A hot-air anti-icing supply valve mounting structure for a wing

Abstract

The present application belongs to the technical field of aviation anti-icing, and discloses a kind of wing hot gas anti-icing gas supply valve mounting structure, including air intake pipeline, wing hot gas anti-icing gas supply valve, valve support, pull rod assembly, outlet pipeline, quick release device, compensator and cladding piece.Wing hot gas anti-icing gas supply valve is connected with air intake pipeline and outlet pipeline by quick release device, and at least one quick release device is connected with compensator, and compensator is used to compensate the displacement of wing hot gas anti-icing gas supply valve along its own axial and radial direction relative to air intake pipeline and outlet pipeline.Valve support fixes wing hot gas anti-icing gas supply valve on aircraft structure.Pull rod assembly is adjustable along its own axial length.The outer periphery of wing hot gas anti-icing gas supply valve, air intake pipeline and outlet pipeline is cladded with cladding piece.The present application can realize the quick disassembly and modular installation of gas supply valve, and has good heat insulation and damping effect, to meet the installation requirements of hot air valve on aircraft.

Description

Technical Field

[0001] This invention relates to the field of aviation anti-icing technology, and in particular to an installation structure for a wing hot air anti-icing supply valve. Background Technology

[0002] When an aircraft flies in icing weather conditions, the leading edge of the wing is prone to icing. Wing icing increases drag, reduces lift and stall angle of attack, increases stall speed, and alters the aircraft's lateral and longitudinal stability, adversely affecting its handling characteristics. Therefore, modern aircraft typically employ hot air anti-icing to protect the wing leading edge. This involves delivering high-temperature gases from the engine to the wing leading edge via anti-icing gas supply lines, with the hot air anti-icing system's operation controlled by a hot air supply valve.

[0003] In the prior art, Chinese invention patent CN120466080B (authorization announcement date September 23, 2025) discloses an anti-icing pipeline device for an aero-engine. This device connects the anti-icing valve to the bleed air pipe via a sleeve assembly. The bleed air pipe and the anti-icing valve are axially sliding and have a small radial clearance fit. The sleeve assembly is used to achieve sealing at the connection and compensation for dimensional deviations. However, this solution uses a sleeve assembly to connect the valve and the pipeline, resulting in a complex structure, inconvenient assembly and disassembly, and no heat insulation protection for the high-temperature air supply pipeline.

[0004] Because the installation environment of the wing hot air anti-icing supply valve is high temperature and complex vibration, and the temperature of the hot air drawn from the engine is high, it is necessary to insulate the supply valve and pipeline to prevent the pipeline from cooling down too much, and to prevent the supply valve from axial and radial displacement under vibration.

[0005] Therefore, there is an urgent need for a wing hot air anti-icing air supply valve installation structure to solve the above problems. Summary of the Invention

[0006] The purpose of this invention is to provide an installation structure for a wing hot air anti-icing air supply valve, so as to solve the technical problem that hot air leakage is easy to occur in the air supply valve pipeline in the prior art, resulting in poor anti-icing effect.

[0007] Based on the above concept, the technical solution adopted by this invention is as follows: A wing hot air anti-icing air supply valve installation structure includes: Intake piping, wing hot air anti-icing supply valve, valve bracket, pull rod assembly, outlet piping, quick-release device, compensator and covering components; The inlet and outlet ends of the wing hot air anti-icing supply valve are both connected to the quick-release device, and at least one of them is connected to the compensator through the quick-release device; the inlet end of the wing hot air anti-icing supply valve is connected to the air intake pipe, and the outlet end of the wing hot air anti-icing supply valve is connected to the outlet pipe; the compensator is used to compensate for the wing hot air anti-icing supply valve's axial and radial displacement relative to the air intake pipe and the outlet pipe. One end of the valve bracket is connected to the wing hot air anti-icing air supply valve, and the other end is fixed to the fuselage structure; The length of the tie rod assembly along its own axis is adjustable. One end of the tie rod assembly is hinged to the outlet pipe or the wing hot air anti-icing valve, and the other end is hinged to the fuselage structure. The outer periphery of the wing hot air anti-icing supply valve, the air inlet pipe, and the air outlet pipe are all covered with the covering component.

