Aircraft engine nacelle mounting section

Abstract

An aircraft engine nacelle mounting section belongs to the technical field of aircraft manufacturing and is used for improving the structural strength of the mounting section. Comprising a mounting frame and a pull rod system, the pull rod system comprises seven joints, a left lifting point lower pull rod, a left lifting point upper pull rod, an upper lifting point left pull rod, an upper lifting point right pull rod, a right lifting point lower pull rod and a right lifting point upper pull rod; wherein the first connector, the second connector and the third connector are arranged on the mounting frame, the fourth connector is located behind the first connector, the fifth connector is located above the fourth connector, the seventh connector is located behind the third connector, and the sixth connector is located above the seventh connector; a left lifting point lower pull rod is connected between the first joint and the fourth joint, and a left lifting point upper pull rod is connected between the first joint and the fifth joint; an upper lifting point left pull rod is connected between the second joint and the fifth joint, and an upper lifting point right pull rod is connected between the second joint and the sixth joint; a right lifting point upper pull rod is connected between the third connector and the sixth connector, and a right lifting point lower pull rod is connected between the third connector and the seventh connector.

Description

Technical Field

[0001] The utility model belongs to the technical field of aircraft manufacturing, and relates to an installation joint of an aircraft engine nacelle. Background Art

[0002] The installation joint of an aircraft engine nacelle is a set of structural components and mechanical interfaces for fixing the engine on the aircraft. It is not only the physical connection point between the engine and the aircraft fuselage, but also a key component to ensure the correct installation, stable operation and thrust transmission of the engine. The thrust generated by the engine is transmitted to the wing frame or fuselage of the aircraft through the installation joint, thereby pushing the aircraft forward. The installation joint must be designed to be strong enough to withstand various forces and torques generated during engine operation. The design and manufacture of the nacelle installation joint need to consider various factors, including but not limited to structural strength, thermal effects, vibration control, aerodynamic efficiency and maintenance convenience. Currently, the installation joint of an aircraft engine nacelle generally adopts a cantilever beam structure design. However, due to the multi-directional nature of the forces acting on the installation joint, the single structural form of the cantilever beam is difficult to effectively disperse and decompose these complex forces, resulting in insufficient fatigue performance of the installation joint, affecting its stability and ultimately shortening its service life. Content of the Utility Model

[0003] In view of this, the utility model discloses an installation joint of an aircraft engine nacelle, and the specific scheme is as follows:

[0004] The installation joint of an aircraft engine nacelle includes an installation frame and a tie rod system;

[0005] The installation frame is an arc-shaped frame structure, and the tie rod system includes a first joint, a second joint, a third joint, a fourth joint, a fifth joint, a sixth joint, a seventh joint, a left suspension point lower tie rod, a left suspension point upper tie rod, an upper suspension point left tie rod, an upper suspension point right tie rod, a right suspension point lower tie rod, and a right suspension point upper tie rod;

[0006] Wherein the first joint, the second joint, and the third joint are arranged on the installation frame, and the first joint is located at the left part of the installation frame, the second joint is located at the upper part of the installation frame, and the third joint is located at the right part of the installation frame;

[0007] The fourth joint, the fifth joint, the sixth joint, and the seventh joint are located at the rear side of the installation frame. The fourth joint is located behind the first joint, the fifth joint is located above the fourth joint, the seventh joint is located behind the third joint, the sixth joint is located above the seventh joint, and the sixth joint is located to the right of the fifth joint;

[0008] A left suspension point lower pull rod is connected between the first joint and the fourth joint, and a left suspension point upper pull rod is connected between the first joint and the fifth joint; an upper suspension point left pull rod is connected between the second joint and the fifth joint, and an upper suspension point right pull rod is connected between the second joint and the sixth joint; a right suspension point upper pull rod is connected between the third joint and the sixth joint, and a right suspension point lower pull rod is connected between the third joint and the seventh joint.

