Installation device for flight system integration

Abstract

An installation device for flight-launch system integration is located between an aircraft wing and an engine and used for system integration of an aircraft and the engine, and is characterized by comprising at least three supporting rods, one ends of the at least three supporting rods are installed on the aircraft, the other ends of the at least three supporting rods are provided with the engine, and the supporting rods are arranged on the aircraft wing. Two of the at least three supporting rods are positioned behind the course and one of the at least three supporting rods other than the two supporting rods is positioned in front of the course in the course of the aircraft. Therefore, a three-point supporting integrated configuration mode is used for replacing a traditional large frame, the weight of the aircraft can be reduced, the economical efficiency can be improved, the maintenance space of a flying launch structure, equipment and pipelines can be enlarged, and the flying launch design difficulty is greatly reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of civil passenger aircraft, in particular to a mounting device for system integration of an aircraft and an engine. BACKGROUND

[0002] The mounting position of the engine is crucial to the performance, safety and maintenance of the aircraft. Generally, the design of the engine mounting position is closely related to the overall structure, aerodynamic performance and flight mission of the aircraft. In order to solve the compatibility problem of the aircraft and the engine, for example, the current known integrated design of aircraft and engine. However, although the integrated design of aircraft and engine is optimized for the mutual relationship between the aircraft and the engine, thereby improving the efficiency of the aircraft, it also faces many challenges such as system complexity and reliability, and it is still difficult to become the mainstream design in civil passenger aircraft. Therefore, how to realize the system integration of the aircraft and the engine in the civil passenger aircraft has gradually become an important issue.

[0003] At present, large civil passenger aircraft generally adopt wing-mounted engines, that is, engines are mounted under the wings of large passenger aircraft through suspension devices. Since the engines are mounted under the wings (for example, near the wing root) through the suspension devices, the suspension devices directly transmit the weight and thrust of the engines and are one of the most stressed components on the aircraft. Therefore, the suspension devices are usually made of high-strength titanium alloy or alloy steel and adopt a box beam structure, thereby having high strength and stiffness. However, if the engines are directly mounted on the suspension devices, it will make the design of the suspension devices more difficult, so the engines are usually mounted on the suspension devices of the aircraft through a frame structure, thereby releasing the design freedom of the suspension devices. In addition, considering the emergency measures in case of serious engine failure (for example, engine fire or rotor runaway), the engine should also avoid being directly mounted on the suspension device.

[0004] In view of this, in the current domestic civil passenger aircraft, as shown in FIG. 1, a large frame 100 is usually designed at the bottom of the suspension device 200 of the aircraft, and the engine is mounted on the aircraft through the large frame 100. In this way, by mounting the large frame 100, not only the system integration of the aircraft and the engine is realized, but also the internal space surrounded by the large frame 100 provides suitable installation space and safety guarantee for the air source, fire protection, EWIS and other systems. However, the large frame 100 generally weighs more than 10 kg and occupies a large space, and it is difficult to be compatible with common types of engines (for example, C-type reverse thrust engines). Figure 5

[0005] ​In addition, since the engine is usually indirectly mounted on the suspension device 200 via a large frame 100 arranged therebetween, and finally mounted on the aircraft wing, the suspension device 200 itself needs to bear a huge load during flight, and the large frame 100 for safety isolation further aggravates the burden of the suspension device 200, and limits the mounting mode of the engine and occupies the mounting space of the engine, thereby not only making the strength requirement of the suspension device 200 more stringent, but also limiting the matching design of the aircraft and the engine.

[0006] Therefore, from the perspective of improving the efficiency of the aircraft or optimizing the matching design of the aircraft and the engine, etc., it is urgent to improve. Content of the utility model

[0007] Technical problems solved by the utility model

[0008] The present application is formed to solve the above technical problems, and aims to provide an installation device for realizing system integration of an aircraft and an engine through a simple structure.

[0009] Technical solutions for solving the technical problems

[0010] The present application provides an installation device for system integration of an aircraft and an engine, which is located between the aircraft wing and the engine and is used for system integration of the aircraft and the engine, wherein at least three struts are included, one end of the at least three struts is mounted on the aircraft, the other end of the at least three struts is mounted with the engine, and the at least three struts are arranged in a manner that two of the at least three struts are located behind the heading, and one of the at least three struts is located in front of the heading.