[0008] Preferably, the pull rod assembly includes a threaded pull rod, a pull cylinder, and a locking member. One end of the threaded pull rod is threadedly connected to the pull cylinder and can be screwed into the pull cylinder. The locking member is used to fix the relative position of the threaded pull rod and the pull cylinder. One end of the threaded tie rod away from the pull tube and the other end of the pull tube away from the threaded tie rod are hinged to the outlet pipe or the wing hot air anti-icing valve, and the other is hinged to the fuselage structure.

[0009] Preferably, the wing hot air anti-icing supply valve and / or the outlet pipe are provided with a pull rod lug, the pull rod lug is provided with a first connecting hole, the end of the threaded pull rod away from the pull cylinder is provided with a second connecting hole, and the first connecting member can pass through the first connecting hole and the second connecting hole; the end of the pull cylinder away from the threaded pull rod is hinged to the fuselage structure through a spherical bearing.

[0010] Preferably, the pull rod lug is provided with at least two protrusions extending along its circumference, and each protrusion is provided with the first connecting hole; the number of pull rod assemblies is the same as the number of the first connecting holes and they are arranged in a one-to-one correspondence; one end of the pull rod assembly is hinged to the first connecting hole and the other end is hinged to the body structure.

[0011] Preferably, the covering includes a hard cover and a soft cover. The hard cover is provided on the outer periphery of the air intake pipe and the outer periphery of the air outlet pipe, and the hard cover is spaced apart from the outer periphery of the air intake pipe and the outer periphery of the air outlet pipe. The soft cover is wrapped around the outer periphery of the wing hot air anti-icing supply valve.

[0012] Preferably, the soft package includes an inner package and an outer package, wherein the outer package is fiberglass cloth and the inner package is fiberglass cotton.

[0013] Preferably, both the intake pipe and the outlet pipe include a pipe body, and a heat insulation bracket is provided on the outer periphery of the pipe body. The rigid package is connected to the heat insulation bracket and is spaced apart from the pipe body.

[0014] Preferably, the distance between the rigid package and the pipeline body is 5mm to 10mm.

[0015] Preferably, the pipeline body is a metal pipeline with a diameter of 30mm to 100mm.

[0016] Preferably, the rigid package is bonded and fixed to the heat insulation bracket with sealant.

[0017] The beneficial effects of this invention are: The wing hot gas anti-icing supply valve installation structure provided by this invention enables modular installation of the wing hot gas anti-icing supply valve through a quick-release device, allowing for rapid assembly and disassembly. The outer periphery of the wing hot gas anti-icing supply valve, inlet pipe, and outlet pipe are all covered with a protective layer, ensuring that the wing hot gas anti-icing supply valve and its surrounding pipes are not affected by high temperatures, reducing the risk of hot gas pipeline leakage, and minimizing the temperature drop in the passageway. This design provides insulation, leak prevention, and sealing for the hot gas within the passageway. The compensator effectively mitigates the effects of axial and radial vibrations in high-temperature pipelines, providing excellent vibration damping. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0019] Figure 1 This is an installation diagram of the wing hot air anti-icing air supply valve installation structure provided in an embodiment of the present invention; Figure 2 yes Figure 1 Sectional view at point AA; Figure 3 This is an installation diagram of the tie rod assembly provided in an embodiment of the present invention.

[0020] In the picture: 1. Intake pipe; 2. Wing hot air anti-icing supply valve; 3. Valve bracket; 4. Pull rod assembly; 5. Outlet pipe; 6. Quick release device; 7. Compensator; 8. Soft pack; 21. Valve lifting lug; 41. Threaded pull rod; 42. Pull cylinder; 43. Locking washer; 44. Spherical bearing; 45. Locking element; 46. Pull rod lifting lug; 51. Heat insulation bracket; 52. Hard pack; 53. Pipe body. Detailed Implementation

[0021] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0022] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0023] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0025] like Figures 1 to 3As shown in the figure, an embodiment of the present invention discloses an installation structure for a wing hot air anti-icing supply valve, including an intake pipe 1, a wing hot air anti-icing supply valve 2, a valve bracket 3, a pull rod assembly 4, an outlet pipe 5, a quick-release device 6, a compensator 7, and a covering component.

[0026] The inlet and outlet ends of the wing hot air anti-icing supply valve 2 are both connected to quick-release devices 6, and at least one of the inlet and outlet ends is connected to a compensator 7 via the quick-release device 6. The inlet end of the wing hot air anti-icing supply valve 2 is connected to the intake pipe 1, and the outlet end of the wing hot air anti-icing supply valve 2 is connected to the outlet pipe 5. The compensator 7 is used to compensate for the axial and radial displacement of the wing hot air anti-icing supply valve 2 relative to the intake pipe 1 and the outlet pipe 5.

