Slide rail structure, reverse thrust device and aero-engine

Abstract

The utility model provides a sliding rail structure, a reverse thrust device and an aero-engine. The sliding rail structure comprises a first sliding piece, a second sliding piece, a sliding block and a sliding block, the second sliding piece comprises a second slide way; the connecting piece comprises a first sliding part movably connected with the first slide way and a second sliding part movably connected with the second slide way; the sliding rail structure is provided with a first state and a second state. In the first state, the first sliding piece moves relative to the connecting piece; when the first sliding piece and the connecting piece are clamped, the first sliding piece and the connecting piece are switched to the second state; and in the second state, the second sliding piece moves relative to the connecting piece. According to the sliding rail structure, a safety redundancy design with double sliding rails is formed, the reliability of the structure is improved, and adverse effects caused by clamping stagnation of a single set of sliding rails are reduced.

Description

Technical Field

[0001] This application relates to the field of aviation technology, specifically to a slide rail structure, a thrust reverser, and an aircraft engine. Background Technology

[0002] Generally, aero engines, taking turbofan engines as an example, need to use thrust reversers to generate reverse thrust airflow to change the direction of their thrust, thereby slowing down the aircraft and reducing the landing distance. Commonly used thrust reversers are mainly classified into three types according to their working principle: grab bucket type, deflector type, and cascade type.

[0003] Blade-type thrust reversers are primarily used in high-bypass turbofan engines. They operate mainly within the outer bypass duct airflow and are typically installed in the middle of the engine nacelle under the wing. Generally, a blade-type thrust reverser consists of a moving cowl, blades, and deflectors. During operation, the moving cowl moves rearward (or the cowl opens) to expose the blades. The deflectors block the rearward flow of the outer bypass duct airflow, redirecting it and guiding it through the blades. The reverse thrust airflow is then expelled forward at the leading edge of the wing, generating reverse thrust. Compared to deflector-type thrust reversers, blade-type thrust reversers are more agile and compact, and the reverse thrust is more stable. The reverse thrust of a blade-type thrust reverser can reach approximately 35% of the engine's maximum thrust. The movement of the movable cover requires the use of a slide rail structure. The movable cover can only open and close normally when the driving force on the slide rail overcomes the contact friction. In actual working conditions, due to structural deformation caused by aerodynamic loads, the slide rail may jam, which may lead to failure of the thrust reverser or even more serious consequences. On the other hand, the slide rail components have high requirements for straightness, which makes them difficult and costly to manufacture. Once wear occurs, they may need to be replaced as a whole, resulting in high usage and maintenance costs.

[0004] Therefore, there is a need in the field to continue developing rail systems and the like for thrust reversers in order to at least partially solve the above-mentioned technical problems. Utility Model Content

[0005] The purpose of this application is to provide a slide rail system.

[0006] Another objective of this application is to provide a thrust reverser.

[0007] Another objective of this application is to provide an aircraft engine.

[0008] A slide rail structure according to a first aspect of this application includes: a first sliding member including a first slide rail; a second sliding member including a second slide rail; and a connecting member including a first sliding portion movably connected to the first slide rail and a second sliding portion movably connected to the second slide rail; wherein the slide rail structure has a first state and a second state; in the first state, the first sliding member moves relative to the connecting member; when the first sliding member and the connecting member become stuck, the structure switches to the second state; in the second state, the second sliding member moves relative to the connecting member.

[0009] The slide rail structure includes two sets of slide rails: the first slide rail and the first sliding part, and the second slide rail and the second sliding part, forming a safety redundancy design with dual slide rails. This helps to improve the reliability of the structure and reduce the adverse effects caused by jamming of a single set of slide rails. For example, when the slide rail system is applied to the moving cover of a mobile aircraft engine thrust reverser, if jamming occurs between the first slide rail and the first sliding part, the other set of slide rails can still work to allow the moving cover of the thrust reverser to reach the preset open and closed positions, thereby avoiding the thrust reverser from malfunctioning or even causing serious flight accidents.

[0010] In one or more embodiments, the slide rail structure includes a plurality of the connecting members.

