Aircraft engine lifting tool

Abstract

The utility model discloses a lifting tool for an aircraft engine. The lifting tool comprises a middle beam assembly, a front beam assembly and a rear beam assembly, the front suspension assembly and the rear suspension assembly are connected to an aircraft engine, and the lifting equipment is connected to a lifting point of the moving block. According to factors such as the actual gravity center position and the lifting posture of the aircraft engine and the relative relation between the aircraft engine and lifting equipment, a lifting point can be flexibly moved to a proper position through a hand-operated lead screw mechanism, and therefore dynamic adjustment and optimized distribution of lifting force are achieved. It is ensured that the aircraft engine can be kept stable in the lifting process, and the unstable phenomena of inclination, shaking and the like caused by uneven distribution of lifting force are avoided. The lifting tool has the beneficial effects that the structure is simple, the operation is convenient, and the stability and the safety when the lifting tool lifts the aircraft engine are improved.

Description

Technical Field

[0001] This utility model relates to aircraft engine lifting, and in particular to an aircraft engine lifting tool. Background Technology

[0002] The core engine is the crucial component that generates power for an aircraft engine, and its operational status directly affects the engine's normal functioning. Routine maintenance can promptly detect potential problems such as minute cracks, wear, and deformation in core engine components like turbine blades and combustion chambers. If these hidden dangers are not detected and addressed in time, they can lead to component failure or even breakage during flight, resulting in serious accidents such as engine shutdown in mid-air, threatening the lives of everyone on board.

[0003] Therefore, the daily inspection, maintenance, service, and replacement of aircraft engine cores are an unavoidable and important task. When an aircraft engine requires regular deep maintenance or malfunction necessitates core maintenance, the core is carefully lifted from the overall engine structure using lifting equipment and moved to a dedicated maintenance area. After maintenance, the core is then lifted back into place and installed using lifting equipment. During this process, the lifting equipment plays a crucial role in the safe and stable transport of the core, preventing additional damage during disassembly and installation. The lifting equipment must undergo rigorous design, manufacturing, and testing, possessing sufficient load-bearing capacity to withstand the weight of the core and the dynamic loads that may occur during transport.

[0004] The center of gravity of an aircraft engine is not in an ideal symmetrical position, which may be due to differences in the installation of internal engine components, replacement of parts after maintenance, and other reasons. In other words, the center of gravity position of each aircraft engine is not the same, and there will be a slight deviation depending on the actual situation. Existing lifting tools are generally designed for the center of gravity of aircraft engines to be in an ideal symmetrical position. In actual use, this will affect the stability when lifting aircraft engines to some extent. Utility Model Content

[0005] This application provides an aircraft engine lifting tool that solves the problem that existing lifting tools affect the stability of lifting aircraft engines due to slight deviations in the center of gravity of the aircraft engine.

[0006] This application provides an aircraft engine lifting tool, comprising:

[0007] The center beam assembly includes: a transverse center beam body, a movable part that slides between a first end position and a middle position of the center beam body, a suspension point provided on the movable part, and a screw mechanism that drives the movable part to slide.

[0008] The front beam assembly includes: a front beam fixedly connected to the first end of the middle beam and in a longitudinal direction, and two sets of front suspension assemblies respectively connected to both ends of the front beam;

[0009] The rear beam assembly includes: a rear beam fixedly connected to the second end of the middle beam and in a longitudinal direction, and two sets of rear suspension assemblies respectively connected to both ends of the rear beam.

[0010] In some embodiments, the front beam consists of two beams that are opposite each other in the lateral direction, with front mounting plates fixedly connected to both ends for connecting the front suspension assembly, and a front mounting seam formed in the middle; the first end of the middle beam is fixedly connected to a front support for inserting into the front mounting seam and fixedly connected to the front beam.