[0027] One end of the valve bracket 3 is connected to the wing hot air anti-icing valve 2, and the other end is fixed to the fuselage structure.

[0028] The length of the tie rod assembly 4 along its own axis is adjustable. One end of the tie rod assembly 4 is hinged to the outlet pipe 5 or the wing hot air anti-icing valve 2, and the other end is hinged to the fuselage structure.

[0029] The outer periphery of the wing hot air anti-icing supply valve 2, the air inlet pipe 1, and the air outlet pipe 5 are all covered with coverings.

[0030] Specifically, in this embodiment, both the inlet and outlet ends of the wing hot air anti-icing supply valve 2 are connected to quick-release devices 6, and the outlet end of the wing hot air anti-icing supply valve 2 is connected to a compensator 7 via the quick-release device 6. The pull rod assembly 4 is used to provide auxiliary constraint on the wing hot air anti-icing supply valve 2, the valve bracket 3 is used to fix and support the wing hot air anti-icing supply valve 2, the quick-release device 6 is used to achieve a detachable connection, the compensator 7 is used to absorb the axial and radial displacements generated by the wing hot air anti-icing supply valve 2 during use, and the covering is used for heat insulation. These components together form a hot air anti-icing supply valve installation structure suitable for installation and operation in the wing area, which can maintain a reliable air supply path under high temperature and vibration conditions, while also being easy to install and disassemble.

[0031] The wing hot air anti-icing supply valve 2 is equipped with an air inlet and an air outlet. The air inlet of the wing hot air anti-icing supply valve 2 is connected to the air inlet pipe 1, and the air outlet of the wing hot air anti-icing supply valve 2 is connected to the air outlet pipe 5. The wing hot air anti-icing supply valve 2 is used to control the entry and exit of high-temperature gas into the wing leading edge. The air inlet pipe 1 is used to supply air to the wing hot air anti-icing supply valve 2, and the air outlet pipe 5 is used to guide the hot air regulated by the wing hot air anti-icing supply valve 2 to the wing leading edge.

[0032] Because the anti-icing gas supply lines undergo thermal expansion during flight due to the high-temperature gases, and the airframe structure deforms due to maneuvering loads and temperature differences, axial and radial relative displacement occurs between the intake line 1, the outlet line 5, and the wing hot air anti-icing gas supply valve 2. Therefore, in this embodiment, a compensator 7 is installed at the outlet end of the wing hot air anti-icing gas supply valve 2. The compensator 7 provides deformation capacity in the axial and radial directions, absorbing and compensating for the aforementioned relative displacement, reducing displacement deviation at the pipe interface caused by vibration, and reducing the risk of hot air leakage. The quick-release device 6 enables rapid separation or connection between the various pipes, facilitating the inspection, maintenance, and replacement of the valves. It is understood that the connection between the intake line 1 and the outlet line 5 and the wing hot air anti-icing gas supply valve 2, as well as the upstream connection between intake lines 1 and 1, and the downstream connection between outlet lines 5 and 5, can all be achieved using the quick-release device 6 in conjunction with the compensator 7. For example, as shown... Figure 1 As shown, in this embodiment, a quick-release device 6 is provided at the end of the intake pipe 1 near the wing hot air anti-icing supply valve 2, and a quick-release device 6 and a compensator 7 are provided at the end of the outlet pipe 5 away from the wing hot air anti-icing supply valve 2. Specifically, the quick-release device 6 includes, but is not limited to, a quick-release clamp. This embodiment takes a quick-release clamp as an example. The quick-release clamp has good connection uniformity in the circumferential direction, which is beneficial to ensuring the sealing of the interface. The specific structure of the quick-release clamp is prior art and will not be described in detail here.

[0033] More specifically, the intake pipe 1 includes, but is not limited to, bends and straight pipes, and the outlet pipe 5 includes, but is not limited to, bends, straight pipes, and tee pipes. In this embodiment, the intake pipe 1 is a bend, and the outlet pipe 5 is a tee pipe. Quick-release devices 6 and compensators 7 are provided at both ends of the tee pipe away from the wing hot air anti-icing valve 2.