[0009] As a supplement to the technical solution of the present utility model, the pull rod system further includes a first firewall strengthening beam and a second firewall strengthening beam. The upper end of the first firewall strengthening beam is connected to the fifth joint, and the lower end of the first firewall strengthening beam is connected to the fourth joint; the upper end of the second firewall strengthening beam is connected to the sixth joint, and the lower end of the second firewall strengthening beam is connected to the seventh joint.

[0010] As a supplement to the technical solution of the present utility model, it further includes a third firewall strengthening beam, and the left end of the third firewall strengthening beam is connected to the fifth joint and the right end is connected to the sixth joint.

[0011] As a supplement to the technical solution of the present utility model, the fourth joint is located directly behind the first joint, and the seventh joint is located directly behind the third joint; the first joint, the third joint, the fourth joint, and the seventh joint are at the same horizontal height; the fifth joint is located directly above the fourth joint, the sixth joint is located directly above the seventh joint, and the fifth joint and the sixth joint are at the same horizontal height.

[0012] As a supplement to the technical solution of the present utility model, the front end of the left suspension point lower pull rod is hinged to the first joint, and the rear end is hinged to the fourth joint;

[0013] The front end of the left suspension point upper pull rod is hinged to the first joint, and the rear end is hinged to the fifth joint;

[0014] The front end of the upper suspension point left pull rod is hinged to the second joint, and the rear end is hinged to the fifth joint;

[0015] The front end of the upper suspension point right pull rod is hinged to the second joint, and the rear end is hinged to the sixth joint;

[0016] The front end of the right suspension point upper pull rod is hinged to the third joint, and the rear end is hinged to the sixth joint;

[0017] The front end of the right suspension point lower pull rod is hinged to the third joint, and the rear end is hinged to the seventh joint.

[0018] As a supplement to the technical solution of the present utility model, the front end and the rear end of the left suspension point lower pull rod are respectively hinged to the first joint and the fourth joint through bolts, and the axial directions of the bolts provided at the front end and the rear end of the left suspension point lower pull rod are in the horizontal direction;

[0019] The front end and the rear end of the upper pull rod of the left suspension point are respectively hinged to the first joint and the fifth joint through bolts, and the axial directions of the bolts arranged at the front end and the rear end of the upper pull rod of the left suspension point are transverse directions;

[0020] The front end and the rear end of the left pull rod of the upper suspension point are respectively hinged to the second joint and the fifth joint through bolts, and the axial directions of the bolts arranged at the front end and the rear end of the left pull rod of the upper suspension point are vertical directions;

[0021] The front end and the rear end of the right pull rod of the upper suspension point are respectively hinged to the second joint and the sixth joint through bolts, and the axial directions of the bolts arranged at the front end and the rear end of the right pull rod of the upper suspension point are vertical directions;

[0022] The front end and the rear end of the upper pull rod of the right suspension point are respectively hinged to the third joint and the sixth joint through bolts, and the axial directions of the bolts arranged at the front end and the rear end of the upper pull rod of the right suspension point are transverse directions;

[0023] The front end and the rear end of the lower pull rod of the right suspension point are respectively hinged to the third joint and the seventh joint through bolts, and the axial directions of the bolts arranged at the front end and the rear end of the lower pull rod of the right suspension point are transverse directions.

[0024] As a supplement to the technical solution of the present utility model, the installation frame includes a U-shaped frame, a shock pad, and an adapter plate. The U-shaped frame is connected to the suspension point of the engine through the adapter plate.

[0025] The adapter plate is a plate-like structure, and its lower end is connected to the engine through bolts. A shock pad is respectively arranged on both sides of the upper part of the adapter plate. The shock pad, the adapter plate, and the U-shaped frame are connected through bolts.

