherein the damping insert is positioned around the outer surface along at least a portion of the span of the damping insert.

[0367] According to any of the foregoing clauses, the ratio of the damping insert span to the span is between 0.25 and 0.5.

[0368] The thrust link according to any of the foregoing clauses, wherein the damping insert comprises foam.

[0369] The thrust link according to any of the foregoing clauses, wherein the damping insert comprises plastic.

[0370] The thrust link according to any of the foregoing clauses, wherein the damping insert comprises rubber.

[0371] The thrust link according to any of the foregoing clauses, wherein the damping insert comprises metal.

[0372] A thrust link for an aircraft engine, the thrust link comprising: a front end coupled to the aircraft engine; a rear end coupled to at least one of the aircraft engine or a pylon, wherein a thrust link span extends from the front end to the rear end, wherein the thrust link includes at least one of a first inner diameter or a first outer diameter defined along a first portion of the thrust link span, and wherein the thrust link includes at least one of a second inner diameter or a second outer diameter defined along a second portion of the thrust link span; and a damping insert spanning a damping insert span smaller than the thrust link span.

[0373] A thrust link for an aircraft engine, the thrust link comprising: a front end connected to the aircraft engine; a rear end connected to the aircraft engine or a pylon, wherein the thrust link span extends from the front end to the rear end; and a damping insert spanning a damping insert span smaller than the thrust link span, wherein the ratio of the damping insert span to the thrust link span is equal to 0.25, 0.5, or between 0.25 and 0.5.

[0374] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link, the thrust link including: a front end connected to the aircraft engine; and a rear end connected to at least one of the aircraft engine or a pylon; and a buffer connected to (i) the thrust link between the front end and the rear end, and (ii) an annular fan housing, a nacelle, or the pylon, the buffer distance percentage being defined between the positions of the buffer connected to the thrust link on the rear end and the thrust link, the positions being rear of the front end.

[0375] According to any of the foregoing clauses, the thrust link includes an outer diameter ranging from 2 inches to 7 inches.

[0376] According to any of the foregoing clauses, the thrust link defines a thrust link span extending from the front end to the rear end, wherein the buffer distance percentage ranges from 10% to 30% of the span.

[0377] According to any of the foregoing clauses of the device, wherein the percentage of the buffer distance is based on the damping ratio to be generated by the thrust link.

[0378] According to any of the foregoing clauses, the damping ratio to be generated by the thrust link is based on the target response to the resonant vibration frequency generated by the aircraft engine, the initial amplitude of the aircraft engine, an exponential function, a decay rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0379] The device according to any of the foregoing clauses, wherein the damping ratio ranges from 0.5 to 2.0.

[0380] According to any of the foregoing clauses of the device, wherein the thrust link includes an outer diameter (OD), wherein the buffer distance percentage is expressed as buffer distance pct, wherein , , where EQ1 is greater than or equal to 5.16 and less than or equal to 7.66, and where EQ2 is greater than or equal to -2.44 and less than or equal to 2.66.

[0381] According to any of the foregoing clauses, the buffer distance is based on a first operating range of the low-pressure turbine of the aircraft engine and a second operating range of the high-pressure turbine of the aircraft engine.

[0382] According to any of the foregoing clauses, the thrust link defines a thrust link span extending from the front end to the rear end, with 0% of the span defined at the front end and 100% of the thrust link defined at the rear end, and wherein the buffer on the thrust link is coupled to the position of the thrust link between 60% and 90% of the span.

[0383] According to any of the foregoing clauses, the rear end of the thrust link is connected to the aircraft engine or the pylon via a damper.

[0384] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link including: a front end coupled to the aircraft engine; a rear end coupled to at least one of the aircraft engine or a pylon, the thrust link span extending from the front end to the rear end; and a damper coupled to (i) a portion of the thrust link between the front end and the rear end, and (ii) an annular fan housing, a nacelle, or the pylon; and a damping insert positioned within the thrust link, the damping insert spanning a damping insert span smaller than the thrust link span, the thrust link surrounding the damping insert along the damping insert span.

[0385] According to any of the foregoing clauses of the device, the ratio of the span of the damping insert to the span of the thrust link is between 0.25 and 0.5.