[0034] Due to manufacturing tolerances and assembly errors in the airframe structure and piping system, fixed-length tie rods may experience over-positioning or assembly failures during installation. The tie rod assembly 4 is length-adjustable, and its hinged ends allow rotation around the hinge points, enabling adjustment during assembly based on actual dimensions and installation position to ensure proper connection at both ends. Subsequently, the wing hot air anti-icing supply valve 2 is connected to the intake pipe 1 and outlet pipe 5 via the quick-release device 6 and compensator 7. After determining the installation position of the wing hot air anti-icing supply valve 2, its position is fixed using the valve bracket 3.

[0035] One end of the valve bracket 3 is connected to the wing hot air anti-icing supply valve 2, and the other end is fixed to the fuselage structure. During operation, the wing hot air anti-icing supply valve 2 bears not only its own weight but also the inertial loads caused by aircraft maneuvers, landing impacts, and engine vibrations. If it were solely supported by the intake pipe 1 and outlet pipe 5 suspended in the air, the pipe interfaces would be subject to significant bending moments and tensile forces, potentially leading to wear or leakage of the sealing surfaces over time. The valve bracket 3 transfers the main weight and vibration loads of the wing hot air anti-icing supply valve 2 to the fuselage structure, maintaining its stable installation posture, reducing the additional load at the pipe interfaces, and improving the overall reliability of the installation structure.

[0036] The hot air flowing inside the anti-icing gas supply system is typically at a high temperature. Without a covering, the high-temperature surface will radiate and convect heat into the wing's interior, potentially causing nearby structures, cables, or composite materials to overheat. The covering significantly reduces heat loss, increases the temperature of the anti-icing gas reaching the anti-icing cavity, and thus improves anti-icing efficiency. Simultaneously, the covering also provides thermal protection, lowering the internal wing temperature, reducing the risk of accidental contact with high-temperature surfaces, and to some extent, isolating external moisture and contaminants.

[0037] Furthermore, in some embodiments, the covering includes a hard cover 52 and a soft cover 8. The outer periphery of the intake pipe 1 and the outer periphery of the outlet pipe 5 are provided with the hard cover 52, which is spaced apart from the outer periphery of the intake pipe 1 and the outer periphery of the outlet pipe 5; the outer periphery of the wing hot air anti-icing supply valve 2 is wrapped with the soft cover 8.

[0038] Understandably, the intake pipe 1 and outlet pipe 5 are typically regular tubular structures. The rigid sheath 52 has good shape retention and impact resistance, making it suitable for covering the outside of regular pipes. The rigid sheath 52 maintains a gap with the outer perimeter of the pipe, forming an air gap. Air has a low thermal conductivity, which enhances insulation and allows space for thermal expansion of the pipe. The wing hot air anti-icing valve 2 has an irregular shape and includes control interfaces and indicating components. Therefore, using a soft sheath 8 to wrap it allows for flexible adaptation to its outer contour, avoiding interference with valve operation and facilitating disassembly or restoration during maintenance. The combination of the rigid sheath 52 and the soft sheath 8 satisfies the insulation requirements of the regular pipe while ensuring the maintainability of the valve area.

[0039] More specifically, in this embodiment, the soft pack 8 includes an inner pack and an outer pack. The outer pack is made of fiberglass cloth, and the inner pack is made of fiberglass wool. Fiberglass wool has the characteristics of high temperature resistance, low thermal conductivity, softness, and compressibility, making it suitable as an inner insulation material to be attached to the irregular surface of the wing's hot air anti-icing supply valve 2. Fiberglass cloth has good tensile strength and wear resistance. As an outer pack, it can cover and shape the inner fiberglass wool, preventing it from loosening or falling off under vibration and airflow. At the same time, the outer fiberglass cloth can also block external moisture and pollutants from intruding, protecting the inner insulation material and extending the service life of the soft pack 8. The combination of fiberglass wool and fiberglass cloth can meet the high-temperature insulation requirements of the wing's hot air anti-icing supply valve 2 while improving the structural integrity, installation processability, and long-term operational reliability of the soft pack 8, ensuring that the covering maintains a stable insulation effect under complex vibration and thermal cycling conditions.