[0011] By means of this, the three-point support integration arrangement replaces the traditional large frame, which not only reduces the weight of the aircraft and improves the economy, but also expands the maintenance space of the aircraft and engine structure, equipment and pipelines, and greatly reduces the design difficulty of the aircraft and engine.

[0012] Preferably, the at least three struts are arranged to enable the FAV system mounted between the aircraft wing and the engine to pass through the containing space surrounded thereby.

[0013] Preferably, the distance between the one strut located in front of the heading and the two struts located behind the heading is at least the length of the heading after the FAV system is mounted.

[0014] By means of this, the FAV system can be integrated on the installation device, so as not to hinder multiple functions such as fire detection, fire extinguishing, vibration control and structural safety.

[0015] Preferably, an engine mounting portion for mounting an engine is formed near the other end of the at least three struts.

[0016] Preferably, the engine mounting portion protrudes forward of the heading from the other end of one strut located forward of the heading.

[0017] Preferably, the engine mounting portion is formed in a manner of connecting between two struts located rearward of the heading and protruding rearward of the heading.

[0018] By means of this, by providing an additional support mounting structure for the engine, the engine mounting portion can be flexibly replaced or adjusted to adapt to more types of engines.

[0019] Preferably, the other ends of the at least three struts are connected to each other by a mounting plate.

[0020] By means of this, the plurality of struts can be connected by the mounting plate to form an integration, so as to reinforce the mounting device and make it less likely to be deformed during the take-off and landing of the aircraft.

[0021] Preferably, the mounting plate is kept at a certain angle of inclination relative to the horizontal plane in the heading.

[0022] By means of this, since condensate water can be generated by the structure and system near the mounting device, by keeping the mounting plate as the bottom surface at a certain angle of inclination relative to the horizontal plane, the discharge of waste liquid can be facilitated.

[0023] Preferably, a detector mounting portion for mounting a detector system cable is formed at the bottom of the mounting plate.

[0024] By means of this, by configuring the detector at a position close to the engine, the safety can be improved by responding to the fire quickly.

[0025] Preferably, an EWIS mounting portion for mounting an EWIS system cable and joint is formed between the two struts located rearward of the heading.

[0026] By means of this, the space can be reasonably utilized, and the compactness of the structure can be realized. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 is a perspective view showing a mounting device for fly-by-wire system integration according to an embodiment of the present application;

[0028] Figure 2 is a perspective view showing a mounting device for fly-by-wire system integration according to an embodiment of the present application;

[0029] Figure 3 is a left view of the mounting device for fly-by-wire system integration from the left side of the heading in a mounted state;

[0030] Figure 4 FIG. 7 is a right view of the installation device for the flight engine system integration, viewed from the right side of the heading in the installed state;

[0031] Figure 5 FIG. 1 is a perspective view showing a large frame of the related art.

[0032] Symbol explanation:

[0033] 1 - first strut; 2 - second strut; 3 - third strut; 4 - mounting plate; 5 - engine first mounting portion; 6 - engine second mounting portion; 7 - EWIS mounting portion; 8 - probe mounting portion; S - accommodation space;

[0034] 100 - large frame; 200 - suspension device. DETAILED DESCRIPTION

[0035] The present application will be further described below in conjunction with the following embodiments, and it should be understood that the following embodiments are only used to illustrate the present application, but not to limit the present application. The same or corresponding reference numerals in the drawings represent the same components, and repeated description is omitted. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts fall within the scope of protection of the present application.