[0011] In some embodiments, the rear beam consists of two beams that are opposite each other in the transverse direction, with rear mounting plates fixedly connected to both ends for connecting the rear suspension assembly, and a rear mounting seam formed in the middle; a rear support for inserting into the rear mounting seam and fixedly connected to the rear beam is fixedly connected to the second end of the middle beam.

[0012] In some embodiments, the movable part includes: a connecting block for fixed connection of the lead screw and nut, two flange plates respectively fixedly connected to the longitudinal sides of the connecting block, a set of upper limit wheels and a set of lower limit wheels connected between the two flange plates, and two sets of side limit wheels respectively connected to the two flange plates; the lifting point is located between the two flange plates.

[0013] In some embodiments, the first end of the lead screw of the lead screw mechanism is connected to a bevel gearbox, and the input shaft of the bevel gearbox is provided with a lifting eye nut.

[0014] In some embodiments, it further includes: a wrench; the wrench being detachably connected to an extension rod; and a U-shaped clamp fixed to the front beam or rear beam for placing the wrench and extension rod in the disassembled state.

[0015] In summary, this application discloses an aircraft engine lifting tool, comprising a center beam assembly, a front beam assembly, and a rear beam assembly. The front and rear suspension assemblies are connected to the aircraft engine, and the lifting equipment is connected to the lifting point of a moving block. Based on factors such as the actual center of gravity of the aircraft engine, its lifting posture, and its relative relationship with the lifting equipment, the lifting point can be flexibly moved to a suitable position via a hand-cranked screw mechanism, thereby achieving dynamic adjustment and optimized distribution of the lifting force. This ensures the aircraft engine remains stable during lifting, avoiding instability such as tilting or swaying due to uneven lifting force distribution. The advantages include: simple structure, convenient operation, and improved stability and safety when lifting aircraft engines. Attached Figure Description

[0016] To better illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application or the background art will be described below.

[0017] Figure 1 This is a schematic diagram of the present application;

[0018] Figure 2 This is a schematic diagram of the central beam assembly;

[0019] Figure 3 for Figure 2 An enlarged schematic diagram of part A in the middle;

[0020] Figure 4 This is a schematic diagram of the front beam assembly;

[0021] Figure 5 This is a schematic diagram of the rear beam assembly;

[0022] Figure 6 This is a schematic diagram showing the wrench and extension rod in their disassembled state.

[0023] Figure 7 This is a diagram showing the wrench and extension rod placed in the U-clamp in the disassembled state.

[0024] In the picture,

[0025] 1. Central beam assembly;

[0026] 1a. Central beam; 1a1. Front support; 1a2. Rear support; 1a3. Mounting plate;

[0027] 1b. Moving part; 1b1. Connecting block; 1b2. Flange plate; 1b21. U-shaped block; 1b3. Upper limit wheel; 1b4. Lower limit wheel; 1b5. Side limit wheel; 1b51. Connecting shaft; 1b52. Bearing;

[0028] 1c, Suspension point;

[0029] 1d, lead screw mechanism; 1d1, bearing housing; 1d2, lead screw;

[0030] 2. Front beam assembly;

[0031] 2a. Front beam; 2a1. Front mounting plate; 2a2. Front mounting joint;

[0032] 2b. Front suspension assembly; 2b1. First lug; 2b2. Suspension plate; 2b3. Suspension rod; 2b4. Second lug; 2b5. Front lug plate;

[0033] 3. Rear beam assembly;

[0034] 3a. Rear beam; 3a1. Rear mounting plate; 3a2. Rear installation joint; 3a3. U-shaped clamp;

[0035] 3b. Rear suspension assembly; 3b1. Third lug; 3b2. Suspension cable; 3b3. Fourth lug; 3b4. Rear sill plate;

[0036] 4. Bevel gearbox; 4a. Eye nut; 4b. Coupling;

[0037] 5. Wrench; 5a. Extension rod. Detailed Implementation

[0038] The following description is provided in conjunction with the accompanying drawings, which are for illustrative purposes only and not strictly to scale. Unless otherwise defined, the technical or scientific terms used in this disclosure should be understood in their ordinary sense by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described object changes. Unless otherwise specified, the embodiments in this application can be combined with each other.