[0026] Beneficial effects: The installation joint disclosed in the present utility model uses a pull rod to replace the traditional cantilever beam structure, enabling the load to be transmitted along the axial direction of the pull rod, so that it can better balance and offset the steering force and torsional load, improve the overall structural stability of the installation joint, and extend the service life. Description of the Drawings

[0027] Figure 1 It is a three-dimensional structural schematic diagram of the present utility model.

[0028] Figure 2 It is a three-dimensional structural schematic diagram of the present utility model.

[0029] Figure 3 It is a three-dimensional structural schematic diagram of the present utility model.

[0030] Figure 4 It is a three-dimensional structural schematic diagram of the present utility model.

[0031] In the figure: 1. mounting frame, 2. tie rod system, 3. firewall, 4. first joint, 5. second joint, 6. third joint, 7. fourth joint, 8. fifth joint, 9. sixth joint, 10. seventh joint, 11. left suspension point lower tie rod, 12. left suspension point upper tie rod, 13. upper suspension point left tie rod, 14. upper suspension point right tie rod, 15. right suspension point upper tie rod, 16. right suspension point lower tie rod, 17. first firewall reinforcing beam, 18. second firewall reinforcing beam, 19. third firewall reinforcing beam, 20. U-shaped frame, 21. shock pad, 22. adapter plate. Specific embodiments

[0032] In the description of the present invention, it should be understood that the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0033] In the present invention, unless otherwise clearly specified and defined, terms such as "installation", "connection", "connection", "fixation" and the like should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection or communication with each other; it may be directly connected, or indirectly connected through an intermediate medium, and may be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0034] As Figures 1 to 4 shown, the nacelle mounting section of an aircraft engine includes a mounting frame 1 and a tie rod system 2.

[0035] The mounting frame 1 is connected to the suspension points on the engine. There are three groups of suspension points at the front of the engine, namely the left suspension point, the upper suspension point, and the right suspension point. The left suspension point is located on the left side of the engine, the upper suspension point is located on the upper part of the engine, and the right suspension point is located on the right side of the engine. The mounting frame 1 is a U-shaped arc frame structure, which is arranged above the engine and is connected to the three suspension points of the engine through connectors. Specifically, the left free end of the mounting frame 1 is connected to the left suspension point of the engine, the right free end of the mounting frame is connected to the right suspension point of the engine, and the middle part of the mounting frame 1 is connected to the upper suspension point of the engine. The middle part of the mounting frame 1 is specifically the position of the upper end of the U-shaped arc frame.

[0036] The described tie rod system 2 is used to connect the mounting frame 1 to the engine firewall 3 of the aircraft, and includes a first joint 4, a second joint 5, a third joint 6, a fourth joint 7, a fifth joint 8, a sixth joint 9, a seventh joint 10, a left suspension point lower tie rod 11, a left suspension point upper tie rod 12, an upper suspension point left tie rod 13, an upper suspension point right tie rod 14, a right suspension point lower tie rod 16, and a right suspension point upper tie rod 15

[0037] Among them, the first joint 4, the second joint 5, and the third joint 6 are arranged on the mounting frame 1, and the first joint 4 is located at the left part of the mounting frame 1, the second joint 5 is located at the upper part of the mounting frame 1, and the third joint 6 is located at the right part of the mounting frame 1.

[0038] The fourth joint 7, the fifth joint 8, the sixth joint 9, and the seventh joint 10 are arranged on the engine firewall 3. The fourth joint 7 is located behind the first joint 4, the fifth joint 8 is directly above the fourth joint 7, the seventh joint 10 is located behind the third joint 6, and the sixth joint 9 is directly above the seventh joint 10.

[0039] The first joint 4, the third joint 6, the fourth joint 7, and the seventh joint 10 are at the same horizontal height.

[0040] A left suspension point lower tie rod 11 is connected between the first joint 4 and the fourth joint 7, and a left suspension point upper tie rod 12 is connected between the first joint 4 and the fifth joint 8;

[0041] An upper suspension point left tie rod 13 is connected between the second joint 5 and the fifth joint 8, and an upper suspension point right tie rod 14 is connected between the second joint 5 and the sixth joint 9;

[0042] A right suspension point upper tie rod 15 is connected between the third joint 6 and the sixth joint 9, and a right suspension point lower tie rod 16 is connected between the third joint 6 and the seventh joint 10.

