Anti-loosening device of aero-engine connecting structure

Abstract

The utility model discloses an anti-loose device of aero-engine connecting structure, including connecting frame and engine body, the bottom end of connecting frame is equipped with the engine body, and the engine body is fixedly connected with connecting frame, the side wall of connecting frame is symmetrically equipped with two sets of clamping groove, the upper part of connecting frame is equipped with main support plate, the upper part of connecting frame is equipped with the main support plate, and the lower part of connecting frame is equipped with the main support plate. And two sets of first air cylinders are symmetrically and movably installed at the top end of the main supporting plate, second rotating arms are installed at the output ends of the first air cylinders correspondingly, hinge shafts are installed at the ends, away from the first air cylinders, of the second rotating arms correspondingly, and clamping claws are installed at one ends of the hinge shafts correspondingly. According to the multi-position auxiliary anti-loosening device, convenient linkage clamping and fixed connection and convenient multi-position auxiliary anti-loosening treatment are achieved, multi-stage anti-loosening treatment on an engine and good anti-loosening protection on the engine are facilitated, and the safety of the engine in the using process is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of anti-loosening devices, in particular to an anti-loosening device for an aero-engine connection structure. Background Art

[0002] An aircraft engine is a highly complex and sophisticated thermal machine. As the heart of an aircraft, it is not only the driving force for the aircraft to fly, but also an important driving force for the development of aviation. Every important change in the history of human aviation is inseparable from the technological progress of aircraft engines. There are many parts on an aircraft engine, and the joints of its parts need to have good firmness. If the joints become loose, it is very easy to cause danger. Therefore, in order to improve this situation, an anti-loosening device for the aircraft engine connection structure is proposed.

[0003] For example, an anti-loosening device for an aircraft engine connection structure disclosed in the authorization announcement number CN220227471U includes an embedded first connecting member, a second connecting member, an anti-loosening assembly and a fixing member, wherein the first connecting member is installed in an inner mounting edge of a low-pressure turbine casing of the aircraft engine, a first mounting hole is provided on an outer mounting edge of a high-pressure turbine casing of the aircraft engine, a first end of the second connecting member passes through the first mounting hole and is connected to the first connecting member, the anti-loosening assembly is installed at a second end of the second connecting member, and the second end of the second connecting member is fixed by the fixing member;

[0004] Although the utility model can realize unilateral tightening and is easy to install, the removal and replacement of parts will not cause damage to the connected parts. At the same time, the ingenious anti-loosening buckle design realizes the anti-loosening of all combined connecting parts in one. The anti-loosening device can effectively solve the connection and anti-loosening of parts that only allow unilateral tightening;

[0005] However, the problem that the existing anti-loosening device is not conducive to convenient linkage clamping and fixing connection and convenient multi-position auxiliary anti-loosening treatment when in use, is not conducive to multi-level anti-loosening treatment of the engine and good anti-loosening protection of the engine, affects the safety of the engine when in use. Utility Model Content

[0006] The purpose of the utility model is to provide an anti-loosening device for an aircraft engine connection structure to solve the problem that the anti-loosening device proposed in the above background technology is not convenient for convenient linkage clamping and fixed connection and convenient multi-position auxiliary anti-loosening treatment, is not conducive to multi-level anti-loosening treatment of the engine and good anti-loosening protection of the engine, which affects the safety of the engine when in use.

[0007] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: an anti-loosening device for an aircraft engine connection structure, comprising a connection frame and an engine body, the engine body is installed at the bottom end of the connection frame, and the engine body is fixedly connected to the connection frame, two groups of clamping grooves are symmetrically installed on the side wall of the connection frame, a main support plate is arranged above the connection frame, two groups of first cylinders are symmetrically and movably installed on the top of the main support plate, the output ends of the first cylinders are all installed with second rotating arms, the ends of the second rotating arms away from the first cylinders are all installed with hinge shafts, and the surface of the hinge shaft on one side of the second rotating arm is covered with two groups of positioning seats, The hinge shaft is movably connected with the main support plate through a positioning seat, a clamping claw is installed at one end of the hinge shaft, and the clamping claw is slidably connected with the clamping groove, a first electric push rod is movably installed at the top of the main support plate on one side of the first cylinder, a first rotating arm is provided at the output end of the first electric push rod, a linkage rod is provided on the side of the first rotating arm close to the first electric push rod, and the first electric push rod is movably connected with the first rotating arm through the linkage rod, a movable shaft is installed on the side wall of the main support plate on one side of the first electric push rod, and the first rotating arm is movably connected with the main support plate through the movable shaft, and a lower pressure block is installed at the bottom end of the first rotating arm.