[0040] In some embodiments, both the intake pipe 1 and the outlet pipe 5 include a pipe body 53. A heat-insulating bracket 51 is provided on the outer periphery of the pipe body 53. The rigid package 52 is connected to the heat-insulating bracket 51 and spaced apart from the pipe body 53. The heat-insulating bracket 51 is fixed to the outer periphery of the pipe body 53, providing a stable mounting base for the rigid package 52. The heat-insulating bracket 51 supports the rigid package 52, preventing direct contact between the rigid package 52 and the pipe body 53, thus forming a heat-insulating cavity. This heat-insulating cavity utilizes air thermal resistance to reduce heat transfer and absorbs radial dimensional changes caused by thermal expansion of the pipe, preventing the rigid package 52 from cracking or loosening due to thermal expansion and contraction. The heat-insulating bracket 51 also improves the overall rigidity of the rigid package 52, making it less prone to collapse or deformation under aircraft vibration conditions, maintaining the integrity of the covering structure and its heat insulation performance.

[0041] To ensure that the spacing between the rigid support 52 and the pipe body 53 meets the requirements for heat insulation and thermal expansion compensation while maintaining a compact structure, in some embodiments, the spacing between the rigid support 52 and the pipe body 53 is 5mm to 10mm. In other words, the radial height of the heat insulation support 51 on the pipe body 53 is 5mm to 10mm. Exemplarily, the spacing between the rigid support 52 and the pipe body 53 can be 5mm, 5.5mm, 6.5mm, 7mm, 8mm, 8.5mm, 9.5mm, or 10mm, but is not limited to these values.

[0042] Understandably, the spacing between the rigid package 52 and the piping body 53 is determined based on the temperature level of the anti-icing air supply piping, the outer dimensions of the covering, and insulation requirements. If the spacing is too small, the air insulation layer will be too thin, resulting in limited insulation effectiveness. Furthermore, contact may easily occur when the piping expands or deforms due to vibration, leading to localized overheating or wear of the rigid package 52. If the spacing is too large, although the insulation performance is improved, it will significantly increase the overall dimensions after covering, potentially exceeding the allowable installation space inside the wing, and increasing the overall weight.

[0043] Furthermore, the heat insulation bracket 51 is stamped from a sheet metal with a thickness of 0.3mm to 0.8mm. That is, the thickness of the heat insulation bracket 51 along the axial direction of the pipe body 53 is 0.3mm to 0.8mm. For example, the thickness of the heat insulation bracket 51 can be 0.3mm, 0.4mm, 0.5mm, 0.7mm, 0.75mm, or 0.8mm, but is not limited to the listed values.

[0044] Furthermore, to ensure that the pipeline body 53 has high temperature resistance, pressure resistance, and structural strength, it is suitable for conveying high-temperature and high-pressure anti-icing gas. In some embodiments, the pipeline body 53 is a metal pipeline with a diameter of 30mm to 100mm. The material of the metal pipeline includes, but is not limited to, stainless steel, titanium alloy, and aluminum alloy. Exemplarily, in this embodiment, both the inlet pipeline 1 and the outlet pipeline 5 are made of stainless steel. It is understood that metal pipelines have high temperature resistance, pressure resistance, and structural strength, making them suitable for conveying high-temperature and high-pressure anti-icing gas. The diameter of the metal pipeline is between 30mm and 100mm, which can match the gas flow rate required by common wing hot air anti-icing systems, while facilitating the arrangement of accessories such as the heat insulation bracket 51, the rigid bundle 52, clamps, and the tie rod lug 46. If the diameter is too small, the gas flow rate will be too high, the flow resistance will be too large, affecting the anti-icing gas supply efficiency and pressure loss; if the diameter is too large, it will increase the weight of the pipeline and the space occupied, which is not conducive to the internal arrangement of the wing. Therefore, this diameter range takes into account both gas supply capacity and installation adaptability. For example, the diameter of the metal pipe is 30mm, 35mm, 38mm, 45mm, 55mm, 75mm, 80mm, 90mm, 100mm, but is not limited to the listed values.

[0045] To avoid the use of screws, rivets, or other mechanical fasteners on the rigid package 52, thereby reducing the number of parts and structural weight, and also avoiding potential thermal bridges and stress concentrations at mechanical connection holes, in some embodiments, the rigid package 52 is bonded to the thermal insulation bracket 51 using sealant. It is understood that a high-temperature resistant sealant is used, which maintains stable adhesion and sealing performance at the operating temperature of the anti-icing gas supply system, making the rigid package 52 less prone to detachment or loosening under vibration and aerodynamic loads. Simultaneously, the adhesive bonding method facilitates the formation of a continuous and smooth outer surface for the rigid package 52, reducing interference with airflow inside the wing.