[0039] Please see Figure 1 An aircraft engine lifting tool includes a middle beam assembly 1, a front beam assembly 2, and a rear beam assembly 3.

[0040] Please see Figure 1 and Figure 2 The center beam assembly 1 includes a center beam body 1a, a moving part 1b, a lifting point 1c, and a lead screw mechanism 1d. The center beam assembly 1 is one of the key components of the lifting equipment that bears the weight of the aircraft engine. During lifting, the weight of the aircraft engine is transferred to the center beam assembly 1 through the front beam assembly 2 and the rear beam assembly 3, which are connected to the aircraft engine. It acts like a "bridge," bearing the enormous downward vertical force from the aircraft engine and ensuring that the entire lifting equipment can withstand the weight of the aircraft engine while maintaining structural stability, preventing deformation or damage.

[0041] The central beam 1a is transverse and can be made of square tubing with Q345B (carbon alloy steel) as the main material.

[0042] The movable part 1b is slidably connected to the central beam 1a.

[0043] The lifting point 1c is located on the moving part 1b. More specifically, the lifting point 1c can be a lifting ring, which is installed on the moving part 1b.

[0044] The lead screw mechanism 1d is used to drive the moving part 1b to slide. More specifically, the lead screw mechanism 1d may include two bearing seats 1d1 and a lead screw 1d2. The two bearing seats 1d1 are fixedly connected to the top surface of the middle beam 1a, and the two ends of the lead screw 1d2 are rotatably connected to the two bearing seats 1d1 respectively. The lead screw nut on the lead screw 1d2 is fixedly connected to the moving part 1b.

[0045] By sliding the movable part 1b on the central beam 1a, the position of the suspension point 1c on the central beam 1a is changed to adapt to the aircraft engine. Because the aircraft engine is front-heavy and rear-light, the actual center of gravity must be in the forward position. Therefore, the sliding range of the movable part 1b is between the first end position and the middle position of the central beam 1a.

[0046] Lifting point 1c is used to connect to a crane to lift the aircraft engine. Therefore, the stability of the sliding connection between the moving part 1b and the central beam 1a is also very important.

[0047] Please see Figure 2 and Figure 3 In some embodiments, the movable part 1b includes a connecting block 1b1, two flange plates 1b2, a set of upper limit wheels 1b3, a set of lower limit wheels 1b4, and two sets of side limit wheels 1b5.

[0048] Connecting block 1b1 is used for fixed connection with lead screw nut.

[0049] Two flange plates 1b2 are fixedly connected to the longitudinal sides of the connecting block 1b1 respectively.

[0050] A set of upper limit positioning wheels 1b3 is connected between two flange plates 1b2. That is, this set of upper limit positioning wheels 1b3 is located above the middle beam 1a, abutting against the top surface of the middle beam 1a. More specifically, there can be two upper limit positioning wheels 1b3, with the connecting block 1b1 corresponding to the space between the two upper limit positioning wheels 1b3.

[0051] A set of lower limit wheels 1b4 is connected between two flange plates 1b2. That is, this set of lower limit wheels 1b4 is located below the middle beam 1a, abutting against the bottom surface of the middle beam 1a. The lower limit wheels 1b4 work in conjunction with the upper limit wheels 1b3 to restrict the vertical movement of the moving part 1b relative to the middle beam 1a. More specifically, there can also be two lower limit wheels 1b4, corresponding one-to-one with the two upper limit wheels 1b3 in the vertical direction, with the connecting block 1b1 corresponding between the two lower limit wheels 1b4.