[0386] According to any of the foregoing clauses, the thrust link has a diameter ranging from 2 inches to 7 inches.

[0387] According to any of the foregoing clauses of the device, the buffer distance percentage is defined between the rear end of the thrust link and the portion of the thrust link to which the buffer is connected, and the buffer distance percentage ranges from 10% to 30% of the thrust link span.

[0388] The device according to any of the foregoing clauses, wherein the damping insert is made of at least one of foam, rubber or metal.

[0389] According to any of the foregoing clauses, the rear end of the thrust link is connected to the aircraft engine or the pylon via a damper.

[0390] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link including: a front end coupled to the aircraft engine; and a rear end coupled to the aircraft engine or a pylon, the thrust link span extending from the front end to the rear end; and a buffer coupled to (i) the thrust link between the front end and the rear end, and (ii) an annular fan housing, nacelle, or the pylon, the buffer distance percentage being defined between the positions of the buffer coupled to the thrust link on the rear end and the thrust link, wherein the buffer distance percentage is between 10% and 30% of the thrust link span.

[0391] The device according to any of the foregoing clauses further includes a damping insert positioned within the thrust link, the damping insert spanning a damping insert span smaller than the thrust link span, the thrust link surrounding the damping insert along the damping insert span.

[0392] According to any of the foregoing clauses of the device, the ratio of the span of the damping insert to the span of the thrust link is between 0.25 and 0.5.

[0393] According to any of the foregoing clauses, the thrust link has a diameter ranging from 2 inches to 7 inches.

[0394] According to any of the foregoing clauses, the rear end of the thrust link is connected to the aircraft engine or the pylon via a damper.

[0395] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link including a front end and a rear end, the front end of the thrust link being coupled to the aircraft engine; and a damper including: a piston rod coupled to the rear end of the thrust link, the piston rod including a piston; and a chamber in which the piston rod moves, the chamber including fluid.

[0396] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link including a front end and a rear end, the front end of the thrust link being coupled to the aircraft engine; and a damper including: a piston rod coupled to the rear end of the thrust link, the piston rod including a piston; and a chamber including fluid, the piston moving within the chamber.

[0397] According to any of the foregoing clauses, the damper provides a damping ratio ranging from 0.5 to 2.0.

[0398] The equipment according to any of the foregoing clauses, wherein the chamber is connected to the housing, nacelle or pylon of the aircraft engine.

[0399] According to any of the foregoing clauses, the thrust link is a first thrust link, further including a second thrust link, the second thrust link including a front end and a rear end, the front end of the second thrust link being coupled to the aircraft engine, wherein the chamber is coupled to the rear end of the second thrust link.

[0400] The equipment according to any of the foregoing clauses, wherein the chamber is connected to the aircraft engine or pylon.

[0401] According to any of the foregoing clauses, the damper further includes a spring surrounding the piston rod.

[0402] The device according to any of the foregoing clauses, wherein the piston is movable in more than two directions within the chamber.

[0403] The device according to any of the foregoing clauses, wherein the spring comprises a spring constant of up to 20,000 psi.

[0404] The device according to any of the foregoing clauses, wherein the damper is a first damper, further comprising a second damper coupled to the rear end of the thrust link, wherein the first damper is coupled to the aircraft engine, and wherein the second damper is coupled to the pylon.

[0405] According to any of the foregoing clauses, the first damper is oriented substantially perpendicular to the second damper.

[0406] The device according to any of the foregoing clauses, wherein the thrust link is a first thrust link and the damper is a first damper, further comprising: a second thrust link including a front end and a rear end, the front end being coupled to the aircraft engine; and a second damper coupled to the rear end of the second thrust link, wherein the first damper and the second damper connect the first thrust link and the second thrust link to the engine body.

[0407] The device according to any of the foregoing clauses further includes: a third damper that connects the rear end of the first thrust link to a fan housing, nacelle, or mounting bracket; and a fourth damper that connects the rear end of the second thrust link to the fan housing, the nacelle, or the mounting bracket.