[0011] Compared to integrated slide rail components, the split slide rail design using multiple connecting parts reduces the requirements for straightness during manufacturing, lowers the difficulty and cost of manufacturing, and improves production efficiency. Furthermore, the split design of multiple connecting parts facilitates assembly and disassembly. In actual working conditions, integrated slide rail components will bend under load, causing increased friction and even jamming. The design of multiple connecting parts helps reduce the risk of jamming, distributes loads more evenly, and reduces stress concentration issues present in integrated slide rail components, thereby improving the fatigue life of the structure and reducing maintenance costs. When the connecting parts wear out, only the individual connecting parts need to be replaced, rather than replacing the entire component, further reducing maintenance costs.

[0012] In one or more embodiments, the plurality of connectors are flexibly connected.

[0013] In one or more embodiments, the ends of the plurality of connectors in the moving direction are provided with recesses and / or protrusions, and the recesses of one connector and the protrusions of another connector are connected in a cooperative manner.

[0014] In one or more embodiments, the first sliding portion and the second sliding portion are arranged opposite each other in a direction perpendicular to the direction of movement.

[0015] In one or more embodiments, in the first state, the frictional force between the first slide rail and the first sliding part is less than the frictional force between the second slide rail and the second sliding part.

[0016] According to a second aspect of this application, a thrust reverser device is characterized in that it comprises: a movable cover and a slide rail structure as described in the above embodiments; wherein, one of the first sliding member and the second sliding member is fixedly connected to the movable cover, and the other is used to be installed and fixed to the outer wall of the outer bypass duct of the aero-engine.

[0017] In one or more embodiments, the travel distance of the first slider and the second slider relative to the connector is not less than the travel distance that allows the movable cover to reach the open and closed positions.

[0018] In one or more embodiments, the thrust reverser is a cascade-type thrust reverser.

[0019] An aircraft engine according to a third aspect of this application includes the thrust reverser device described in the above embodiments. Attached Figure Description

[0020] The above and other features, properties, and advantages of this application will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features. It should be noted that these drawings are merely illustrative and are not drawn to scale, and should not be construed as limiting the scope of protection actually claimed by this application, wherein:

[0021] Figure 1 This is a schematic diagram of the existing thrust reverser in the off state.

[0022] Figure 2 This is a schematic diagram of the existing thrust reverser in the open state.

[0023] Figure 3 This is a schematic diagram of the slide rail structure of an existing thrust reverser device.

[0024] Figure 4 This is a schematic diagram of a slide rail structure according to one embodiment.

[0025] Figure 5 This is a schematic diagram of the structure of a connector according to one embodiment.

[0026] Figure 6 This is a schematic diagram of the slide rail structure in the retracted state according to one embodiment.

[0027] Figure 7 This is a schematic diagram of the slide rail structure in its unfolded state, according to one embodiment.

[0028] Figure 8 This is a schematic diagram of the slide rail structure in another unfolded state, representing one embodiment.

[0029] Explanation of reference numerals in the attached figures:

[0030] 1. Thrust reverser;

[0031] 10. Slide rail structure;

[0032] 100. First sliding member; 101. First slide rail;

[0033] 200. Second sliding member; 201. Second slide rail;

[0034] 300. Connector; 301. First sliding part; 302. Second sliding part; 303. Recessed part; 304. Protruding part;

[0035] 20. Moving shroud; 30. Blade cascade; 40. Flow barrier;

[0036] 2. Outer wall of the culvert;

[0037] 3. Inner wall of the outer culvert. Detailed Implementation

[0038] Reference will now be made in detail to various embodiments of this application, examples of which are shown in the accompanying drawings and described below. Although this application will be described in conjunction with exemplary embodiments, it should be understood that this specification is not intended to limit this application to those exemplary embodiments. Rather, this application is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents, and other embodiments that may be included within the spirit and scope of this application as defined by the appended claims.

