Aeroengine pipe support

Abstract

The utility model relates to an aero-engine pipeline support, which comprises an inner layer support, a comb tooth structure, the comb tooth structure comprising a plurality of comb teeth located in the same plane, and an outer layer support having a tooth groove on the side facing the inner layer support, which is matched with the comb teeth. The comb teeth are adapted to be embedded in the tooth groove to form an integrated structure with the inner layer support and the outer layer support. The material hardness of the outer layer support is greater than that of the inner layer support. The aero-engine pipeline support can effectively absorb the vibration load of the aero-engine and improve the impact resistance under high-energy impact load.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of aero-engine, especially relates to an aero-engine pipeline support. BACKGROUND

[0002] The aero-engine has a large number of pipelines, the pipelines are connected with the engine through a support, oil or air is passed through the pipelines, the weight of the pipelines includes the weight of the pipeline body and the weight of the internal material, under the vibration load of the working state of the aero-engine, the force acting on the pipeline support is very small; at the same time, the pipeline support is limited by processing technology, buckling and the like, in order to ensure the working reliability, the pipeline support cannot be designed to be very thin, therefore, there is a large amount of strength redundancy of the pipeline support material under the working load, under the high-energy impact of bird strike and the like of the aero-engine, the material bearing capacity cannot be fully played, and there is a risk of failure (for example, in the whole engine blade flying test of GE90 engine, a plurality of pipelines are broken due to the failure of the pipeline support).

[0003] Figure 1 The structure diagram of the pipeline support system of the prior art aero-engine is shown. The external pipeline of the aero-engine includes air pipes, oil pipes and fuel pipes, and is basically a circular ring structure. The pipeline 101 is connected with the pipeline support 103 through the clamp 102. The pipeline support 103 is fixed on the aero-engine casing through bolts. The pipeline support 103 includes but is not limited to Z-shaped structure and L-shaped structure, and the pipeline support 103 is formed by sheet metal, and the thickness of each section is usually the same. Each section is a plane, which can be rectangular or trapezoidal, and the sections are usually connected by a round corner.

[0004] It is urgent to provide a new support form, aiming at solving the following problems:

[0005] 1. The aero-engine pipeline support has a very large strength margin under normal working load (mainly vibration load), but cannot be thinned due to the limitation of processing technology and the like;

[0006] 2. When the aero-engine is subjected to high-energy impact load, the pipeline support has a risk of failure, thereby causing the pipeline to be broken, and there is a possibility of disastrous consequences;

[0007] 3. The redundant strength margin of the pipeline support leads to the overweight of the aero-engine. CONTENT OF THE UTILITY MODEL

[0008] In view of the above problems of the prior art, the utility model provides an aero-engine pipeline support, which can effectively absorb the vibration load of the aero-engine and improve the impact resistance under high-energy impact load.

[0009] Specifically, the utility model provides an aero-engine pipeline support with a bending structure, comprising:

[0010] The inner layer support has a comb structure comprising a plurality of combs in the same plane;

[0011] The outer layer support is provided with tooth grooves on the side facing the inner layer support, which are matched with the combs;

[0012] The combs are adapted to be embedded in the tooth grooves to make the inner layer support and the outer layer support integrated, and the material hardness of the outer layer support is greater than that of the inner layer support.

[0013] According to an embodiment of the present application, the plurality of combs are arranged in parallel and at intervals, and the gap distance of adjacent combs is equal.

[0014] According to an embodiment of the present application, the plurality of combs have the same or different lengths.

[0015] According to an embodiment of the present application, the comb structure is trapezoidal, and the sum of the bottom gap distance between adjacent combs is greater than the sum of the top gap distance.

[0016] According to an embodiment of the present application, the two side combs of the comb structure are inclined upward and inward.

[0017] According to an embodiment of the present application, the outer layer support is made of stainless steel or high-temperature alloy steel, and the inner layer support is made of titanium alloy or aluminum alloy.

[0018] According to an embodiment of the present application, in the assembled state, a gap is formed between the top of the comb and the inner wall of the groove.

[0019] According to an embodiment of the present application, the gap is filled with damping energy-absorbing material.

[0020] According to an embodiment of the present application, the damping energy-absorbing material is one of rubber, plastic, and a blend of rubber and plastic.

[0021] According to an embodiment of the present application, the surface roughness of the outer layer support and the inner layer support is Ra16-Ra32.