[0043] Through the above structural design, compared with the traditional cantilever beam structure used in the mounting section, the load of the mounting section system can be transmitted along the axial directions of each tie rod, enabling it to better balance and counteract the steering force and torsional load. In addition, a triangular stable structure is formed between two adjacent tie rods. For example, the left suspension point lower tie rod 11, the left suspension point upper tie rod 12, and the engine firewall 3 form a triangular structure, the left suspension point upper tie rod 12, the upper suspension point left tie rod 13, and the mounting frame 1 form a triangular structure, and the upper suspension point left tie rod 13, the upper suspension point right tie rod 14, and the engine firewall 3 form a triangular structure, making the structure more stable. Generally, only two or three groups of cantilever beams are set in the traditional cantilever beam structure to connect the mounting frame 1 and the engine firewall 3. Its structure is single and cannot decompose the multi-directional complex loads at the mounting section position, so it will lead to insufficient fatigue performance of the mounting section, affect its stability, and ultimately shorten its service life.

[0044] As a preferred technical solution of the present utility model, the tie rod system 2 further includes a first firewall reinforcing beam 17 and a second firewall reinforcing beam 18. Both the first firewall reinforcing beam 17 and the second firewall reinforcing beam 18 are riveted to the engine firewall 3. The upper end of the first firewall reinforcing beam 17 is connected to the fifth joint 8, and the lower end of the first firewall reinforcing beam 17 is connected to the fourth joint 7. The upper end of the second firewall reinforcing beam 18 is connected to the sixth joint 9, and the lower end of the second firewall reinforcing beam 18 is connected to the seventh joint 10.

[0045] Since the engine firewall 3 is relatively thin and the force it can bear is limited, through the setting of the first firewall reinforcing beam 17, a triangular structure can be formed with the left suspension point lower tie rod 11 and the left suspension point upper tie rod 12. The first firewall reinforcing beam 17 can conduct force instead of the engine firewall 3 to prevent the engine firewall 3 from deforming and strengthen the overall structural stability. Similarly, the second firewall reinforcing beam 18 can form a triangular structure with the right suspension point lower tie rod 16 and the right suspension point upper tie rod 15.

[0046] As a preferred technical solution of the present utility model, it further includes a third firewall reinforcing beam 19. The third firewall reinforcing beam 19 is arranged on the engine firewall 3, and the left end of the third firewall reinforcing beam 19 is connected to the fifth joint 8, and the right end is connected to the sixth joint 9.

[0047] Through the setting of the third firewall reinforcing beam 19, a triangular structure can be formed with the upper suspension point left tie rod 13 and the upper suspension point right tie rod 14. The third firewall reinforcing beam 19 can conduct force instead of the engine firewall 3 to strengthen the overall structural stability.

[0048] As a supplement to the above technical solution, the third firewall reinforcing beam 19 is arranged on the rear surface of the engine firewall 3. The left end of the fifth joint 8, the engine firewall 3, and the third firewall reinforcing beam 19 are connected by screwing. The right end of the sixth joint 9, the engine firewall 3, and the third firewall reinforcing beam 19 are connected by screwing.

[0049] The third firewall reinforcing beam 19 is actually an I-beam inside the wing. Since the thickness of the engine firewall 3 is relatively thin, directly connecting the fifth joint 8 and the sixth joint 9 to the firewall will cause the problem of stress deformation of the firewall. By connecting the fifth joint 8 and the sixth joint 9 to the third firewall reinforcing beam 19, while forming a stable triangular structure between the upper suspension point left tie rod, the upper suspension point right tie rod and the third firewall reinforcing beam 19, the technical problem of firewall stress deformation is avoided.