[0039] In the following description, the orientation or positional relationship indicated by terms such as "upper," "lower," "front," "rear," "inner," "outer," or other directional terms is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing this application and simplifying the description, and is not intended to indicate or imply that the device or component referred to must have a specific orientation, be constructed and / or be implemented in a specific orientation, and therefore should not be construed as a limitation of this application.

[0040] This application uses specific terms to describe embodiments of the application. For example, "an embodiment" and / or "one embodiment" refers to a particular feature, structure, or characteristic associated with at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment" or "one embodiment" mentioned twice or more in different locations in this specification does not necessarily refer to the same embodiment. Furthermore, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0041] As introduced above, the blade-type thrust reverser of an aero-engine generally includes a moving cowling, blade cascades, and flow deflectors; such as Figures 1 to 3 As shown, an aero-engine, taking a turbofan engine as an example, includes an outer bypass duct formed by the outer wall 2 (also called the engine nacelle, outer bypass casing, etc.) and the inner wall 3 (also called the core cabin cover, etc.); such as Figure 1 As shown, when the reverse thrust device 1 does not provide reverse thrust, the movable cover 20 is closed and encloses the blade cascade 30, and the flow-blocking gate 40 is retracted; Figure 2 As shown, when the thrust reverser 1 provides reverse thrust, the movable cover 20 opens, that is, the movable cover 20 moves relative to a fixed structure such as the outer wall 2 of the outer bypass duct, exposing the blade cascade 30. The flow deflector 40 unfolds to guide the airflow in the outer bypass duct. The airflow in the outer bypass duct is deflected and guided out through the blade cascade 30, generating reverse thrust. Figure 3 As shown, existing thrust reverser devices 1 are generally designed with an integrated slide rail on the movable shield 20 and a matching groove on the outer wall 2 of the outer bypass duct of the aero-engine, for the movable shield 20 to reciprocate between an open position and a closed position. The terms "open position" and "closed position" refer to the positions of the movable shield 20 when the thrust reverser device 1 is providing reverse thrust and when it is not providing reverse thrust, respectively. Under actual operating conditions, deformation of the movable shield 20 due to aerodynamic loads may cause jamming between the slide rail and the groove, leading to thrust reverser device failure or even more serious consequences. How to reduce the adverse effects caused by slide rail jamming is a technical problem that urgently needs to be solved in this field. In view of this, the inventors of this application have proposed a slide rail structure 10 after in-depth research.

[0042] It is understood that the slide rail structure 10 provided in this application is particularly suitable for the thrust reverser device 1 and the aircraft engine containing it, but is not limited thereto. It can also be applied to any applicable occasion where it is necessary to improve the reliability of the slide rail structure and reduce the adverse effects caused by slide rail jamming.

[0043] Figures 4 to 8This application illustrates a slide rail structure 10, comprising: a first slider 100 including a first slide rail 101; a second slider 200 including a second slide rail 201; and a connecting member 300 including a first sliding portion 301 movably connected to the first slide rail 101 and a second sliding portion 302 movably connected to the second slide rail 201. The slide rail structure 10 has a first state and a second state. In the first state, the first slider 100 moves relative to the connecting member 300. When the first slider 100 and the connecting member 300 become stuck, the structure switches to the second state. In the second state, the second slider 200 moves relative to the connecting member 300. Optionally, the first slide rail 101 and the second slide rail 201 are either a slide groove or a slider, and the first sliding portion 301 and the second sliding portion 302 are either a slide groove or a slider.

[0044] The slide rail structure 10 provides two sets of slide rails, namely the first sliding member 100 and the first sliding part 301, and the second sliding member 200 and the second sliding part 302, forming a safety redundancy design with dual slide rails. This design helps to improve the reliability of the slide rail structure 10 and reduce the adverse effects caused by slide rail jamming. For example, if the slide rail system 10 is applied to the thrust reverser device 1 of an aero-engine, when jamming occurs between the first sliding member 100 and the first sliding part 301, the other set of slide rails can still work to allow the movable cover 20 to reach the preset open and closed positions, thereby avoiding the thrust reverser device 1 from failing to work properly or even causing serious flight accidents, and improving the safety of aircraft landing.