[0008] Preferably, a connecting plate is installed on the side wall of the main supporting plate, and a secondary supporting plate is installed on one end of the connecting plate away from the main supporting plate.

[0009] Preferably, a second electric push rod is arranged on the side wall of the auxiliary support plate, a limit seat is mounted on the surface of the second electric push rod, and the limit seat is fixedly connected to the auxiliary support plate, a hinged axis is arranged on one side of the second electric push rod close to the limit seat, and the second electric push rod is movably connected to the limit seat via the hinged axis.

[0010] Preferably, a lower pressure plate is installed at the bottom end of the auxiliary support plate, a linkage shaft is installed at one end of the lower pressure plate close to the auxiliary support plate, and the lower pressure plate is movably connected to the auxiliary support plate through the linkage shaft, and a transmission shaft is provided at the bottom end of the second electric push rod on one side of the lower pressure plate, and the second electric push rod is movably connected to the lower pressure plate through the transmission shaft.

[0011] Preferably, a second cylinder is installed at the bottom end of the main support plate on one side of the first electric push rod, and the second cylinder is fixedly connected to the main support plate.

[0012] Preferably, a push arm is installed at the output end of the second cylinder, and an arc block is installed at the bottom end of the push arm.

[0013] Preferably, two groups of third electric push rods are installed at the bottom end of the main support plate on one side of the lower pressure plate, and the third electric push rods are fixedly connected to the main support plate.

[0014] Preferably, the output end of the third electric push rod is equipped with a rubber block, and the rubber block is fixedly connected to the output end of the third electric push rod.

[0015] Compared with the prior art, the utility model has the following beneficial effects: the anti-loosening device not only realizes convenient linkage clamping and fixing connection and convenient multi-position auxiliary anti-loosening treatment, facilitates multi-level anti-loosening treatment of the engine and good anti-loosening protection of the engine, but also improves the safety of the engine when in use;

[0016] (1) The first cylinder drives the second rotating arm to move, the second rotating arm drives the hinge shaft to rotate, and the hinge shaft drives the clamping claw to rotate, so that the clamping claw is inserted into the inside of the clamping groove. Under the linkage cooperation of multiple groups of clamping claws, the multiple groups of clamping claws are clamped and connected to the connecting frame and the engine body through the clamping groove. The first electric push rod drives the first rotating arm to rotate with the movable shaft as the axis through the linkage rod, and the first rotating arm drives the lower pressure block to rotate, so that the lower pressure block contacts the surface of the engine body and generates a downward pressure force on the engine body. Under the fixed connection of the connecting frame, the engine body is subjected to primary anti-loosening treatment. The second electric push rod drives the lower pressure plate to rotate with the linkage shaft as the axis through the transmission shaft, so that the lower pressure plate contacts the outer wall of the engine body, and the lower pressure plate generates a downward pressure force on the tail of the engine body. The lower pressure plate performs secondary anti-loosening treatment on the tail of the engine body, thereby realizing a convenient linkage clamping and fixed connection, and facilitating multi-level anti-loosening treatment of the engine.

[0017] (2) The push arm is opened by the second cylinder, and the push arm drives the arc block to move downward, so that the arc block contacts the outer wall of the engine body, and the arc block performs auxiliary anti-loosening treatment on the engine body. The third electric push rod drives the rubber block to move downward, so that the third electric push rod contacts the outer wall of the engine body, and the third electric push rod performs auxiliary anti-loosening treatment on the engine body, thereby realizing convenient multi-position auxiliary anti-loosening treatment, facilitating good anti-loosening protection for the engine, and improving the safety of the engine when in use. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a three-dimensional structural schematic diagram of the utility model;

[0019] Figure 2 It is a schematic diagram of the three-dimensional structure of the main support plate of the utility model;

[0020] Figure 3 This is a front view structural schematic diagram of the utility model;

[0021] Figure 4 It is a schematic diagram of the three-dimensional structure of the arc block of the utility model;

[0022] Figure 5 It is a schematic diagram of the three-dimensional structure of the rubber block of the utility model.