[0022] The aviation engine pipeline support provided by the present application absorbs the vibration load of the aviation engine through the structural cooperation of the outer layer support and the inner layer support, and absorbs the impact energy through the difference in material hardness of the outer layer support and the inner layer support, thereby improving the reliability of the pipeline support under extreme load.

[0023] It should be understood that the above general description and the following detailed description of the present application are exemplary and illustrative, and are intended to provide further explanation of the described present application. BRIEF DESCRIPTION OF DRAWINGS

[0024] The accompanying drawings are included to provide a further understanding of the present invention. They are incorporated in and constitute a part of this application. The drawings illustrate embodiments of the present invention and, together with this specification, serve to explain the principles of the present invention. In the drawings:

[0025] Figure 1 A schematic diagram of the structure of an aero-engine piping support system in the prior art is shown.

[0026] Figure 2A A schematic diagram of the structure of an aircraft engine pipeline support according to an embodiment of the present invention is shown.

[0027] Figure 2B yes Figure 2A A schematic diagram of the outer support structure.

[0028] Figure 2C yes Figure 2A A schematic diagram of the inner support structure.

[0029] Figure 3 A schematic diagram of the inner support structure of an aircraft engine pipeline support according to another embodiment of the present invention is shown.

[0030] Figure 4A A schematic diagram of the outer support of an aircraft engine pipeline support according to another embodiment of the present invention is shown.

[0031] Figure 4B A schematic diagram of the outer support of an aircraft engine pipeline support according to another embodiment of the present invention is shown.

[0032] Figure 5 A partial schematic diagram of an aircraft engine piping bracket according to another embodiment of the present invention is shown.

[0033] Figure 6A yes Figure 2A The diagram shows the deformation and energy absorption of an aero-engine pipe support under impact load.

[0034] Figure 6B yes Figure 6A A schematic diagram of the deformation and energy absorption of the inner support structure.

[0035] The above figures include the following reference numerals:

[0036] Pipe support 200

[0037] Inner support 210

[0038] Comb teeth 211

[0039] Outer support 220

[0040] tooth groove 221

[0041] gap 230

[0042] damping energy-absorbing material 240 DETAILED DESCRIPTION

[0043] It should be noted that the embodiments and features of the embodiments in the present application can be combined with each other without conflict.

[0044] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative, but not as any limitation on the present application and its application or use. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0045] It should be noted that the terms used herein are only intended to describe specific embodiments, and are not intended to limit the exemplary embodiments according to the present application. As used herein, the singular form is intended to include the plural form, unless the context clearly indicates otherwise, and it should also be understood that when the terms "comprise" and / or "include" are used in the specification, there is a presence of the features, steps, operations, devices, components and / or combinations thereof.

[0046] Unless specifically stated otherwise, the relative arrangements of the components and steps illustrated in these embodiments and the numerical expressions and values set forth herein are not limiting of the scope of the present application. It should be understood that the various parts of the drawings are not necessarily drawn to scale, and that, for the purpose of convenience and clarity, not all components can be shown in a given figure. Techniques, methods, and devices known to those of ordinary skill in the art can not be discussed in detail, but rather can be assumed to be known by those of ordinary skill in the art. In the examples shown and discussed herein, any specific values should be interpreted as merely illustrative, and not as a limitation on the scope of the exemplary embodiments. Thus, other examples of the exemplary embodiments can have different values. It should be noted that like reference numerals and letters refer to like items throughout the several views of the drawings, and thus, once an item is defined in one view, it need not be further discussed in subsequent views.

[0047] In the description of the present application, it needs to be understood that the orientation words such as "front, back, up, down, left, right", "transverse, vertical, perpendicular, horizontal" and "top, bottom" and the like indicated orientation or position relationship is generally based on the orientation or position relationship shown in the drawings, only for the convenience of describing the present application and simplifying the description, without making the opposite statement, these orientation words do not indicate and imply that the device or element indicated must have a particular orientation or be constructed and operated in a particular orientation, therefore, it cannot be understood as a limitation on the scope of protection of the present application; the orientation words "inner, outer" refer to the inner and outer of the contour of each component itself.

[0048] For the convenience of description, spatial relative terms such as "over", "above", "upper surface", "upper" and the like can be used herein to describe the spatial position relationship of one device or feature with other devices or features as shown in the drawings. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation of the device described in the drawings. For example, if the device in the drawing is inverted, the device described as "above" or "over" other devices or structures will be positioned "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below" orientations. The device can also be positioned 90 degrees or in other orientations in other different ways, and the spatial relative description used herein is interpreted accordingly.