[0052] Two sets of side limiting wheels 1b5 are respectively connected to two flange plates 1b2. That is, the middle beam 1a is between the two sets of side limiting wheels 1b5, and the two sets of side limiting wheels 1b5 abut against the longitudinal sides of the middle beam 1a, restricting the longitudinal movement of the moving part 1b relative to the middle beam 1a. More specifically, there can be two side limiting wheels 1b5 in one set, corresponding one-to-one with the two side limiting wheels 1b5 in the other set in the longitudinal direction. The connecting block 1b1 corresponds between the two side limiting wheels 1b5, and a U-shaped block 1b21 can be fixedly connected to the flange plate 1b2. The U-shaped block 1b21 is used for mounting one side limiting wheel 1b5.

[0053] The lifting point 1c is positioned between the two flange plates 1b2 on the moving part 1b.

[0054] A set of upper limit wheels 1b3, a set of lower limit wheels 1b4, and two sets of side limit wheels 1b5 are used to complete the sliding connection between the moving part 1b and the middle beam 1a, balancing stability and smooth sliding of the moving part 1b relative to the middle beam 1a. Any upper limit wheel 1b3, lower limit wheel 1b4, or side limit wheel 1b5 may include a connecting shaft 1b51 and two bearings 1b52. The connecting shaft 1b51 is fixed to the flange plate 1b2 using fasteners, and the two bearings 1b52 are installed at both ends of the connecting shaft 1b51 using retaining rings and shaft shoulders. The outer ring of the bearing 1b52 is used to abut against the middle beam 1a.

[0055] Please see Figure 4 The front beam assembly 2 is installed at the first end of the middle beam 1a, and includes the front beam 2a and two sets of front suspension assemblies 2b.

[0056] The front beam assembly 2 is a key structural component of the lifting equipment, serving to connect the aircraft engine with other critical parts of the lifting device. The lower end of the front suspension assembly 2b connects to the front lifting point 1c of the aircraft engine; the upper end connects to the central beam 1a of the lifting equipment, which serves as the main load-bearing structure, via the front beam body 2a, thus establishing a complete lifting force transmission path and ensuring that all connection points of the aircraft engine are stable and subjected to reasonable stress during the lifting process.

[0057] The front beam 2a is fixedly connected to the first end of the middle beam 1a, and the front beam 2a is oriented longitudinally. Correspondingly, the front beam 2a is provided with holes, through which the first end of the lead screw 1d2 can pass to the front beam 2a, allowing the operator to manually rotate the lead screw 1d2. Two sets of front suspension assemblies 2b are respectively connected to the two ends of the front beam 2a.

[0058] Please see Figure 2 and Figure 4In some embodiments, there are two front beams 2a. These two front beams 2a are laterally opposite each other. Front mounting plates 2a1 are fixedly connected to both ends of each front beam 2a, and the connection can be made using fasteners. The front mounting plates 2a1 are used for connecting the front suspension assembly 2b. The two front mounting plates 2a1 form a front mounting seam 2a2 at the middle position of the two front beams 2a. A front support 1a1 is fixedly connected to the first end of the middle beam 1a. The front support 1a1 is used to insert into the front mounting seam 2a2 and is fixedly connected to the front beam 2a, also using fasteners. Correspondingly, the front support 1a1 also has holes aligned with the holes in the front beams 2a.

[0059] As a crucial load-bearing component, the front beam 2a has a relatively large span. Therefore, it employs a splicing method to ensure ease of assembly and disassembly, as well as robust connections.

[0060] Please see Figure 4 The front suspension assembly 2b may include a first lug 2b1, a suspension plate 2b2, a hanger 2b3, a second lug 2b4, and a front lug 2b5, which are hinged together in sequence. The upper end of the first lug 2b1 serves as the upper end of the front suspension assembly 2b and is hinged to the front hanger 2a1; the front lug 2b5 serves as the lower end of the front suspension assembly 2b and is used to connect to the front mounting point 1c of the aircraft engine. The axes of the two hinge points of the first lug 2b1 intersect, the axes of the two hinge points of the suspension plate 2b2 intersect, the axes of the two hinge points of the hanger 2b3 are parallel, and the axes of the two hinge points of the second lug 2b4 are parallel.