[0023] In the figure: 1. engine body; 2. connecting frame; 3. clamping groove; 4. clamping claw; 5. pressing block; 6. first rotating arm; 7. movable shaft; 8. first electric push rod; 9. main support plate; 10. first cylinder; 11. second rotating arm; 12. hinge shaft; 13. auxiliary support plate; 14. linkage shaft; 15. pressing plate; 16. second electric push rod; 17. second cylinder; 18. push arm; 19. arc block; 20. third electric push rod; 21. rubber block; 22. connecting plate; 23. positioning seat; 24. linkage rod; 25. limit seat; 26. articulated shaft; 27. transmission shaft. DETAILED DESCRIPTION

[0024] In order to further explain the technical means and effects adopted by the present invention to achieve the predetermined purpose of the utility model, the specific implementation method, structure, characteristics and effects of the present invention are described in detail below in combination with the accompanying drawings and preferred embodiments.

[0025] See also Figure 1-5 The utility model provides an embodiment: an anti-loosening device of an aircraft engine connection structure, comprising a connecting frame 2 and an engine body 1, the engine body 1 is installed at the bottom end of the connecting frame 2, and the engine body 1 is fixedly connected to the connecting frame 2, two groups of clamping grooves 3 are symmetrically installed on the side wall of the connecting frame 2, a main support plate 9 is arranged above the connecting frame 2, and two groups of first cylinders 10 are symmetrically and movably installed on the top of the main support plate 9, the first cylinder 10 plays a role of power driving, the output end of the first cylinder 10 is installed with a second rotating arm 11, and the end of the second rotating arm 11 away from the first cylinder 10 is installed with an articulated shaft 12, and the surface of the articulated shaft 12 on one side of the second rotating arm 11 is covered with two groups of positioning seats 23, and the articulated shaft 12 is connected to the connecting frame 2 by a plurality of positioning seats 23. The positioning seat 23 is movably connected with the main support plate 9, one end of the hinge shaft 12 is equipped with a clamping claw 4, and the clamping claw 4 is slidably connected with the clamping groove 3, the top of the main support plate 9 on one side of the first cylinder 10 is movably equipped with a first electric push rod 8, the first electric push rod 8 plays a role of power drive, the output end of the first electric push rod 8 is provided with a first rotating arm 6, the side of the first rotating arm 6 close to the first electric push rod 8 is provided with a linkage rod 24, and the first electric push rod 8 is movably connected with the first rotating arm 6 through the linkage rod 24, the side wall of the main support plate 9 on one side of the first electric push rod 8 is equipped with a movable shaft 7, and the first rotating arm 6 is movably connected with the main support plate 9 through the movable shaft 7, and the bottom end of the first rotating arm 6 is equipped with a lower pressing block 5;

[0026] First, the device is connected to an external controller and an external circuit. After the engine body 1 is fixedly connected to the connecting frame 2, the first cylinder 10 is opened through external control, and the first cylinder 10 drives the second rotating arm 11 to move, and the second rotating arm 11 drives the hinge shaft 12 to rotate. The positioning seat 23 movably supports the hinge shaft 12, and the hinge shaft 12 drives the clamping claw 4 to rotate, so that the clamping claw 4 is inserted into the inside of the clamping groove 3. Under the linkage cooperation of multiple groups of clamping claws 4, multiple groups of clamping claws 4 are used to clamp and connect the connecting frame 2 and the engine body 1 through the clamping groove 3. The first electric push rod 8 is opened through external control. Under the support of the main support plate 9, the first electric push rod 8 drives the first rotating arm 6 to rotate around the movable shaft 7 through the linkage rod 24, and the first rotating arm 6 drives the lower pressing block 5 to rotate to make the lower pressing block The block 5 contacts the surface of the engine body 1 and generates a downward pressure on the engine body 1. Under the fixed connection of the connecting frame 2, the engine body 1 is subjected to primary anti-loosening treatment. The second electric push rod 16 is opened by external control. Under the support of the auxiliary support plate 13, the limit seat 25 movably supports the second electric push rod 16 through the hinged card shaft 26. The second electric push rod 16 drives the lower pressure plate 15 to rotate around the linkage shaft 14 through the transmission shaft 27, so that the lower pressure plate 15 contacts the outer wall of the engine body 1. The lower pressure plate 15 generates a downward pressure on the tail of the engine body 1. Under the fixed connection of the connecting frame 2, the lower pressure plate 15 performs secondary anti-loosening treatment on the tail of the engine body 1, realizing a convenient linkage clamping fixed connection, and facilitating multi-stage anti-loosening treatment of the engine.