[0049] In addition, it needs to be pointed out that the use of "first", "second" and the like to define parts is only for the convenience of distinguishing the corresponding parts, and the above words have no special meaning unless otherwise stated, therefore, it cannot be understood as a limitation on the scope of protection of the present application. In addition, although the terms used in the present application are selected from the commonly known and used terms, some terms mentioned in the specification of the present application may be selected by the applicant according to his or her judgment, and the detailed meaning of each term is described in the relevant part of the description. In addition, the present application is required to be understood not only by the actual terms used, but also by the meaning implied by each term.

[0050] Figure 2A The structure schematic diagram of the pipeline support of the aero-engine is shown. Figure 2B The structure schematic diagram of the outer support in the aero-engine pipeline support is shown. Figure 2A The structure schematic diagram of the outer support in the aero-engine pipeline support is shown. Figure 2C The structure schematic diagram of the outer support in the aero-engine pipeline support is shown. Figure 2AFig. 1 is a structural schematic diagram of an inner layer support in an aero-engine pipeline support. As shown in the figure, the aero-engine pipeline support 200 with a bending structure mainly comprises an inner layer support 210 and an outer layer support 220. The bending structure includes but is not limited to a Z-shaped structure, an L-shaped structure. The bending structure is formed by sheet metal forming, and the thickness of each section of the bending structure is usually the same, each section is a plane, which can be rectangular or trapezoidal, and the sections are usually connected by a round corner transition.

[0051] The inner layer support 210 has a comb structure. The comb structure comprises a plurality of combs 211 in the same plane.

[0052] The outer layer support 220 is provided with a tooth groove 221 on the side facing the inner layer support 210. The shape, size and depth of the tooth groove 221 are adapted to the combs 211. When assembly is required, the inner layer support 210 and the outer layer support 220 are fitted together, the combs 211 of the inner layer support 210 can be embedded into the tooth groove 221 of the outer layer support 220, and the two are matched with each other to form a stable whole, providing reliable support for the aero-engine pipeline.

[0053] Further, the material hardness of the outer layer support 220 is greater than that of the inner layer support 210. The material of the inner layer support 210 is lighter relative to the outer layer support 220, which can reduce the overall structure weight.

[0054] It should be noted that, under the premise that the combs 211 have sufficient strength, the number of combs 211 is as large as possible and the length of the combs 211 is as large as possible, so that there is a large enough contact area between the inner layer support 210 and the outer layer support 220. When unexpected situations occur, such as bird strikes, fan blade loss and other accidents that produce high-energy impact loads, the impact energy will be conducted along the pipeline support connected to the engine case to the pipeline system, and then dispersed to each point of the pipeline support 200. Due to the lighter material and lower hardness of the inner layer support 210, it will deform first under impact, relying on the deformation of the comb structure to absorb impact energy and avoid excessive stress accumulation, thereby effectively preventing pipeline rupture caused by support material failure and ensuring the safe operation of the aero-engine pipeline.

[0055] In some examples, the plurality of combs 211 are arranged in parallel and spaced apart, and the gap distance between adjacent combs 211 is equal. The equal gap can ensure that the comb structure and the matching tooth groove 221 are more accurate and standardized during manufacturing, reducing the processing difficulty and thereby improving the assembly efficiency and overall stability. When encountering impact load, the uniform gap can make the stress more evenly dispersed during transmission, avoiding stress concentration in local areas, allowing the inner layer support 210 to deform more smoothly through the combs 211, and further ensuring the stability and reliability of the entire pipeline support system.

[0056] In some examples, the plurality of combs 211 have the same length or different lengths. Figure 3 The structure diagram of the inner layer support of the aero-engine pipeline support according to another embodiment of the utility model is shown. As shown in the figure, the plurality of combs 211 have different lengths. This design brings more complex and flexible mechanical properties to the pipeline support 200. After the longer combs 211 are embedded in the tooth grooves 221, the contact area with the outer layer support 220 is larger, and more load can be borne when stress is transmitted. Specifically, the longer combs 211 can generate a larger torque during force transmission. When facing impact loads of different directions and intensities, the combs 211 of different lengths can make the stress be transmitted and dispersed in a hierarchical manner along the combs 211 of different lengths according to the actual situation. For example, when subjected to oblique impact, the combs 211 of different lengths can absorb and transfer energy in a certain order and proportion, with the long combs 211 bearing a large part of the initial impact first, and then gradually transmitting the remaining energy to the short combs 211. This hierarchical energy absorption and stress transmission mode can more effectively cope with complex and variable impact situations, making the pipeline support 200 have better adaptability and impact resistance.