[0408] An apparatus for supporting an aircraft engine, the apparatus comprising: a thrust link including a front end and a rear end, the front end of the thrust link being coupled to the aircraft engine; a first damper coupled to the rear end of the thrust link, the first damper including a first piston rod and a first chamber, the first piston rod being coupled to the rear end of the thrust link including a first piston, the first chamber including fluid, the first piston being movable within the first chamber, the first damper being coupled to the aircraft engine or a pylon; and a second damper coupled to the rear end of the thrust link, the second damper including a second piston rod and a second chamber, the second piston rod being coupled to the rear end of the thrust link including a second piston, the second chamber including the fluid, the second piston being operated within the second chamber, the second damper being coupled to the aircraft engine, the first damper being oriented substantially perpendicular to the second damper.

[0409] The device according to any of the foregoing clauses, wherein the first damper and the second damper provide a damping ratio ranging from 0.5 to 2.0.

[0410] The device according to any of the foregoing clauses, wherein the fluid comprises at least one of oil or silicone fluid.

[0411] According to any of the foregoing clauses, the first damper includes a first spring positioned around the first piston rod, and the second damper includes a second spring positioned around the second piston rod.

[0412] The device according to any of the foregoing clauses, wherein the first spring and the second spring have spring constants ranging from 1 psi to 20,000 psi.

[0413] The device according to any of the foregoing clauses, wherein the thrust link is a first thrust link, further comprising: a second thrust link including a front end and a rear end, the front end of the second thrust link being coupled to the aircraft engine; a third damper coupled to (i) the rear end of the second thrust link and (ii) the aircraft engine or pylon; and a fourth damper coupled to (i) the rear end of the thrust link and (ii) the aircraft engine, wherein the fourth damper is oriented substantially perpendicular to the third damper.

[0414] An apparatus for supporting an aircraft engine, the apparatus comprising: a first thrust link, the first thrust link including a front end and a rear end, the front end of the first thrust link being connected to the aircraft engine; a second thrust link, the second thrust link including a front end and a rear end, the front end of the second thrust link being connected to the aircraft engine; and a damper connected to the rear end of the first thrust link and the rear end of the second thrust link.

[0415] According to any of the foregoing clauses, the damper includes a piston rod and a chamber, the piston rod being coupled to the rear end of the first thrust link and the chamber being coupled to the rear end of the second thrust link.

[0416] The device according to any of the foregoing clauses, wherein the damper includes a spring positioned around the piston rod.

[0417] The device according to any of the foregoing clauses, wherein the spring comprises a spring constant of up to 20,000 psi.

[0418] According to any of the foregoing clauses, the damper provides a damping ratio equal to 0.5, 2.0, or between 0.5 and 2.0.

[0419] A thrust link for an aircraft engine, the thrust link comprising: a first wall having a front portion and a rear portion at opposite ends of the thrust link, the front portion being coupled to the aircraft engine and the rear portion being coupled to the aircraft engine, a pylon, or an aircraft associated with the aircraft engine; and a second wall spaced apart from the first wall within an internal region surrounded by the first wall, the space between the first wall and the second wall defining a channel within the internal region, the channel comprising fluid pressurized based on a damping ratio to withstand resonant vibration frequencies generated by the aircraft engine.

[0420] According to any of the foregoing clauses, the thrust link, wherein the damping ratio is based on the target response to the resonant vibration frequency, the initial amplitude of the resonant vibration frequency associated with the aircraft engine, an exponential function, a decay rate, the resonant vibration frequency, and the phase angle of the response to the initial amplitude.

[0421] According to any of the foregoing clauses, the thrust link wherein the damping ratio ranges from 0.5 to 2.0.

[0422] According to any of the foregoing clauses, the pressure of the fluid is between 50 psi and 500 psi.

[0423] The thrust link according to any of the foregoing clauses, wherein the fluid includes at least one of oil, a non-corrosive fluid, nitrogen, or an inert gas.

[0424] A thrust link according to any of the foregoing clauses, wherein the channel containing the fluid extends across the span of the thrust link.

[0425] The thrust link according to any of the foregoing clauses further includes a first diameter of the first wall extending from the front portion of the first wall to 10% of the span of the thrust link and from 90% of the span to the rear portion of the first wall, and a second diameter of the first wall starting between 10% and 40% of the span and ending between 60% and 90% of the span, the second diameter defining a second diameter span.