[0045] like Figures 5 to 8 As shown, in one or more embodiments, the slide rail structure 10 includes a plurality of the connectors 300.

[0046] Compared to traditional one-piece slide rail components, the split slide rail design using multiple connectors 300 reduces the straightness requirements of components, thereby reducing the difficulty, cost, and time of processing and manufacturing. Furthermore, the split design facilitates assembly and disassembly, improving production and maintenance efficiency. During operation, one-piece slide rail components may bend under load, leading to increased friction or even jamming. The design with multiple connectors 300 helps reduce the risk of jamming and ensures more even load distribution, reducing stress concentration issues present in one-piece slide rail components. This improves the fatigue life of the slide rail structure 10 and reduces maintenance costs. When a connector 300 wears out, only the connector 300 needs to be replaced individually, rather than the entire component, further reducing maintenance costs.

[0047] like Figure 5As shown, in one or more embodiments, the plurality of connecting members 300 are flexibly connected; the term "flexible connection" means that the plurality of connecting members 300 are interconnected to form a whole, and the connecting members 300 can also move relative to each other within a certain limit so that the whole can be deformed under load; for example, adjacent connecting members 300 are connected by a clearance fit, or by a flexible arm, etc., but not limited thereto; such design is beneficial to make the connecting members 300 adapt to the possible deformation of the first slide rail 101 and the second slide rail 201, reduce the risk of jamming, and also avoid stress concentration between the connecting members 300 and the first slide rail 101 and the second slide rail 201, thereby improving the service life of the slide rail structure 10, etc.

[0048] like Figure 5 As shown, in one or more embodiments, a plurality of connectors 300 are provided with recesses 303 and / or protrusions 304 at their ends in the moving direction, and the recesses 303 of one connector 300 and the protrusions 304 of another connector 300 are connected in a cooperative manner; it can be understood that the connectors 300 located at the ends may only have one of the recesses 303 or the protrusions 304; while when two or more connectors 300 are connected, the connectors 300 located in the middle position The recessed portion 303 and the protruding portion 304 are respectively provided at both ends of the connector; the recessed portion 303 and the protruding portion 304 are connected to restrict relative movement, and a gap may be provided between the recessed portion 303 and the protruding portion 304 so that multiple connectors 300 are connected to form a flexible whole, which can adapt to the possible deformation of the first sliding member 100 and the second sliding member 200; such a design structure is simple and reliable, and also helps to ensure the transmission effect between the connectors 300.

[0049] like Figure 6 As shown, in one or more embodiments, the first sliding part 301 and the second sliding part 302 are arranged opposite each other in a direction perpendicular to the direction of movement; this design makes the structural layout compact and helps to avoid the adverse effects of deformation of one of the first sliding part 301 and the second sliding part 302 on the other, further improving the reliability of the slide rail structure 10.

[0050] See Figures 6 to 8 In one or more embodiments, in the first state, the frictional force between the first slide rail 101 and the first sliding part 301 is less than the frictional force between the second slide rail 201 and the second sliding part 302; at this time, the working principle of the slide rail structure 10 can be as follows: Figure 6As shown, both the first slider 100 and the second slider 200 are in their initial positions; Figure 7 As shown, under normal operating conditions, the driving force causes the first sliding member 100 and the connecting member 300 to move relative to each other to a preset position, while the second sliding member 200 and the connecting member 300 maintain a constant relative position; for example... Figure 8 As shown, the jamming failure between the first sliding member 100 and the connecting member 300 significantly increases the friction between them, making it greater than the friction between the second sliding member 200 and the connecting member 300. At this time, the driving force is greater than the friction between the second sliding member 200 and the connecting member 300, which enables relative movement between the second sliding member 200 and the connecting member 300. This design is simple in structure and reliable in function.

[0051] This application also provides a thrust reverser device 1, which includes: a movable cover 20 and a slide rail structure 10 according to the above embodiments; wherein, one of the first sliding member 100 and the second sliding member 200 is fixedly connected to the movable cover 20, and the other is used to be installed and fixed to the outer wall 2 of the outer bypass duct of the aircraft engine.