[0050] As a supplement to the above technical solution, the fourth joint 7 is located directly behind the first joint 4. The "directly behind" specifically refers to the positional relationship of the fourth joint relative to the first joint, where the fourth joint is located on the same horizontal plane and vertical plane as the first joint, and these two planes are perpendicular to each other. The "directly behind" mentioned hereinafter has the same meaning as this "directly behind". The seventh joint 10 is located directly behind the third joint 6. The first joint 4, the third joint 6, the fourth joint 7, and the seventh joint 10 are located at the same horizontal height; the fifth joint 8 is located directly above the fourth joint 7. The "directly above" specifically refers to the positional relationship of the fifth joint relative to the fourth joint, where the fifth joint and the fourth joint are located on the same vertical line. The "directly above" mentioned hereinafter has the same meaning as this "directly above". The sixth joint 9 is located directly above the seventh joint 10, and the fifth joint 8 and the sixth joint 9 are located at the same horizontal height.

[0051] Through the above settings, the front end and the rear end of the left suspension point lower pull rod are at the same horizontal height, making the force transmission effect between the mounting frame and the engine firewall 3 better; the front end and the rear end of the left suspension point lower pull rod are at the same horizontal height, making the force transmission effect between the mounting frame and the engine firewall 3 better

[0052] Since the fifth joint is located directly above the fourth joint, a stable force transmission path is formed among the fifth joint, the fourth joint, and the first firewall strengthening beam. There is no diagonal setting of the first firewall strengthening beam, making the direction of force transmission the same as the length direction of the first firewall strengthening beam, thereby improving the force transmission effect.

[0053] Since the seventh joint is located directly below the sixth joint, a stable force transmission path is formed among the seventh joint, the sixth joint, and the second firewall strengthening beam. There is no diagonal setting of the second firewall strengthening beam, making the direction of force transmission the same as the length direction of the second firewall strengthening beam, thereby improving the force transmission effect.

[0054] Since the fifth joint and the sixth joint are located on the same horizontal plane, a stable force transmission path is formed for the third firewall strengthening beam. There is no diagonal setting of the third firewall strengthening beam, making the direction of force transmission the same as the length direction of the third firewall strengthening beam, thereby improving the force transmission effect.

[0055] As a preferred technical solution of the present invention, the front end of the left suspension point lower pull rod 11 is hinged to the first joint 4, and the rear end is hinged to the fourth joint 7;

[0056] The front end of the left suspension point upper pull rod 12 is hinged to the first joint 4, and the rear end is hinged to the fifth joint 8;

[0057] The front end of the upper suspension point left pull rod 13 is hinged to the second joint 5, and the rear end is hinged to the fifth joint 8;

[0058] The front end of the upper suspension point right pull rod 14 is hinged to the second joint 5, and the rear end is hinged to the sixth joint 9;

[0059] The front end of the upper pull rod 15 of the right suspension point is hinged to the third joint 6, and the rear end is hinged to the sixth joint 9;

[0060] The front end of the lower pull rod 16 of the right suspension point is hinged to the third joint 6, and the rear end is hinged to the seventh joint 10.

[0061] Since the installation accuracy requirements for the pull rod system of the installation section are relatively high, the traditional installation section uses a cantilever beam structure. The two ends of the cantilever beam are respectively connected to the installation frame and the firewall by welding. There are geometric tolerances during actual processing. The geometric tolerances accumulate after welding multiple groups of cantilever beams, resulting in relatively large internal stresses in the installation section and fatigue during actual service. The utility model adopts a hinged method. First, the joints are set on the installation frame and the firewall. During the installation process, the positions of each joint can be adjusted to indirectly make fine adjustments to the positions of each pull rod, reducing its internal stress.

[0062] As a preferred technical solution of the utility model, the front end and the rear end of the lower pull rod 11 of the left suspension point are respectively hinged to the first joint 4 and the fourth joint 7 by bolts. The axial directions of the bolts provided at the front end and the rear end of the lower pull rod 11 of the left suspension point are in the horizontal direction, and the horizontal direction is specifically the direction parallel to the horizontal plane.