[0426] According to any of the foregoing clauses, the first diameter ranges from 2 inches to 7 inches, the second diameter ranges from 3.5 inches to 6 inches, and the span of the second diameter ranges from 10 inches to 30 inches.

[0427] According to any of the foregoing clauses, the first diameter is tapered from 10% to 40% of the span to the second diameter, and the second diameter is tapered back to the first diameter from 60% to 90% of the span.

[0428] According to any of the foregoing clauses, the second wall extends from the front portion of the first wall to between 10% and 40% of the span of the thrust link, and from between 60% and 90% of the span of the thrust link to the rear portion of the first wall, the space between the first wall and the second wall comprising a first space between the first wall and the second wall from the front portion of the first wall to between 10% and 40% of the span of the thrust link, and a second space from between 60% and 90% of the span of the thrust link to the rear portion of the first wall.

[0429] According to any of the foregoing clauses, the thrust link wherein the first wall comprises a uniform diameter from the front portion to the rear portion.

[0430] The thrust link according to any of the foregoing clauses further includes: a first thickness, the first thickness extending from the front portion of the first wall to between 10% and 40% of the span and from between 60% and 90% of the span to the rear portion of the first wall; and a second thickness, the second thickness extending between 10% and 40% of the span and between 60% and 90% of the span.

[0431] The thrust link according to any of the foregoing clauses further includes the first thickness between 40% and 60% of the span.

[0432] According to any of the preceding clauses, a portion of the inner region is solid, and the portion of the inner region separates the front portion of the second wall from the rear portion of the second wall.

[0433] A thrust link for an aircraft engine, the thrust link comprising: a channel including a fluid; an outer wall positioned around the channel, the outer wall including a front portion and a rear portion at opposite ends of the thrust link, the front portion being coupled to the aircraft engine and the rear portion being coupled to at least one of the aircraft engine or an aircraft structure different from the aircraft engine, the aircraft structure including a pylon; and an inner wall positioned on the side of the channel opposite to the outer wall.

[0434] A thrust link for an aircraft engine, the thrust link comprising: an outer wall positioned around the outer diameter of a channel including a fluid, the outer wall including a front portion and a rear portion at opposite ends of the thrust link, the front portion being coupled to the aircraft engine and the rear portion being coupled to the aircraft engine or an aircraft structure different from the aircraft engine; and an inner wall positioned around the inner diameter of the channel.

[0435] According to any of the foregoing clauses, the thrust link wherein the fluid is pressurized to a range between 50 psi and 500 psi.

[0436] According to any of the foregoing clauses, the thrust link wherein the outer wall defines a non-uniform diameter between the front portion and the rear portion.

[0437] According to any of the preceding clauses, the thrust link is positioned around an inner region, wherein a first portion of the inner region is hollow and a second portion of the inner region is solid.

[0438] According to any of the foregoing clauses, the thrust link is positioned around an inner region opposite the channel, wherein the inner region is solid.

[0439] According to any of the foregoing clauses, the thrust link is positioned around an inner region opposite the channel, wherein the inner region is hollow.

[0440] According to any of the foregoing clauses, the buffer enables limited movement of the thrust link relative to the annular fan housing, the nacelle, or the mounting bracket in more than one direction.

[0441] According to any of the preceding clauses, the annular fan housing, the nacelle, or the rack includes an opening, a portion of the buffer extends through the opening, and wherein the portion of the buffer is at least partially separable from the annular fan housing, the nacelle, or the rack to allow movement of the buffer relative to the annular fan housing, the nacelle, or the rack.

[0442] According to any of the foregoing clauses, the buffer is movable in the orifice in both the axial and circumferential directions defined by the aircraft engine.

[0443] According to any of the preceding clauses of the device, wherein the portion of the buffer is a first portion, wherein the buffer includes a second portion and a third portion, the second portion being connected to the first portion and positioned on a first side of the orifice, the third portion being connected to the first portion and positioned on a second side of the orifice, wherein the diameter of the second portion and the third portion is larger than the orifice.

[0444] According to any of the preceding clauses of the device, the length by which the first portion of the buffer separates the second portion and the third portion is greater than the thickness of the annular fan housing, the nacelle, or the mounting bracket in which the orifice is defined, to allow the buffer to move in a third direction relative to the annular fan housing, the nacelle, or the mounting bracket.