[0052] In one or more embodiments, in the first state, the first slider 100 moves relative to the connector 300, causing the movable cover 20 to reach an open position and a closed position, while the second slider 200 remains stationary relative to the connector 300. Figure 7 As shown; when jamming occurs between the first slider 100 and the connector 300, the system switches to the second state; in the second state, the second slider 200 moves relative to the connector 300, causing the movable cover 20 to reach the open and closed positions, as shown. Figure 8 As shown; in other words, the second slider 200 and the second sliding part 302 are only used when a jamming failure occurs between the first slider 100 and the first sliding part 301; this provides a simple and reliable working method, further improving the stability of the slide rail structure 10 in realizing its functions.

[0053] In one or more embodiments, the movable stroke of the first slider 100 and the second slider 200 relative to the connecting member 300 is not less than the stroke that enables the movable cover 20 to reciprocate between the open position and the closed position; in other words, the movement of either the first slider 100 or the second slider 200 relative to the connecting member 300 can enable the movable cover 20 to reciprocate between the open position and the closed position; this design ensures that when the first slider 100 completely fails, the second slider 200 can still ensure that the movable cover 20 is fully opened and closed.

[0054] In one or more embodiments, the thrust reverser 1 is a blade-type thrust reverser.

[0055] This application also provides an aircraft engine that includes the thrust reverser 1 described in the above embodiments.

[0056] In summary, the beneficial effects of this application include, but are not limited to, one or a combination of the following:

[0057] 1. The slide rail structure provides two sets of slide rails, namely a first sliding member and a first sliding part, and a second sliding member and a second sliding part, forming a double slide rail safety redundancy design. This design helps to improve the reliability of the slide rail structure and reduce the adverse effects caused by slide rail jamming. For example, when jamming occurs between the first sliding member and the first sliding part, the other set of slide rails can still work to allow the moving cover of the thrust reverser to reach the preset open and closed positions, thereby avoiding the thrust reverser from malfunctioning or even causing serious flight accidents, and improving the safety of aircraft landing.

[0058] 2. Compared to integrated slide rail components, the split slide rail design using multiple connecting parts reduces the requirements for the straightness of parts during manufacturing, lowering the difficulty, cost, and time of manufacturing. Furthermore, the split design facilitates assembly and disassembly, improving production and maintenance efficiency. During operation, integrated slide rail components will bend under load, leading to increased friction and even jamming. The design with multiple connecting parts helps reduce the risk of jamming and ensures more even load distribution, reducing stress concentration issues present in integrated slide rail components. This improves the fatigue life of the slide rail structure and lowers maintenance costs. When the connecting parts wear out, only the individual connecting parts need to be replaced, rather than replacing the entire component, further reducing maintenance costs.

[0059] 3. The flexible connection design helps the connector adapt to the possible deformation of the first and second slide rails, reducing the risk of jamming and avoiding stress concentration between the connector and the first and second slide rails, thus improving the service life of the slide rail structure.

[0060] While this application discloses preferred embodiments as described above, it is not intended to limit the scope of this application. Any changes and modifications can be made by those skilled in the art without departing from the spirit and scope of this application. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall fall within the protection scope defined by the claims of this application.

Claims

1. A slide rail structure (10), characterized in that, The first sliding member (100) comprises a first sliding rail (101). The second sliding member (200) comprises a second sliding rail (201). The connecting member (300) comprises a first sliding part (301) movably connected with the first sliding rail (101), and a second sliding part (302) movably connected with the second sliding rail (201). The slide rail structure (10) has a first state and a second state; in the first state, the first sliding member (100) moves relative to the connecting member (300); when the first sliding member (100) and the connecting member (300) are stuck, the second state is switched; in the second state, the second sliding member (200) moves relative to the connecting member (300). The slide rail structure (10) comprises a plurality of connecting members (300).

2. The slide rail structure (10) according to claim 1, characterized in that, The plurality of connecting members (300) are flexibly connected.

3. The slide rail structure (10) according to claim 2, characterized in that, The end of the plurality of connecting members (300) in the moving direction is provided with a recess (303) and / or a protrusion (304), and the recess (303) of one connecting member (300) is connected with the protrusion (304) of another connecting member (300).