[0057] In some examples, the comb structure is trapezoidal, and the sum of the distances of the bottom gaps between adjacent combs 211 is greater than the sum of the distances of the top gaps. Figure 4A The structure diagram of the outer layer support of the aero-engine pipeline support according to another embodiment of the utility model is shown. Figure 4B The structure diagram of the outer layer support of the aero-engine pipeline support according to another embodiment of the utility model is shown. As shown in the figure, the trapezoidal combs 211 make the sum of the distances of the bottom gaps between adjacent combs 211 greater than the sum of the distances of the top gaps. This design makes the combs 211 form a more stable support structure at the bottom after being embedded in the tooth grooves 221 of the outer layer support 220. When subjected to impact loads, the larger bottom gaps leave more buffer space below, so that the bottom of the comb 211 can deform moderately first to buffer part of the impact force. For the stress conduction path, since the top gap is relatively small, the stress is more easily transmitted upward along the side surface of the comb 211 when impact occurs, promoting the entire comb structure to deform cooperatively faster and disperse energy to a larger range. Moreover, compared with the arrangement of combs 211 with equal gaps, this trapezoidal comb 211 layout can avoid stress concentration in a weak link, allowing energy to flow more evenly between different combs 211, ultimately improving the toughness of the entire pipeline support 200 against high-energy impact loads.

[0058] In some examples, the two sides of the comb tooth structure 211 are inclined upward and inward. When encountering impact load, the inward inclination trend can cause the impact force to converge in a certain direction. Under the action of the impact force, the inclined comb tooth 211 can guide the energy inward, avoid energy diffusion, cause the local support to bear excessive stress, and effectively enhance the stress concentration control ability of the entire comb tooth structure. In the assembly process, the comb tooth 211 inclined upward and inward helps to achieve a more compact nesting effect. Due to the existence of the inclination angle, the comb tooth 211 and the inner wall of the tooth groove 221 form a more fitted contact state, which plays a stable clamping role on the comb tooth 211 in the middle from both sides, makes the inner layer support 210 and the outer layer support 220 combine more firmly, and greatly reduces the possibility of loosening and displacement of the two in the high-frequency vibration and strong impact environment of the engine.

[0059] In some examples, the outer layer support 220 is made of stainless steel or high-temperature alloy steel, and the inner layer support 210 is made of titanium alloy or aluminum alloy. Stainless steel has excellent corrosion resistance and can resist chemical corrosion caused by fuel, water vapor, impurities and the like in the operating environment of the aero-engine, and can maintain the stability of its structure for a long time. High-temperature alloy steel has excellent heat resistance. Even in the super-high temperature environment generated by the engine, it can still maintain high strength to ensure that the support will not soften and deform due to high temperature. The inner layer support 210 is made of titanium alloy or aluminum alloy. Titanium alloy has the dual advantages of high strength and low density, which means that it can withstand a certain degree of impact and load without adding too much weight to the overall pipeline support 200, meeting the stringent requirements of the aviation field for weight reduction of parts. Aluminum alloy is lighter in quality, can greatly reduce the self-weight of the inner layer support 210 while ensuring a certain structural strength, and has good processing performance, making manufacturing more accurate and efficient.

[0060] Figure 5 A partial schematic view of an aero-engine pipeline support of another embodiment of the utility model is shown. As shown in the figure, in some examples, in the assembled state, a gap 230 is formed between the top of the comb tooth 211 and the inner wall of the groove. The gap 230 can provide a certain deformation space for the comb tooth 211 when subjected to impact load. When a high-energy impact event such as bird strike or fan blade loss occurs, the comb tooth 211 of the inner layer support 210 will deform. At this time, the gap 230 between the top of the comb tooth 211 and the inner wall of the groove leaves enough freedom space for the relative movement of the inner layer support 210 and the outer layer support 220 under the vibration load, allowing the comb tooth 211 to deform moderately in this space, thereby effectively absorbing impact energy and preventing the support from being damaged due to instantaneous excessive stress.