[0063] The front end and the rear end of the upper pull rod 12 of the left suspension point are respectively hinged to the first joint 4 and the fifth joint 8 by bolts. The axial directions of the bolts provided at the front end and the rear end of the upper pull rod 12 of the left suspension point are in the horizontal direction, and the horizontal direction is specifically the direction parallel to the horizontal plane.

[0064] The front end and the rear end of the upper suspension point left pull rod 13 are respectively hinged to the second joint 5 and the fifth joint 8 by bolts. The axial directions of the bolts provided at the front end and the rear end of the upper suspension point left pull rod 13 are in the vertical direction, and the vertical direction is specifically the direction perpendicular to the horizontal plane.

[0065] The front end and the rear end of the upper suspension point right pull rod 14 are respectively hinged to the second joint 5 and the sixth joint 9 by bolts. The axial directions of the bolts provided at the front end and the rear end of the upper suspension point right pull rod 14 are in the vertical direction, and the vertical direction is specifically the direction perpendicular to the horizontal plane.

[0066] The front end and the rear end of the upper pull rod 15 of the right suspension point are respectively hinged to the third joint 6 and the sixth joint 9 by bolts. The axial directions of the bolts provided at the front end and the rear end of the upper pull rod 15 of the right suspension point are in the horizontal direction, and the horizontal direction is specifically the direction parallel to the horizontal plane.

[0067] The front and rear ends of the right suspension point lower pull rod 16 are hinged to the third joint 6 and the seventh joint 10 respectively through bolts. The axial direction of the bolts arranged at the front and rear ends of the right suspension point lower pull rod 16 is the transverse direction, which is specifically a direction parallel to the horizontal plane.

[0068] By setting the axial direction of the bolt in the horizontal and vertical directions, the technical effect of shear resistance can be achieved, preventing the technical problem that when subjected to shear force, all bolts have the same axial direction, and the direction of the shear force is the same as the radial direction of each bolt, which produces a large stress on the bolt, causing the bolt to deform and thus destroying the stability of the entire system.

[0069] The structure of each joint includes a base plate and a lug, wherein the base plate is used to connect with a firewall or a mounting frame, for example, the base plate of the first joint is connected with the mounting frame, and the base plate of the fourth joint is connected with the firewall. The lug is a plate-shaped protrusion on the base plate, and is used to connect with the end of each tie rod by bolts.

[0070] In the current technical solution of the utility model, the axial direction of the bolt used to connect the front ends of the left hanging point pull rod 11 and the left hanging point pull rod 12 with the first joint 4 is set to the horizontal direction. When the axial direction of the bolt is in the vertical direction, when the front ends of the left hanging point pull rod 11 and the left hanging point pull rod 12 are connected to the first joint 4, spatial interference will occur during the installation of the bolt. In order to avoid the above technical problems, the ear piece on the first joint 4 used to connect with the left hanging point pull rod 11 and the left hanging point pull rod 12 is set to the vertical direction, so that the plane where the ear piece is located is a vertical plane, which is convenient for drilling holes on the ear piece, and the technical problem of spatial interference will not occur when the front end ears of the left hanging point pull rod 11 and the left hanging point pull rod 12 are connected by bolts.

[0071] Since a first reinforcing beam is provided between the fourth joint 4 and the fifth joint 5, to facilitate force transmission, the axial direction of the bolt connecting the rear end of the left suspension point lower pull rod 11 with the fourth joint is horizontal, and the axial direction of the bolt connecting the rear end of the left suspension point upper pull rod 12 with the fifth joint is horizontal.

[0072] In order to realize the shear resistance function of the tie rod system, the bolts at the front and rear ends of the left tie rod and the right tie rod at the hanging point are set in the vertical direction.