[0046] More specifically, in this embodiment, the heat insulation bracket 51 is welded to the metal pipeline. This arrangement can further ensure that the heat insulation bracket 51 is not easily detached or loosened under vibration and aerodynamic load.

[0047] In some embodiments, the pull rod assembly 4 includes a threaded pull rod 41, a pull cylinder 42, and a locking member 45. One end of the threaded pull rod 41 is threadedly connected to the pull cylinder 42 and can be screwed into the pull cylinder 42. The locking member 45 is used to fix the relative position of the threaded pull rod 41 and the pull cylinder 42. One of the ends of the threaded pull rod 41 away from the pull cylinder 42 and the other end of the pull cylinder 42 away from the threaded pull rod 41 is hinged to the outlet pipe 5 or the wing hot air anti-icing valve 2, and the other is hinged to the fuselage structure.

[0048] Understandably, the threaded tie rod 41 and the pull tube 42 achieve length adjustment through a threaded engagement. When it is necessary to change the overall length of the tie rod assembly 4 to adjust the position of the outlet pipe 5 or the wing hot air anti-icing supply valve 2 to facilitate alignment of the wing hot air anti-icing supply valve 2 and the outlet pipe 5, the threaded tie rod 41 can be rotated to screw it into or out of the pull tube 42, making adjustment convenient. After adjustment, the relative position between the threaded tie rod 41 and the pull tube 42 is fixed by the locking piece 45 to prevent loosening and length changes under vibration. Both ends of the tie rod assembly 4 are hinged to the outlet pipe 5 or the wing hot air anti-icing supply valve 2 and the fuselage structure, respectively, so that the tie rod assembly 4 only bears axial load during operation, avoiding bending stress caused by installation angle deviation or relative structural movement. This structure is simple, reliable in adjustment, and adaptable to the installation and maintenance needs of the confined space inside the wing.

[0049] In some embodiments, a pull rod lug 46 is provided on the wing hot air anti-icing supply valve 2 and / or outlet pipe 5. The pull rod lug 46 is provided with a first connecting hole. The end of the threaded pull rod 41 away from the pull cylinder 42 is provided with a second connecting hole. The first connector can pass through the first connecting hole and the second connecting hole. The end of the pull cylinder 42 away from the threaded pull rod 41 is hinged to the airframe structure through a spherical bearing 44.

[0050] For example, such as Figure 1 and Figure 3 As shown, in this embodiment, a pull rod lug 46 is provided on the outlet pipe 5. Here, the pull rod lug 46 can be integrally formed with the outlet pipe 5, or it can be a sleeve-shaped lug that is fitted onto the outlet pipe 5 and then fixedly connected to the outlet pipe 5 by welding or other methods. The pull rod lug 46 has a first connecting hole, and the end of the threaded pull rod 41 away from the pull cylinder 42 has a second connecting hole. A first connecting member can pass through the first and second connecting holes; here, the first connecting member can be a bolt and a nut that cooperate with each other. The end of the pull cylinder 42 away from the threaded pull rod 41 is hinged to the machine body structure via a spherical bearing 44.

[0051] Understandably, the tie rod lug 46 is installed on the outlet pipe 5 using a sleeve method, eliminating the need for drilling holes in the pipe body 53 and reducing the impact on pipe strength and sealing. The first connector passes through the first and second connecting holes to form a hinged connection, allowing the threaded tie rod 41 to swing relative to the tie rod lug 46. The end of the pull cylinder 42 away from the threaded tie rod 41 is connected to the machine body structure via a spherical bearing 44. The spherical bearing 44 has omnidirectional swing capability, which can adapt to angular deviations between the machine body structure and the pipe. With this configuration, the tie rod assembly 4, while constraining pipe displacement, will not generate excessive additional bending moment due to rigid connection, improving the fatigue life of the connection interface and thus reducing the risk of leakage at the pipe connection.

[0052] Furthermore, in some embodiments, the pull rod lug 46 is provided with at least a protrusion extending along its circumference, and each protrusion is provided with a first connecting hole; the pull rod assembly 4 has the same number of first connecting holes and is connected to them one by one. One end of the pull rod assembly 4 is hinged to the first connecting hole, and the other end is hinged to the body structure.