[0061] Preferably, the gap 230 is filled with a damping energy-absorbing material 240. The damping energy-absorbing material 240 generally has special viscoelastic properties, which are equivalent to a spring connection structure between the top of the inner layer support 210 and the outer layer support 220 from the perspective of structural mechanics. That is, it is equivalent to the compression or stretching of a spring to absorb vibration energy. When subjected to a sudden high-energy impact load, such as bird strike, the inner layer support 210 will deform rapidly and press against the inner wall of the groove. At this time, the damping energy-absorbing material 240 filled in the gap 230 will gradually convert the impact energy into heat energy and dissipate it, thereby buffering the violent collision between the comb teeth 211 and the groove, avoiding stress concentration on the support structure caused by the impact force, and greatly reducing the risk of cracks and damage to the support material. At the same time, in daily operation, the damping energy-absorbing material 240 filled in the gap 230 can weaken the resonance effect caused by high-frequency vibration between the inner layer support 210 and the outer layer support 220, reduce the friction noise between components, and make the working environment of the pipeline support 200 more stable and quiet. Preferably, the damping energy-absorbing material 240 is one of rubber, plastic, and a blend of rubber and plastic. It should be noted that the width of the gap 230 is designed to eliminate the deformation of the damping energy-absorbing material 240 under impact load and produce a large enough deformation, which is obtained through simulation calculation and optimization design.

[0062] In some examples, the surface roughness of the outer layer support 220 and the inner layer support 210 is Ra16~Ra32. From the perspective of assembly, this roughness range of the outer layer support 220 and the inner layer support 210 is beneficial to the assembly process of the support. When the comb teeth 211 of the inner layer support 210 are matched with the tooth groove 221 of the outer layer support 220, appropriate roughness can increase the friction between them. For example, at the initial stage of assembly, slightly rough surfaces can prevent the comb teeth 211 from easily sliding in the tooth groove 221, which is helpful for positioning and installation operations, and ensures that the comb teeth 211 can be accurately embedded in the appropriate position of the tooth groove 221.

[0063] Figure 6A is Figure 2A a schematic diagram of the deformation and energy absorption of the aero-engine pipeline support 200 under impact load. Figure 6B is Figure 6A a schematic diagram of the deformation and energy absorption of the inner layer support 210 in the aero-engine pipeline support 200. As shown in the figure, it is one of the typical deformation modes of the aero-engine pipeline support 200. When the pipeline support 200 deforms under impact load, the inner layer support 210 will deform first due to its relatively low hardness, which has a damping effect. The double-layer double-material aero-engine pipeline support 200 adopts an equal stress design, so that the impact load can act relatively uniformly on each position of the pipeline support 200, thereby improving its ability to resist impact load.

[0064] As is apparent to those skilled in the art, various modifications and changes can be made to the above-described exemplary embodiments of the present application without departing from the spirit and scope of the present application. Therefore, it is intended that the present application cover modifications and changes as long as they come within the scope of the appended claims and their equivalents.

Claims

1. An aircraft engine conduit support having a bent structure, characterized by, The application relates to a bracket, comprising: an inner layer bracket with a comb structure, the comb structure comprising a plurality of combs in the same plane; an outer layer bracket with tooth grooves on the side facing the inner layer bracket, the tooth grooves being matched with the combs; the combs being adapted to be embedded in the tooth grooves to make the inner layer bracket and the outer layer bracket integrated, the material hardness of the outer layer bracket being greater than that of the inner layer bracket.

2. The aircraft engine conduit support of Claim 1, wherein, The plurality of combs are arranged in parallel and at intervals, and the gap distance of adjacent combs is equal.

3. The aircraft engine conduit support of claim 2, wherein, The lengths of the plurality of combs are the same or different.

4. The aircraft engine conduit support of Claim 1, wherein, The comb structure is in a trapezoidal shape, and the sum of the bottom gap distances between adjacent combs is greater than the sum of the top gap distances.

5. The aircraft engine conduit support of claim 4, wherein, The two side combs of the comb structure are inclined upward and inward.

6. The aircraft engine conduit support of Claim 1, wherein, The outer layer bracket is made of stainless steel or high-temperature alloy steel, and the inner layer bracket is made of titanium alloy or aluminum alloy.

7. The aircraft engine conduit support of claim 1, wherein, In the assembled state, a gap is formed between the top of the comb and the inner wall of the groove.

8. The aircraft engine conduit support of claim 7, wherein, The gap is filled with damping and energy-absorbing material.

9. The aircraft engine conduit support of claim 8, wherein, The damping and energy-absorbing material is one of rubber, plastic and a blend of rubber and plastic.

10. The aircraft engine conduit support of claim 1, wherein, The surface roughness of the outer layer bracket and the inner layer bracket is Ra16-Ra32.

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