[0073] When the axial direction of the bolt connecting the rear end of the left pull rod at the hanging point and the fifth joint is horizontal, the ear on the fifth joint should face the direction of the third joint, and the plane where the ear is located should be a vertical plane, so that the ear of the fifth joint and the base plate on the fifth joint form a certain angle. When bearing load, corresponding load will be generated, and fatigue will occur at the angle between the ear and the joint, affecting the life of the joint.

[0074] When the bolt connecting the rear end of the left pull rod of the upper suspension point to the fifth joint is set in the vertical direction, the plane where the lug on the fifth joint is located is in the horizontal direction, and fatigue will not occur at the angle position between the lug and the joint when bearing the load.

[0075] As a preferred technical solution of the present utility model, the mounting frame 1 includes a U-shaped frame 20, a shock pad 21, and an adapter plate 22. The U-shaped frame 20 is connected to the suspension point of the engine through the adapter plate 22.

[0076] The adapter plate 22 is a plate-like structure, and its lower end is connected to the engine by bolts. A shock pad 21 is respectively provided on both sides of the upper part of the adapter plate 22. The shock pad 21, the adapter plate 22, and the U-shaped frame 20 are connected by bolts.

[0077] Through the above structural design, the shock absorption effect is achieved, and the resonance between the engine and the mounting node is prevented. Since the mounting node is arranged in the nacelle of the aircraft engine, in fact, the technical problem of preventing the resonance between the engine and the whole nacelle of the aircraft engine is solved through the design of the shock pad 21.

[0078] The above is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention, according to the technical solution and inventive concept of the present invention, makes equivalent substitutions or changes, and all should be covered within the protection scope of the present invention.

Claims

1. Aircraft engine nacelle mounting lug, characterized in that, It includes an installation frame (1) and a tie rod system (2); The installation frame (1) is an arc-shaped frame structure. The tie rod system (2) includes a first joint (4), a second joint (5), a third joint (6), a fourth joint (7), a fifth joint (8), a sixth joint (9), a seventh joint (10), a left suspension point lower tie rod (11), a left suspension point upper tie rod (12), an upper suspension point left tie rod (13), an upper suspension point right tie rod (14), a right suspension point lower tie rod (16), and a right suspension point upper tie rod (15); Among them, the first joint (4), the second joint (5), and the third joint (6) are arranged on the installation frame (1). The first joint (4) is located at the left part of the installation frame (1), the second joint (5) is located at the upper part of the installation frame (1), and the third joint (6) is located at the right part of the installation frame (1); The fourth joint (7), the fifth joint (8), the sixth joint (9), and the seventh joint (10) are located at the rear side of the installation frame (1). The fourth joint (7) is located behind the first joint (4), the fifth joint (8) is located above the fourth joint (7), the seventh joint (10) is located behind the third joint (6), the sixth joint (9) is located above the seventh joint (10), and the sixth joint (9) is located to the right of the fifth joint (8); A left suspension point lower tie rod (11) is connected between the first joint (4) and the fourth joint (7), and a left suspension point upper tie rod (12) is connected between the first joint (4) and the fifth joint (8); An upper suspension point left tie rod (13) is connected between the second joint (5) and the fifth joint (8), and an upper suspension point right tie rod (14) is connected between the second joint (5) and the sixth joint (9); A right suspension point upper tie rod (15) is connected between the third joint (6) and the sixth joint (9), and a right suspension point lower tie rod (16) is connected between the third joint (6) and the seventh joint (10).

2. The aircraft engine nacelle mounting lug according to claim 1, characterized in that, The tie rod system (2) further includes a first firewall strengthening beam (17) and a second firewall strengthening beam (18). The upper end of the first firewall strengthening beam (17) is connected to the fifth joint (8), and the lower end of the first firewall strengthening beam (17) is connected to the fourth joint (7); The upper end of the second firewall strengthening beam (18) is connected to the sixth joint (9), and the lower end of the second firewall strengthening beam (18) is connected to the seventh joint (10).