[0445] According to any of the foregoing clauses, the third direction is the radial direction defined by the aircraft engine.

[0446] According to any of the foregoing clauses, the buffer enables limited movement of the thrust link relative to the annular fan housing, the nacelle, or the pylon in a radial direction defined by the aircraft engine.

[0447] The device according to any of the foregoing clauses, wherein the piston is movable in more than two directions within the chamber.

[0448] The device according to any of the foregoing clauses, wherein the piston is movable in four directions within the chamber.

[0449] The device according to any of the foregoing clauses, wherein the piston includes a piston chamber in which the fluid is capable of flowing.

[0450] The device according to any of the foregoing clauses, wherein the piston includes an orifice through which the fluid in the chamber can flow into or out of the piston chamber.

[0451] The device according to any of the foregoing clauses, wherein the orifice includes a first orifice and a second orifice, wherein the fluid flows through the first orifice when the piston moves in a first direction, and wherein the fluid flows through the second orifice when the piston moves in a second direction other than the first direction.

[0452] The device according to any of the foregoing clauses, wherein the orifice includes a third orifice, wherein the fluid flows through the third orifice when the piston moves upward in a third direction other than the first direction and the second direction.

[0453] The following claims are incorporated herein by reference. Although certain example systems, devices, articles, and methods have been disclosed herein, the scope of this patent is not limited thereto. Rather, this patent covers all systems, devices, articles, and methods that fall fully within the scope of the claims of this patent.

Claims

1. A thrust linkage for an aircraft engine, characterized in that, The thrust link includes: A first wall, having a front portion and a rear portion at opposite ends of the thrust link, the front portion being coupled to the aircraft engine, and the rear portion being coupled to the aircraft engine, a pylon, or an aircraft associated with the aircraft engine; and A second wall, located within an inner region surrounded by the first wall, spaced apart from the first wall, the space between the first and second walls defining a channel within the inner region, the channel comprising fluid pressurized based on a damping ratio to withstand resonant vibration frequencies generated by the aircraft engine.

2. The thrust connecting rod according to claim 1, characterized in that, The damping ratio is based on the target response to the resonant vibration frequency, the initial amplitude of the resonant vibration frequency associated with the aircraft engine, an exponential function, a decay rate, the phase angle of the resonant vibration frequency and the response to the initial amplitude.

3. The thrust connecting rod according to claim 1, characterized in that, The damping ratio is in the range of 0.5 to 2.

0.

4. The thrust connecting rod according to claim 1, characterized in that, The pressure of the fluid is between 50 psi and 500 psi.

5. The thrust connecting rod according to claim 1, characterized in that, The fluid includes at least one of oil, a non-corrosive fluid, nitrogen, or an inert gas.

6. The thrust connecting rod according to claim 1, characterized in that, The channel containing the fluid extends across the span of the thrust link.

7. The thrust connecting rod according to claim 1, characterized in that, in: The first wall has a first diameter extending from the front portion of the first wall to 10% of the span of the thrust link and from 90% of the span to the rear portion of the first wall; and The first wall has a second diameter that begins between 10% and 40% of the span and ends between 60% and 90% of the span, the second diameter defining a second diameter span.

8. The thrust connecting rod according to claim 7, characterized in that, The first diameter ranges from 2 inches to 7 inches, the second diameter ranges from 3.5 inches to 6 inches, and the span of the second diameter ranges from 10 inches to 30 inches.

9. The thrust connecting rod according to claim 7, characterized in that, The first diameter is tapered from 10% to 40% of the span to the second diameter, and the second diameter is tapered back to the first diameter from 60% to 90% of the span.

10. The thrust connecting rod according to claim 7, characterized in that, The second wall extends from the front portion of the first wall to between 10% and 40% of the span of the thrust link, and from between 60% and 90% of the span of the thrust link to the rear portion of the first wall. The space between the first wall and the second wall includes a first space between the first wall and the second wall from the front portion of the first wall to between 10% and 40% of the span of the thrust link, and a second space from between 60% and 90% of the span of the thrust link to the rear portion of the first wall.

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