Aircraft auxiliary power device vibration isolator and aircraft
By using wire mesh structure and brazing layer connection technology in aircraft auxiliary power unit vibration isolators, the problem of aging and failure of traditional rubber materials in special environments is solved, and higher mechanical properties and stability are achieved.
Patent Information
- Application Number
- CN202420842861.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-04-22
- Publication Date
- 2025-05-30
- Estimated Expiration
- 2034-04-22
AI Technical Summary
When existing aircraft auxiliary power unit (APU) vibration isolators are used in special environments such as high temperature and low temperature and corrosive media, the failure mode of traditional rubber materials is complex, has fast aging, low mechanical load tolerance, and has a large impact on temperature. It is difficult to detect structural failure.
A wire mesh structure is used to replace the traditional rubber damping material, and the vibration isolator mandrel, wire mesh structure and shell are connected through a brazing layer to form a stable structure.
It improves the mechanical properties of the vibration isolator of the aircraft auxiliary power plant, improves stability and reliability, maintains good vibration damping effects in harsh environments, and reduces the risk of structural failure.
Smart Images
Figure CN222924846U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to an aircraft auxiliary power unit vibration isolator and an aircraft including the same, belonging to the technical field of aircraft auxiliary power unit vibration isolators. Background Art
[0002] The APU (auxiliary power unit) of civil transport aircraft is a high-speed rotating device on the aircraft, which will generate periodic vibrations and affect the aircraft body and installation system. At the same time, various loads generated by the aircraft also act on the APU, affecting the safe operation of the APU. Various mechanical loads between the aircraft body and the APU are transmitted bidirectionally through the APU installation system, and through the vibration suppression of the vibration isolator, the vibration response, stress distribution and fatigue life of the entire aircraft body and APU system are reduced.
[0003] The safety and reliability of the APU installation system vibration isolator directly affect the safety of the aircraft body and the APU core engine. Therefore, it is necessary to require the APU vibration isolator to have excellent mechanical properties, and high stability and reliability.
[0004] The current APU installation vibration isolators of civil aircraft all use traditional rubber materials as damping elements to provide the damping performance required by the vibration isolator. Therefore, they are widely used in vibration reduction and noise reduction devices for rotating reciprocating equipment, playing the role of attenuating and absorbing low-frequency and high-frequency vibrations and noises. The current structural form of the APU vibration isolator of civil aircraft is that the traditional rubber body is an important design element on the vibration path, providing the damping requirements in dynamic performance. From the structure, the metal shell and the cover plate of the vibration isolator wrap the rubber body of the vibration isolator, and the vibration isolator core shaft is placed in the middle. In this way, the forces from all directions of the vibration isolator shell can be conducted to the vibration isolator core shaft through the rubber body of the vibration isolator, thus ensuring the vibration reduction performance of the vibration isolator.
[0005] The current APU of aircraft uses a vibration isolator with traditional rubber materials as damping materials. Due to its own material problems, when working in special environments such as high temperature, low temperature and corrosive media, the failure mode of traditional rubber is complex. At the same time, traditional rubber materials have the problems of aging, low mechanical load-bearing capacity, large influence of temperature on the dynamic characteristics of the material, large dispersion of fatigue life, and the situation of initial destructive assembly, and it is difficult to detect the failure of the structure. The traditional rubber structure and the metal shell adopt a simple mechanical tight fit, which is easy to cause shear failure of the outer surface of the rubber. Summary of the Utility Model
[0006] An object of the utility model is to provide an aircraft auxiliary power unit vibration isolator, which can overcome the defects existing in the prior art, and can improve the mechanical properties of the aircraft auxiliary power unit vibration isolator, and improve the stability and reliability.
[0007] The above object of the present utility model is achieved by an aircraft auxiliary power unit vibration isolator, which includes a vibration isolator housing, a vibration isolator cover plate, a vibration isolator wire mesh structure, and a vibration isolator core shaft;
[0008] Wherein, the vibration isolator wire mesh structure covers the end of the vibration isolator core shaft, the vibration isolator housing and the vibration isolator cover plate cover the vibration isolator wire mesh structure, and the vibration isolator cover plate is provided with an opening for the vibration isolator core shaft to pass through.