[0053] Understandably, by providing at least two circumferentially distributed protrusions on the tie rod lug 46, each protrusion connecting to a tie rod assembly 4, the outlet pipe 5 can be tensioned and constrained from multiple directions, improving the pipe's positioning capability in both the radial and circumferential directions. Multiple tie rod assemblies 4, matching the first connecting hole, can form a stable support structure with the machine body, helping to distribute vibration loads and avoid excessive stress at a single point. The circumferential protrusions also allow the force direction of the tie rod assembly 4 to adapt to the actual stress state of the pipe, reducing the additional torque on the pipe connection interface and improving the overall vibration resistance and reliability of the installation structure.

[0054] For example, such as Figure 3 As shown, in this embodiment, the pull rod lug 46 is provided with two protrusions. The two protrusions are arranged at an acute angle in the circumferential direction of the pipe body 53, that is, the angle formed by the line connecting the center of the two first connecting holes and the central axis of the pipe body 53 is an acute angle.

[0055] Specifically, in this embodiment, the pull cylinders 42 and the spherical bearings 44 in the two pull rod assemblies 4 are also connected by threads. More specifically, a threaded pull rod 41 is also provided between the two pull cylinders 42 and the spherical bearings 44, and the threaded pull rod 41 is pressed into the spherical bearings 44. The threaded pull rod 41 pressed into the spherical bearings 44 can adjust the distance between the spherical bearings 44 and the pull cylinders 42 through the threads, and the position is fixed by the locking member 45 after adjustment. Exemplarily, in this embodiment, the locking member 45 includes, but is not limited to, a locking nut.

[0056] Furthermore, to ensure that the locking member 45 can stably fix the relative position between the pull cylinder 42 and the threaded pull rod 41, a stop washer 43 is provided between the threaded pull rod 41 and the pull cylinder 42 in this embodiment. The stop washer 43 can reduce the connection gap at the threaded connection, structurally restrict the relative rotation between the threaded pairs, and prevent loosening under vibration and thermal cycling when locking is only based on thread friction, thereby improving the connection stability and service life of the entire pull rod assembly 4 under complex working conditions.

[0057] Reference Figures 1 to 3 The installation process of the wing hot air anti-icing air supply valve mounting structure provided in this embodiment is described as follows: First, connect the inlet and outlet of the wing hot air anti-icing supply valve 2 to the outlet pipe 5 of the inlet pipe 1, respectively. Then, connect the quick-release device 6 and the compensator 7 to the ends of the inlet pipe 1 and the outlet pipe 5 away from the wing hot air anti-icing supply valve 2, respectively. Then, connect the threaded tie rod 41 to the pull cylinder 42, connect the threaded tie rod 41 to the tie rod lug 46 welded on the outlet pipe 5, and fix the threaded tie rod 41 of the tie rod assembly 4 to the fuselage structure. Connect one end of the valve bracket 3 to the valve lug 21 on the wing hot air anti-icing supply valve 2 with bolts, and then fix the other end of the valve bracket 3 to the fuselage structure to complete the fixing of the supply valve. Finally, wrap and glue the soft bag 8 of the supply valve to the wing hot air anti-icing supply valve 2. It should be noted that the hard pack 52 has been pre-installed on the intake pipe 1 and the outlet pipe 5, which can further reduce the workflow and enable the rapid installation of the wing hot air anti-icing supply valve installation structure.

[0058] The wing hot air anti-icing supply valve installation structure provided in this embodiment enables modular installation of the wing hot air anti-icing supply valve 2 via quick-release device 6, allowing for rapid assembly and disassembly. The outer periphery of the wing hot air anti-icing supply valve 2, the inlet pipe 1, and the outlet pipe 5 are all covered with protective components, ensuring that the wing hot air anti-icing supply valve 2 and its associated pipes are not affected by high temperatures, reducing the risk of hot air pipe leakage, and minimizing the temperature drop in the channel. This design provides heat insulation, leak prevention, and sealing for the air supply. The compensator 7 addresses the impact of axial and radial vibrations in high-temperature pipes, providing excellent vibration damping.