[0061] Please see Figure 5 The rear beam assembly 3 is installed at the second end of the middle beam 1a, and includes the rear beam 3a and two sets of rear suspension assemblies 3b.

[0062] Similar to the front beam assembly 2, the rear beam assembly 3 serves to connect the aircraft engine to other key components of the lifting equipment. The lower end of the rear suspension assembly 3b is used to connect to the rear lifting point 1c of the aircraft engine; the upper end is connected to the middle beam 1a, which serves as the main load-bearing structure of the lifting tool, via the rear beam body 3a.

[0063] The front rear beam 2a is fixedly connected to the second end of the middle beam 1a, and the rear beam 3a is oriented longitudinally.

[0064] Please see Figure 2 and Figure 5In some embodiments, referring to the design of two front beams 2a, there are also two rear beams 3a opposite each other in the transverse direction. Both ends are fixedly connected to rear mounting plates 3a1 for connecting to the rear suspension assembly 3b, and a rear mounting seam 3a2 is formed in the middle. A rear support 1a2 for inserting into the rear mounting seam 3a2 and fixedly connected to the rear beam 3a is fixedly connected to the second end of the middle beam 1a.

[0065] The rear suspension assembly 3b may include a third lug 3b1, a sling 3b2, a fourth lug 3b3, and a rear lug 3b4, which are hinged together in sequence. The upper end of the third lug 3b1 serves as the upper end of the front suspension assembly 2b and is hinged to the rear mounting plate 3a1; the rear lug 3b4 serves as the lower end of the rear suspension assembly 3b and is used to connect to the rear mounting point 1c of the aircraft engine. The two hinge points of the third lug 3b1 are parallel, the two hinge points of the sling 3b2 are parallel, and the two hinge points of the fourth lug 3b3 are parallel.

[0066] Using sling 3b2 as the main load-bearing component for lifting, sling 3b2 itself has a certain degree of flexibility, allowing it to bend and twist within a certain range to adapt to the dynamic changes in the aircraft engine's attitude during lifting. The rear lug 3b4 can flexibly adjust the direction and tension distribution of the wire rope, further enhancing the flexibility and operability of the lifting tool.

[0067] The front suspension assembly 2b and the rear suspension assembly 3b are connected to the aircraft engine, and the lifting equipment is connected to the lifting point 1c of the moving block. Based on factors such as the actual center of gravity of the aircraft engine, the lifting posture, and its relative relationship with the lifting equipment, the lifting point 1c can be flexibly moved to a suitable position via a hand-cranked screw mechanism 1d, thereby achieving dynamic adjustment and optimized distribution of the lifting force. For example, when the center of gravity of the aircraft engine is not in an ideal symmetrical position (possibly due to differences in the installation of internal components, replacement of components after maintenance, etc.), the lifting force borne by each lifting point 1c can be readjusted by sliding the lifting point 1c, ensuring that the aircraft engine remains stable during lifting and avoiding instability such as tilting or swaying due to uneven distribution of lifting force.

[0068] The front beam 2a and rear beam 3a, as key components connecting the aircraft engine, need to possess sufficient strength and toughness. The material can be Q345B, the same as that used for the middle beam 1a. Other parts on the front beam 2a, rear beam 3a, and middle beam 1a can be made of 3Cr2Mo die steel or 420 stainless steel.

[0069] Please see Figure 2 In some embodiments, the first end of the lead screw 1d2 is connected to a bevel gearbox 4, and the input shaft of the bevel gearbox 4 is provided with a lifting eye nut 4a.