[0009] According to the above technical solution, the aircraft auxiliary power unit vibration isolator of the present utility model can achieve the following beneficial technical effects: it can improve the mechanical properties of the aircraft auxiliary power unit vibration isolator, and improve stability and reliability.
[0010] Preferably, the vibration isolator wire mesh structure is covered in a C shape.
[0011] According to the above technical solution, the aircraft auxiliary power unit vibration isolator of the present utility model can achieve the following beneficial technical effects: through the appropriate covering shape of the wire mesh structure, it can better improve the mechanical properties of the aircraft auxiliary power unit vibration isolator, and better improve stability and reliability.
[0012] Preferably, the vibration isolator wire mesh structure is a stainless steel wire mesh structure.
[0013] According to the above technical solution, the aircraft auxiliary power unit vibration isolator of the present utility model can achieve the following beneficial technical effects: through the appropriate material of the vibration isolator wire mesh structure, it can better improve the mechanical properties of the aircraft auxiliary power unit vibration isolator, and better improve stability and reliability.
[0014] Preferably, the volume fraction of the metal wire of the vibration isolator wire mesh structure is 0.2 - 0.6.
[0015] According to the above technical solution, the aircraft auxiliary power unit vibration isolator of the present utility model can achieve the following beneficial technical effects: through the appropriate volume fraction of the metal wire, it can better improve the mechanical properties of the aircraft auxiliary power unit vibration isolator, and better improve stability and reliability.
[0016] Preferably, the diameter of the metal wire of the vibration isolator wire mesh structure is 0.2 - 2.0 mm.
[0017] According to the above technical solution, the aircraft auxiliary power unit vibration isolator of the present utility model can achieve the following beneficial technical effects: through the appropriate diameter of the metal wire, it can better improve the mechanical properties of the aircraft auxiliary power unit vibration isolator, and better improve stability and reliability.
[0018] Preferably, the aircraft auxiliary power unit vibration isolator further includes a first brazing layer disposed between the vibration isolator wire mesh structure and the vibration isolator housing.
[0019] According to the above technical solution, the aircraft auxiliary power unit vibration isolator of the present utility model can achieve the following beneficial technical effects: improve the reliability of assembly, avoid shear failure between structures, and ensure the structural stability of the product after assembly through brazing.
[0020] Preferably, the aircraft auxiliary power unit vibration isolator further includes a second brazing layer disposed between the vibration isolator wire mesh structure and the vibration isolator mandrel.
[0021] According to the above technical solution, the aircraft auxiliary power unit vibration isolator of the present utility model can achieve the following beneficial technical effects: improve the reliability of assembly, avoid shear failure between structures, and ensure the structural stability of the product after assembly through brazing.
[0022] Preferably, the first brazing layer is an aluminum-based alloy or nickel-based alloy brazing layer.
[0023] According to the above technical solution, the aircraft auxiliary power unit vibration isolator of the present utility model can achieve the following beneficial technical effects: through a suitable brazing layer material, the mechanical properties of the aircraft auxiliary power unit vibration isolator can be better improved, and the stability and reliability can be better enhanced.
[0024] Preferably, the thickness of the first brazing layer is 0.5 - 1.0 mm.
[0025] According to the above technical solution, the aircraft auxiliary power unit vibration isolator of the present utility model can achieve the following beneficial technical effects: through a suitable brazing layer thickness, the mechanical properties of the aircraft auxiliary power unit vibration isolator can be better improved, and the stability and reliability can be better enhanced.
[0026] The above object of the present utility model is also achieved by an aircraft, which includes the aircraft auxiliary power unit vibration isolator as described in any of the above aspects.
[0027] According to the above technical solution, the aircraft of the present utility model can achieve the following beneficial technical effects: it can improve the mechanical properties of the aircraft auxiliary power unit vibration isolator, and enhance the stability and reliability. BRIEF DESCRIPTION OF THE DRAWINGS
[0028] Figure 1 is a schematic diagram of the aircraft auxiliary power unit vibration isolator according to an embodiment of the present utility model.