[0027] A connecting plate 22 is installed on the side wall of the main supporting plate 9, and a secondary supporting plate 13 is installed on one end of the connecting plate 22 away from the main supporting plate 9;

[0028] A second electric push rod 16 is provided on the side wall of the auxiliary support plate 13. The second electric push rod 16 plays a role of power drive. A limit seat 25 is set on the surface of the second electric push rod 16, and the limit seat 25 is fixedly connected to the auxiliary support plate 13. A hinged card shaft 26 is provided on one side of the second electric push rod 16 close to the limit seat 25, and the second electric push rod 16 is movably connected to the limit seat 25 through the hinged card shaft 26;

[0029] A lower pressing plate 15 is installed at the bottom end of the auxiliary supporting plate 13, and a linkage shaft 14 is installed at one end of the lower pressing plate 15 close to the auxiliary supporting plate 13, and the lower pressing plate 15 is movably connected to the auxiliary supporting plate 13 through the linkage shaft 14, and a transmission shaft 27 is provided at the bottom end of the second electric push rod 16 on one side of the lower pressing plate 15, and the second electric push rod 16 is movably connected to the lower pressing plate 15 through the transmission shaft 27;

[0030] A second cylinder 17 is installed at the bottom end of the main support plate 9 on one side of the first electric push rod 8. The second cylinder 17 plays a role of power drive, and the second cylinder 17 is fixedly connected to the main support plate 9. A push arm 18 is installed at the output end of the second cylinder 17, and an arc block 19 is installed at the bottom end of the push arm 18;

[0031] Two sets of third electric push rods 20 are installed at the bottom end of the main support plate 9 on one side of the lower pressure plate 15. The third electric push rods 20 play a role of power drive, and the third electric push rods 20 are fixedly connected to the main support plate 9. The output ends of the third electric push rods 20 are all installed with rubber blocks 21, and the rubber blocks 21 are fixedly connected to the output ends of the third electric push rods 20;

[0032] The push arm 18 is opened by the second cylinder 17, and the push arm 18 drives the arc block 19 to move downward, so that the arc block 19 contacts the outer wall of the engine body 1, and the arc block 19 generates a downward pressure on the engine body 1. Under the fixed connection of the connecting frame 2, the arc block 19 performs auxiliary anti-loosening treatment on the engine body 1. The third electric push rod 20 is opened by external control, and the rubber block 21 is driven by the third electric push rod 20 to move downward, so that the third electric push rod 20 contacts the outer wall of the engine body 1, and the third electric push rod 20 generates a downward pressure on the engine body 1. Under the fixed connection of the connecting frame 2, the third electric push rod 20 performs auxiliary anti-loosening treatment on the engine body 1, thereby realizing convenient multi-position auxiliary anti-loosening treatment, facilitating good anti-loosening protection for the engine, and improving the safety of the engine when in use.

[0033] Working principle: First, the first cylinder 10 drives the second rotating arm 11 to move, and the second rotating arm 11 drives the hinge shaft 12 to rotate, and the hinge shaft 12 drives the clamping claw 4 to rotate, so that the clamping claw 4 is inserted into the clamping groove 3. Under the linkage cooperation of multiple groups of clamping claws 4, multiple groups of clamping claws 4 are used to clamp and connect the connecting frame 2 and the engine body 1 through the clamping groove 3. The first electric push rod 8 drives the first rotating arm 6 to rotate around the movable shaft 7 through the linkage rod 24, and the first rotating arm 6 drives the lower pressing block 5 to rotate, so that the lower pressing block 5 contacts the surface of the engine body 1 and generates a downward pressure on the engine body 1. Under the fixed connection of the connecting frame 2, the engine body 1 is subjected to primary anti-loosening treatment, and the second electric push rod 16 drives the lower pressing plate 15 to rotate around the linkage shaft 14 through the transmission shaft 27, so that the lower pressing plate 15 contacts the outer wall of the engine body 1. The lower pressure plate 15 generates a downward pressure force on the tail of the engine body 1. Under the fixed connection of the connecting frame 2, the lower pressure plate 15 performs secondary anti-loosening treatment on the tail of the engine body 1. The push arm 18 is opened by the second cylinder 17. The push arm 18 drives the arc block 19 to move downward, so that the arc block 19 contacts the outer wall of the engine body 1. The arc block 19 generates a downward pressure force on the engine body 1. The arc block 19 performs auxiliary anti-loosening treatment on the engine body 1. The third electric push rod 20 drives the rubber block 21 to move downward, so that the third electric push rod 20 contacts the outer wall of the engine body 1. The third electric push rod 20 generates a downward pressure force on the engine body 1. Under the fixed connection of the connecting frame 2, the third electric push rod 20 performs auxiliary anti-loosening treatment on the engine body 1 to complete the use of the anti-loosening device of the aircraft engine connection structure.