[0070] More specifically, a mounting plate 1a3 is fixedly connected to the first end of the middle beam 1a. The mounting plate 1a3 is located on the side of the front beam 2a away from the rear beam 3a and is used for mounting the bevel gearbox 4. A coupling 4b is used between the output shaft of the bevel gearbox 4 and the first end of the lead screw 1d2. The coupling 4b passes through the front beam 2a and the front support 1a1. In other words, the bevel gearbox 4 enables the eye nut 4a, which rotates about the vertical axis, to drive the lead screw 1d2, which rotates about the horizontal axis.

[0071] Because aircraft engines are quite tall, the central beam 1a is also positioned relatively high after the lifting equipment is connected to the engine. Therefore, it is very inconvenient for the operator to manually rotate the lead screw 1d2 from the ground. After designing the bevel gearbox 4, the operator can stand on the ground and use the wrench 5 to hook the eye nut 4a to rotate the lead screw 1d2 more easily.

[0072] Please see Figure 5 , Figure 6 and Figure 7 In some embodiments, the wrench 5 is detachably connected to an extension rod 5a. The front beam 2a or the rear beam 3a is also fixedly provided with a U-shaped clamp 3a3, which may be two, for placing the wrench 5 and the extension rod 5a in the disassembled state.

Claims

1. A lifting tool for an aircraft engine, characterized in that, include: The middle beam assembly (1) includes: a transverse middle beam body (1a), a movable part (1b) that slides between a first end position and a middle position of the middle beam body (1a), a suspension point (1c) provided on the movable part (1b), and a screw mechanism (1d) that drives the movable part (1b) to slide. The front beam assembly (2) includes: a front beam body (2a) fixedly connected to the first end of the middle beam body (1a) and in a longitudinal direction, and two sets of front suspension assemblies (2b) respectively connected to the two ends of the front beam body (2a); The rear beam assembly (3) includes: a rear beam (3a) fixedly connected to the second end of the middle beam (1a) and in a longitudinal direction, and two sets of rear suspension assemblies (3b) respectively connected to the two ends of the rear beam (3a).

2. The aircraft engine lifting tool according to claim 1, characterized in that, The front beam (2a) consists of two beams that are opposite each other in the transverse direction. Both ends of the beam are fixedly connected to front mounting plates (2a1) for connecting the front suspension assembly (2b), and a front mounting joint (2a2) is formed in the middle. The middle beam (1a) has a front support (1a1) fixedly connected to the front beam (2a) at the first end for inserting into the front mounting joint (2a2) and fixedly connected to the front beam (2a).

3. The aircraft engine lifting tool according to claim 1, characterized in that, The rear beam (3a) consists of two beams that are opposite each other in the transverse direction. Both ends of the beam are fixedly connected to a rear mounting plate (3a1) for connecting the rear suspension assembly (3b), and a rear mounting joint (3a2) is formed in the middle. The middle beam (1a) has a rear support (1a2) fixedly connected to the second end of the beam for inserting into the rear mounting joint (3a2) and fixedly connected to the rear beam (3a).

4. The aircraft engine lifting tool according to claim 1, characterized in that, The movable part (1b) includes: a connecting block (1b1) for fixed connection of the lead screw nut, two flange plates (1b2) fixedly connected to the longitudinal sides of the connecting block (1b1) respectively, a set of upper limit wheels (1b3) and a set of lower limit wheels (1b4) connected between the two flange plates (1b2), and two sets of side limit wheels (1b5) connected to the two flange plates (1b2) respectively; the lifting point (1c) is located between the two flange plates (1b2) in the movable part (1b).

5. The aircraft engine lifting tool according to claim 1, characterized in that, The first end of the lead screw (1d2) of the lead screw (1d2) mechanism is connected to a bevel gearbox (4), and the input shaft of the bevel gearbox (4) is provided with a lifting eye nut (4a).

6. The aircraft engine lifting tool according to claim 5, characterized in that, Also includes: A wrench (5); the wrench (5) is detachably connected to an extension rod (5a); the front beam (2a) or the rear beam (3a) is also fixed with a U-shaped clamp (3a3) for placing the wrench (5) and the extension rod (5a) in the disassembled state.

Images