[0029] LIST OF REFERENCE NUMERALS
[0030] 1: Vibration isolator housing;
[0031] 2: Vibration isolator cover plate;
[0032] 3: Vibration isolator metal wire mesh structure;
[0033] 4: First brazing layer;
[0034] 5: Second brazing layer;
[0035] 6: Vibration isolator mandrel. Detailed implementation manners
[0036] The following will describe the detailed implementation manners of the present utility model. It should be noted that in the process of the specific description of these implementation manners, for the sake of concise description, this specification cannot describe all features of the actual implementation manners in detail. It should be understood that in the actual implementation process of any implementation manner, just as in the process of any engineering project or design project, in order to achieve the specific goals of the developer and to meet the system-related or business-related restrictions, various specific decisions are often made, and this will also change from one implementation manner to another. In addition, it can also be understood that although the efforts made in this development process may be complex and lengthy, for those of ordinary skill in the art related to the content disclosed in the present utility model, some design, manufacturing or production changes based on the technical content disclosed in this disclosure are only conventional technical means and should not be understood as the content of this disclosure being insufficient.
[0037] Unless otherwise defined, the technical terms or scientific terms used in the claims and the specification should have the ordinary meanings understood by those of ordinary skill in the technical field to which the present utility model belongs. The "first", "second" and similar words used in the specification and claims of the present utility model patent application do not indicate any order, quantity or importance, but are only used to distinguish different components. Words such as "a" or "one" do not indicate a quantity limitation, but indicate that there is at least one. Words such as "comprising" or "including" mean that the elements or objects appearing before "comprising" or "including" cover the elements or objects listed after "comprising" or "including" and their equivalent elements, and do not exclude other elements or objects. Words such as "connected" or "coupled" are not limited to physical or mechanical connections, nor are they limited to direct or indirect connections.
[0038] In the following description, in order to clearly show the structure and working mode of the present utility model, many directional words will be used for description. However, words such as "front", "rear", "left", "right", "outer", "inner", "outward", "inward", "up", "down", etc. should be understood as convenient terms and should not be understood as restrictive terms.
[0039] Figure 1 This is a schematic diagram of a vibration isolator for an aircraft auxiliary power unit according to an embodiment of the present utility model. As Figure 1 shown, according to an embodiment of the present utility model, the vibration isolator for an aircraft auxiliary power unit includes a vibration isolator housing 1, a vibration isolator cover plate 2, a vibration isolator metal wire mesh structure 3, and a vibration isolator core shaft 6;
[0040] Among them, the vibration isolator metal wire mesh structure 3 covers the end of the vibration isolator core shaft 6, the vibration isolator housing 1 and the vibration isolator cover plate 2 cover the vibration isolator metal wire mesh structure 3, and the vibration isolator cover plate 2 is provided with an opening for the vibration isolator core shaft 6 to pass through.
[0041] According to the above technical solution, the vibration isolator for an aircraft auxiliary power unit of the present utility model can achieve the following beneficial technical effects: it can improve the mechanical properties of the vibration isolator for an aircraft auxiliary power unit, and improve stability and reliability.
[0042] Specifically, the present utility model uses a metal wire mesh material to replace the commonly used rubber damping material in the current vibration isolator for an auxiliary power unit. The metal wire mesh material (metal damping material) can be fabricated or assembled into products with different shapes or structures according to actual needs. The metal wire mesh material has both metal characteristics and certain damping characteristics, and can dissipate a large amount of energy when vibrating to play a damping role, so it has a good vibration reduction effect. Since the metal damping material is made of metal wires, it also has the advantages of high and low temperature resistance, corrosion resistance, non-volatility, fearlessness of radiation, not easy to age, and unlimited shelf life, which is of great significance for solving the vibration reduction and buffering problems in harsh environments. At the same time, due to the processing stability of the metal material, the metal wire mesh can be made into various shapes, is convenient to install, is more versatile, and has a lower cost. The mechanical bearing capacity and fatigue life of the metal wire mesh damping material are much higher than those of traditional rubber materials; using the metal wire mesh material can improve the manufacturing, installation, use and maintenance levels.
[0043] In some embodiments, as Figure 1 shown, the vibration isolator metal wire mesh structure 3 covers the end of the vibration isolator core shaft 6. Since the end of the vibration isolator core shaft 6 is usually a T-shaped end, the vibration isolator metal wire mesh structure 3 is covered in a C shape. Through the appropriate covering shape of the metal wire mesh structure, the mechanical properties of the vibration isolator for an aircraft auxiliary power unit can be better improved, and the stability and reliability can be better improved.