[0034] The above description is only a preferred embodiment of the present invention and does not constitute any form of limitation to the present invention. Although the present invention has been disclosed as a preferred embodiment as above, it is not intended to limit the present invention. Any technical personnel in this field can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present invention. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. An anti-loosening device for an aircraft engine connection structure, comprising a connection frame (2) and an engine body (1), characterized in that: The engine body (1) is mounted on the bottom end of the connecting frame (2), and the engine body (1) is fixedly connected to the connecting frame (2). Two groups of clamping grooves (3) are symmetrically mounted on the side wall of the connecting frame (2). A main support plate (9) is arranged above the connecting frame (2). Two groups of first cylinders (10) are symmetrically and movably mounted on the top of the main support plate (9). The output ends of the first cylinders (10) are all mounted with second rotating arms (11). The ends of the second rotating arms (11) away from the first cylinders (10) are all mounted with hinge shafts (12). Two groups of positioning seats (23) are mounted on the surface of the hinge shaft (12) on one side of the second rotating arm (11), and the hinge shaft (12) is movably connected to the main support plate (9) through the positioning seats (23). The hinge shaft (12) is movably connected to the main support plate (9) through the positioning seats (23). 12) is provided with a clamping claw (4) at one end, and the clamping claw (4) is slidably connected to the clamping groove (3); a first electric push rod (8) is movably installed at the top of the main support plate (9) on one side of the first cylinder (10); a first rotating arm (6) is provided at the output end of the first electric push rod (8); a linkage rod (24) is provided on the side of the first rotating arm (6) close to the first electric push rod (8), and the first electric push rod (8) is movably connected to the first rotating arm (6) through the linkage rod (24); a movable shaft (7) is installed on the side wall of the main support plate (9) on one side of the first electric push rod (8), and the first rotating arm (6) is movably connected to the main support plate (9) through the movable shaft (7); and a lower pressing block (5) is installed at the bottom end of the first rotating arm (6).

2. The anti-loosening device of the aircraft engine connection structure according to claim 1, characterized in that: A connecting plate (22) is mounted on the side wall of the main supporting plate (9), and a secondary supporting plate (13) is mounted on one end of the connecting plate (22) away from the main supporting plate (9).

3. The anti-loosening device of the aircraft engine connection structure according to claim 2, characterized in that: A second electric push rod (16) is arranged on the side wall of the auxiliary support plate (13); a limit seat (25) is mounted on the surface of the second electric push rod (16); the limit seat (25) is fixedly connected to the auxiliary support plate (13); a hinged clamping shaft (26) is arranged on one side of the second electric push rod (16) close to the limit seat (25); and the second electric push rod (16) is movably connected to the limit seat (25) via the hinged clamping shaft (26).

4. The anti-loosening device of the aircraft engine connection structure according to claim 2, characterized in that: A lower pressing plate (15) is installed at the bottom end of the auxiliary support plate (13); a linkage shaft (14) is installed at one end of the lower pressing plate (15) close to the auxiliary support plate (13); and the lower pressing plate (15) is movably connected to the auxiliary support plate (13) via the linkage shaft (14); a transmission shaft (27) is provided at the bottom end of a second electric push rod (16) on one side of the lower pressing plate (15); and the second electric push rod (16) is movably connected to the lower pressing plate (15) via the transmission shaft (27).

5. The anti-loosening device of the aircraft engine connection structure according to claim 1, characterized in that: A second cylinder (17) is installed at the bottom end of the main support plate (9) on one side of the first electric push rod (8), and the second cylinder (17) is fixedly connected to the main support plate (9).

6. The anti-loosening device of the aircraft engine connection structure according to claim 5, characterized in that: A push arm (18) is mounted on the output end of the second cylinder (17), and an arc block (19) is mounted on the bottom end of the push arm (18).

7. The anti-loosening device of the aircraft engine connection structure according to claim 4, characterized in that: Two groups of third electric push rods (20) are installed at the bottom end of the main support plate (9) on one side of the lower pressure plate (15), and the third electric push rods (20) are fixedly connected to the main support plate (9).

8. The anti-loosening device of the aircraft engine connection structure according to claim 7, characterized in that: The output end of the third electric push rod (20) is equipped with a rubber block (21), and the rubber block (21) is fixedly connected to the output end of the third electric push rod (20).

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