4. The slide rail structure (10) according to claim 2, characterized in that, The first sliding part (301) and the second sliding part (302) are oppositely arranged in the direction perpendicular to the moving direction.

5. The slide rail structure (10) according to claim 1, characterized in that, The friction between the first sliding rail (101) and the first sliding part (301) is smaller than the friction between the second sliding rail (201) and the second sliding part (302) in the first state.

6. The slide rail structure (10) according to claim 1, characterized in that, The first sliding member (100) comprises a first sliding rail (101).

7. A counter thrust device (1) characterized by The second sliding member (200) comprises a second sliding rail (201). The connecting member (300) comprises a first sliding part (301) movably connected with the first sliding rail (101), and a second sliding part (302) movably connected with the second sliding rail (201).

8. A counter thrust device (1) according to claim 7, characterized in that The slide rail structure (10) has a first state and a second state; in the first state, the first sliding member (100) moves relative to the connecting member (300); when the first sliding member (100) and the connecting member (300) are stuck, the second state is switched; in the second state, the second sliding member (200) moves relative to the connecting member (300).

9. A counter thrust device (1) according to claim 7, characterized in that The slide rail structure (10) comprises a plurality of connecting members (300).

10. An aeroengine characterised in that, The plurality of connecting members (300) are flexibly connected. The end of the plurality of connecting members (300) in the moving direction is provided with a recess (303) and / or a protrusion (304), and the recess (303) of one connecting member (300) is connected with the protrusion (304) of another connecting member (300). The first sliding part (301) and the second sliding part (302) are oppositely arranged in the direction perpendicular to the moving direction. The friction between the first sliding rail (101) and the first sliding part (301) is smaller than the friction between the second sliding rail (201) and the second sliding part (302) in the first state. The first sliding member (100) comprises a first sliding rail (101). The second sliding member (200) comprises a second sliding rail (201). The connecting member (300) comprises a first sliding part (301) movably connected with the first sliding rail (101), and a second sliding part (302) movably connected with the second sliding rail (201). The slide rail structure (10) has a first state and a second state; in the first state, the first sliding member (100) moves relative to the connecting member (300); when the first sliding member (100) and the connecting member (300) are stuck, the second state is switched; in the second state, the second sliding member (200) moves relative to the connecting member (300). The slide rail structure (10) comprises a plurality of connecting members (300). The plurality of connecting members (300) are flexibly connected. The end of the plurality of connecting members (300) in the moving direction is provided with a recess (303) and / or a protrusion (304), and the recess (303) of one connecting member (300) is connected with the protrusion (304) of another connecting member (300). The first sliding part (301) and the second sliding part (302) are oppositely arranged in the direction perpendicular to the moving direction. The friction between the first sliding rail (101) and the first sliding part (301) is smaller than the friction between the second sliding rail (201) and the second sliding part (302) in the first state. The first sliding member (100) comprises a first sliding rail (101). The second sliding member (200) comprises a second sliding rail (201). The connecting member (300) comprises a first sliding part (301) movably connected with the first sliding rail (101), and a second sliding part (302) movably connected with the second sliding rail (201). The slide rail structure (10) has a first state and a second state; in the first state, the first sliding member (100) moves relative to the connecting member (300); when the first sliding member (100) and the connecting member (300) are stuck, the second state is switched; in the second state, the second sliding member (200) moves relative to the connecting member (300). The slide rail structure (10) comprises a plurality of connecting members (300). The plurality of connecting members (300) are flexibly connected. The end of the plurality of connecting members (300) in the moving direction is provided with a recess (303) and / or a protrusion (304), and the recess (303) of one connecting member (300) is connected with the protrusion (304) of another connecting member (300). The first sliding part (301) and the second sliding part (302) are oppositely arranged in the direction perpendicular to the moving direction. The friction between the first sliding rail (101) and the first sliding part (301) is smaller than the friction between the second sliding rail (201) and the second sliding part (302) in the first state.

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