[0044] In some embodiments, as Figure 1 shown, the vibration isolator metal wire mesh structure 3 is a stainless steel wire mesh structure, preferably made of austenitic stainless steel. Through the appropriate material of the vibration isolator metal wire mesh structure, the mechanical properties of the vibration isolator for an aircraft auxiliary power unit can be better improved, and the stability and reliability can be better improved.
[0045] In some embodiments, as Figure 1 shown, the wire volume fraction of the vibration isolator wire mesh structure 3 is 0.2 - 0.6. That is to say, the wire volume fraction of the vibration isolator wire mesh structure 3 can be used to characterize the wire distribution density. The wire volume fraction of 0.2 - 0.6 of the vibration isolator wire mesh structure 3 means that in the overall structure of the vibration isolator wire mesh, the wires occupy 20 - 60% of the volume, and the gaps between the wires occupy the remaining 40 - 80% of the volume. By means of an appropriate wire volume fraction, the mechanical properties of the aircraft auxiliary power unit vibration isolator can be better improved, and the stability and reliability can be better enhanced.
[0046] In some embodiments, as Figure 1 shown, the wire diameter of the vibration isolator wire mesh structure 3 is 0.2 - 2.0 mm. By means of an appropriate wire diameter, the mechanical properties of the aircraft auxiliary power unit vibration isolator can be better improved, and the stability and reliability can be better enhanced.
[0047] In some embodiments, as Figure 1 shown, the aircraft auxiliary power unit vibration isolator further includes a first brazing layer 4, and the first brazing layer 4 is disposed between the vibration isolator wire mesh structure 3 and the vibration isolator housing 1. In some embodiments, as Figure 1 shown, the aircraft auxiliary power unit vibration isolator further includes a second brazing layer 5, and the second brazing layer 5 is disposed between the vibration isolator wire mesh structure 3 and the vibration isolator mandrel 6.
[0048] In the present application, a brazing layer (i.e., the first brazing layer and / or the second brazing layer) between the vibration isolator structural members is included, and the gaps between the vibration isolator housing, the wire mesh structure, and the vibration isolator mandrel are filled with brazing material. The gaps reserved by the brazing layer are determined according to the external load of the vibration isolator. The entire vibration isolator is placed in a brazing furnace for integral brazing. The vibration isolator main body and the brazing material are heated to the brazing temperature at the same time. The filler metal melts while the vibration isolator structural members (metal parts) and the wire mesh structure do not melt. The filler metal melts and relies on capillary action to fill the welds to connect multiple structures of the vibration isolator, forming a firm product structure, which greatly reduces the interfacial slip between the vibration isolator wire mesh structure and the structural members. The traditional rubber body used has a low high-temperature resistance and cannot be filled by brazing.
[0049] In some embodiments, as Figure 1 shown, the first brazing layer 4 is an aluminum-based alloy or nickel-based alloy brazing layer. In some embodiments, as Figure 1As shown, the second brazing layer 5 is an aluminum-based alloy or nickel-based alloy brazing layer. With a suitable brazing layer material, the mechanical properties of the aircraft auxiliary power unit vibration isolator can be better improved, and the stability and reliability can be better enhanced. Of course, the first brazing layer 4 and the second brazing layer 5 can use the same material or different materials.
[0050] In some embodiments, as Figure 1 shown, the vibration isolator housing 1, the vibration isolator cover plate 2, and the vibration isolator mandrel 6 can be selected to be made of steel material according to product requirements, preferably made of high-strength steel material.
[0051] In some embodiments, as Figure 1 shown, the thickness of the first brazing layer 4 is 0.5 - 1.0 mm. In some embodiments, as Figure 1 shown, the thickness of the second brazing layer 5 is 0.5 - 1.0 mm. With a suitable brazing layer thickness, the mechanical properties of the aircraft auxiliary power unit vibration isolator can be better improved, and the stability and reliability can be better enhanced. Of course, the first brazing layer 4 and the second brazing layer 5 can have the same thickness or different thicknesses.