[0059] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A wing hot air anti-icing air supply valve installation structure, characterized in that, include: Intake pipe (1), wing hot air anti-icing supply valve (2), valve bracket (3), pull rod assembly (4), outlet pipe (5), quick release device (6), compensator (7) and covering; The inlet and outlet ends of the wing hot air anti-icing supply valve (2) are both connected to the quick-release device (6), and at least one of them is connected to the compensator (7) through the quick-release device (6); the inlet end of the wing hot air anti-icing supply valve (2) is connected to the air intake pipe (1), and the outlet end of the wing hot air anti-icing supply valve (2) is connected to the outlet pipe (5); the compensator (7) is used to compensate for the displacement of the wing hot air anti-icing supply valve (2) relative to the air intake pipe (1) and the outlet pipe (5) along its own axial and radial directions; One end of the valve bracket (3) is connected to the wing hot air anti-icing air supply valve (2), and the other end is fixed to the fuselage structure; The length of the pull rod assembly (4) along its own axis is adjustable. One end of the pull rod assembly (4) is hinged to the outlet pipe (5) or the wing hot air anti-icing valve (2), and the other end is hinged to the body structure. The outer periphery of the wing hot air anti-icing supply valve (2), the air inlet pipe (1), and the air outlet pipe (5) are all covered with the covering component.

2. The wing hot air anti-icing air supply valve installation structure according to claim 1, characterized in that, The pull rod assembly (4) includes a threaded pull rod (41), a pull tube (42), and a locking member (45). One end of the threaded pull rod (41) is threadedly connected to the pull tube (42) and can be screwed into the pull tube (42). The locking member (45) is used to fix the relative position of the threaded pull rod (41) and the pull tube (42). The threaded rod (41) is located at one end away from the pull tube (42), and the pull tube (42) is located at one end away from the threaded rod (41). One of the two is hinged to the outlet pipe (5) or the wing hot air anti-icing valve (2), and the other is hinged to the fuselage structure.

3. The wing hot air anti-icing air supply valve installation structure according to claim 2, characterized in that, The wing hot air anti-icing supply valve (2) and / or the outlet pipe (5) are provided with a pull rod lug (46), the pull rod lug (46) is provided with a first connecting hole, the end of the threaded pull rod (41) away from the pull cylinder (42) is provided with a second connecting hole, and the first connecting piece can pass through the first connecting hole and the second connecting hole; the end of the pull cylinder (42) away from the threaded pull rod (41) is hinged to the fuselage structure through a spherical bearing (44).

4. The wing hot air anti-icing air supply valve installation structure according to claim 3, characterized in that, The pull rod lug (46) is provided with at least two protrusions that protrude along its circumference, and each of the protrusions is provided with the first connecting hole; the number of pull rod assemblies (4) is the same as the number of the first connecting holes and they are arranged in a one-to-one correspondence; one end of the pull rod assembly (4) is hinged to the first connecting hole and the other end is hinged to the body structure.

5. The wing hot air anti-icing air supply valve installation structure according to claim 1, characterized in that, The covering includes a hard cover (52) and a soft cover (8). The hard cover (52) is provided on the outer periphery of the air intake pipe (1) and the outer periphery of the air outlet pipe (5). The hard cover (52) is spaced apart from the outer periphery of the air intake pipe (1) and the outer periphery of the air outlet pipe (5). The soft cover (8) is wrapped around the outer periphery of the wing hot air anti-icing valve (2).

6. The wing hot air anti-icing air supply valve installation structure according to claim 5, characterized in that, The soft package (8) includes an inner package and an outer package, wherein the outer package is fiberglass cloth and the inner package is fiberglass cotton.

7. The wing hot air anti-icing air supply valve installation structure according to claim 5, characterized in that, Both the intake pipe (1) and the outlet pipe (5) include a pipe body (53). A heat insulation bracket (51) is provided on the outer periphery of the pipe body (53). The hard pack (52) is connected to the heat insulation bracket (51) and spaced apart from the pipe body (53).

8. The wing hot air anti-icing air supply valve installation structure according to claim 7, characterized in that, The distance between the rigid package (52) and the pipeline body (53) is 5mm to 10mm.

9. The wing hot air anti-icing air supply valve installation structure according to claim 7, characterized in that, The pipeline body (53) is a metal pipeline with a diameter of 30mm to 100mm.

10. The wing hot air anti-icing air supply valve installation structure according to claim 7, characterized in that, The rigid package (52) and the heat insulation bracket (51) are bonded and fixed together with sealant.

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