3. The aircraft engine nacelle mounting lug according to claim 2, characterized in that, It further includes a third firewall strengthening beam (19), and the left end of the third firewall strengthening beam (19) is connected to the fifth joint (8), and the right end is connected to the sixth joint (9).

4. The aircraft engine nacelle mounting lug according to claim 1, characterized in that, The fourth joint (7) is located directly behind the first joint (4), and the seventh joint (10) is located directly behind the third joint (6); The first joint (4), the third joint (6), the fourth joint (7), and the seventh joint (10) are at the same horizontal height; The fifth joint (8) is located directly above the fourth joint (7), the sixth joint (9) is located directly above the seventh joint (10), and the fifth joint (8) and the sixth joint (9) are at the same horizontal height.

5. The nacelle mounting section of an aircraft engine according to claim 1, characterized in that, The front end of the left suspension point lower tie rod (11) is hinged to the first joint (4), and the rear end is hinged to the fourth joint (7); The front end of the upper pull rod (12) of the left suspension point is hinged to the first joint (4), and the rear end is hinged to the fifth joint (8). The front end of the upper left pull rod (13) of the upper suspension point is hinged to the second joint (5), and the rear end is hinged to the fifth joint (8). The front end of the upper right pull rod (14) of the upper suspension point is hinged to the second joint (5), and the rear end is hinged to the sixth joint (9). The front end of the upper pull rod (15) of the right suspension point is hinged to the third joint (6), and the rear end is hinged to the sixth joint (9). The front end of the lower pull rod (16) of the right suspension point is hinged to the third joint (6), and the rear end is hinged to the seventh joint (10).

6. The mounting section of the aircraft engine nacelle according to claim 5, wherein, The front end and the rear end of the lower pull rod (11) of the left suspension point are respectively hinged to the first joint (4) and the fourth joint (7) by bolts, and the axial directions of the bolts arranged at the front end and the rear end of the lower pull rod (11) of the left suspension point are in the transverse direction; The front end and the rear end of the upper pull rod (12) of the left suspension point are respectively hinged to the first joint (4) and the fifth joint (8) by bolts, and the axial directions of the bolts arranged at the front end and the rear end of the upper pull rod (12) of the left suspension point are in the transverse direction; The front end and the rear end of the upper left pull rod (13) of the upper suspension point are respectively hinged to the second joint (5) and the fifth joint (8) by bolts, and the axial directions of the bolts arranged at the front end and the rear end of the upper left pull rod (13) of the upper suspension point are in the vertical direction; The front end and the rear end of the upper right pull rod (14) of the upper suspension point are respectively hinged to the second joint (5) and the sixth joint (9) by bolts, and the axial directions of the bolts arranged at the front end and the rear end of the upper right pull rod (14) of the upper suspension point are in the vertical direction; The front end and the rear end of the upper pull rod (15) of the right suspension point are respectively hinged to the third joint (6) and the sixth joint (9) by bolts, and the axial directions of the bolts arranged at the front end and the rear end of the upper pull rod (15) of the right suspension point are in the transverse direction; The front end and the rear end of the lower pull rod (16) of the right suspension point are respectively hinged to the third joint (6) and the seventh joint (10) by bolts, and the axial directions of the bolts arranged at the front end and the rear end of the lower pull rod (16) of the right suspension point are in the transverse direction.

7. The nacelle mounting lug of an aircraft engine according to claim 1, characterized in that, The mounting frame (1) includes a U-shaped frame (20), a shock pad (21), and an adapter plate (22). The U-shaped frame (20) is connected to the suspension point of the engine through the adapter plate (22). The adapter plate (22) is a plate-like structure, and its lower end is connected to the engine by bolts. A shock pad (21) is respectively provided on both sides of the upper part of the adapter plate (22). The shock pad (21), the adapter plate (22), and the U-shaped frame (20) are connected by bolts.

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