[0052] The assembly method of the aircraft auxiliary power unit vibration isolator of the present utility model can be as follows:
[0053] First, apply a sufficient amount of brazing solder to the outside of the vibration isolator mandrel 6 according to the design scheme, and also apply a sufficient amount of brazing solder to the inner surface of the vibration isolator housing 1. Cover the vibration isolator mandrel 6 coated with brazing solder with the vibration isolator wire mesh structure 3, and then integrally install it into the vibration isolator housing 1 coated with brazing solder, and cover the vibration isolator cover plate 2 according to the design structure. Check and adjust the dimensions of the assembled structure, and then integrally install it into a brazing furnace for overall brazing. After brazing, the first brazing layer 4 between the wire mesh structure 3 and the vibration isolator housing 1 and the second brazing layer 5 between the wire mesh structure 3 and the vibration isolator mandrel 6 are formed, thus forming a vibration isolator structure with high structural stability.
[0054] Compared with the prior art, the main innovation points and beneficial technical effects of the technical solution of the aircraft auxiliary power unit vibration isolator of the present utility model are as follows:
[0055] (1) Using the wire mesh structure as the vibration damping element of the vibration isolator. Improve the overall load-bearing capacity of the vibration isolator product, improve the product life and anti-aging ability, reduce the performance attenuation of the product, reduce the failure modes of the product, thereby improving stability and reliability.
[0056] (1) Using the brazing layer (brazing method) to connect the vibration isolator mandrel, the wire mesh structure, and the vibration isolator housing. Improve the reliability of assembly, avoid shear failure between structures, and ensure the structural stability of the product after assembly through brazing.
[0057] According to an embodiment of the present utility model, an aircraft includes an aircraft auxiliary power unit vibration isolator as described in any of the above aspects. According to the above technical solution, the aircraft of the present utility model can achieve the following beneficial technical effects: it can improve the mechanical properties of the aircraft auxiliary power unit vibration isolator, and improve stability and reliability.
[0058] The above describes the specific embodiments of the present utility model, but those skilled in the art will understand that the above specific embodiments do not constitute a limitation to the present utility model. Those skilled in the art can make various modifications based on the above disclosed content without exceeding the scope of the present utility model.
Claims
1. An aircraft auxiliary power unit vibration isolator, characterized in that: The aircraft auxiliary power unit vibration isolator comprises a vibration isolator shell, a vibration isolator cover plate, a vibration isolator metal wire mesh structure, and a vibration isolator core shaft; The vibration isolator wire mesh structure covers the end of the vibration isolator core shaft, the vibration isolator housing and the vibration isolator cover cover the vibration isolator wire mesh structure, and the vibration isolator cover is provided with an opening for the vibration isolator core shaft to pass through; The aircraft auxiliary power unit vibration isolator also includes a first brazing layer, which is arranged between the vibration isolator wire mesh structure and the vibration isolator shell; the aircraft auxiliary power unit vibration isolator also includes a second brazing layer, which is arranged between the vibration isolator wire mesh structure and the vibration isolator core shaft.
2. The aircraft auxiliary power unit vibration isolator according to claim 1, characterized in that: The metal wire mesh structure of the vibration isolator is wrapped into a C shape.
3. The aircraft auxiliary power unit vibration isolator according to claim 1, characterized in that: The metal wire mesh structure of the vibration isolator is a stainless steel wire mesh structure.
4. The aircraft auxiliary power unit vibration isolator according to claim 1, characterized in that: The metal wire volume fraction of the metal wire mesh structure of the vibration isolator is 0.2 to 0.
6.
5. The aircraft auxiliary power unit vibration isolator according to claim 1, characterized in that: The diameter of the metal wire of the metal wire mesh structure of the vibration isolator is 0.2-2.0 mm.
6. The aircraft auxiliary power unit vibration isolator according to claim 1, characterized in that: The first brazing layer is an aluminum-based alloy or a nickel-based alloy brazing layer.
7. The aircraft auxiliary power unit vibration isolator according to claim 1, characterized in that: The thickness of the first soldering layer is 0.5-1.0 mm.
8. An aircraft, characterized in that: The invention comprises the aircraft auxiliary power unit vibration isolator as claimed in any one of claims 1 to 7.