[0036] In the description of the present application, it should be noted that the terms "first", "second", "third" are only used for description purposes, and cannot be understood as indicating or implying relative importance. The orientations or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like are based on the orientations or positional relationships shown in the drawings, and are only used for the purpose of facilitating the description of the present application and simplifying the description, and cannot be understood as limiting the present application. The terms "mounting", "connecting", "connection" should be interpreted broadly, and for those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0037] Here, the present application proposes an installation device for the flight engine system integration (hereinafter sometimes referred to as "installation device") installed below the suspension device 200 under the wing, and an engine is installed below the installation device, so as to realize the system integration of the airplane and the engine, and further replace the large frame 100 and effectively solve the above-mentioned various problems. Hereinafter, since the structures on both sides of the airplane are axisymmetric, only the wing (for example, the right wing) on one side of the heading will be described hereinafter. In addition, the "heading" referred to in the present application refers to the direction towards which the airplane is heading when it is sailing. In addition, the "system integration of the airplane and the engine" referred to in the present application refers to the functional and structural integration between the main system of the airplane and the system of the engine.

[0038] Specifically, as shown in FIG. 7, the installation device for the flight engine system integration includes a first strut 1, a second strut 2, a third strut 3, a mounting plate 4, an engine first mounting portion 5, an engine second mounting portion 6, an EWIS mounting portion 7, a probe mounting portion 8, and an accommodation space S. Figures 1 to 4As shown, the mounting device of the embodiment of the present application includes a first strut 1, a second strut 2, a third strut 3, and a mounting plate 4. In the embodiment, the three struts are arranged in a substantially parallel manner. One end (the upper end in the drawing) of the three struts is fixedly connected to the suspension device of the aircraft, and the other end (the lower end in the drawing) of the three struts is fixedly connected to the engine, thereby realizing the system integration of the aircraft and the engine. Among them, the first strut 1 and the second strut 2 are located at the rear of the heading direction of the aircraft, and the position and shape can be symmetrically arranged, used to bear the weight and operating load of the engine, and used to provide structural strength and stability to avoid structural deformation. In addition, the third strut 3 is located at the front of the heading direction of the aircraft. Thus, the three struts form a structure similar to a vertical three-prism, which collectively encloses a relatively open containing space S.

[0039] In the containing space S, at least part of the FAV system (Fire and Anti-Vibration System, fire and anti-vibration system) 10 is contained, in other words, the FAV system is installed between the aircraft wing and the engine in a manner passing through the containing space S. In detail, the FAV system is a composite system used on an aircraft, which ensures that the aircraft can cope with fire, vibration and other risks during flight and landing, etc., to ensure flight safety, so it is one of the largest devices installed between the engine and the aircraft. In the prior art, the FAV system is often wrapped by a large frame to realize integration, but in this way, the weight increases and the configuration space of other systems becomes very narrow and limited.

[0040] In view of this, in the embodiment, the three struts are arranged in a manner of two rear and one front, which not only provides sufficient mechanical strength, but also effectively disperses the structural burden and improves the overall stability of the device. Thus, the spacing between the three struts is flexible and adjustable, and can be adaptively adjusted according to the size of the large equipment installed nearby, such as the FAV system. For example, the spacing (sometimes also referred to as heading spacing) of the three struts in the heading direction is preliminarily determined by increasing 10-30 mm on the maximum length of the heading direction after the FAV system is installed. In addition, in the wing-suspended engine, the configuration of the reverse thrust rod installed near the reverse thrust device of the engine can also be considered, and the spacing can be appropriately adjusted. As long as the heading spacing of the third strut 3 relative to the first strut 1 and the second strut 2 is at least above the maximum length of the heading direction after the FAV system is installed. The ground projection length of the heading length and the heading spacing can also be used for configuration.

[0041] Further, an EWIS mounting portion 7 can be provided at the other end of the three struts. The EWIS system (Electrical Wiring Interconnection System) 20 is an integrated electrical wiring system on the airplane, including a large number of cables and connectors and other related accessories, and the rational arrangement thereof is particularly important. In the present embodiment, the EWIS mounting portion 7 is provided between the first strut 1 and the second strut 2, and specifically, the EWIS mounting portion 7 is formed to connect between the first strut 1 and the second strut 2 and protrude from the other end of the first strut 1 and the second strut 2 to the rear of the flight line. In this way, the complex cables and connectors in the EWIS system can be well accommodated, and the space can be fully utilized.

[0042] Further, an engine mounting portion can be provided near the other end of the three struts. In the present embodiment, engine mounting portions are provided in front of and behind the heading direction, i.e., an engine first mounting portion 5 provided at the other end of the third strut 3, and an engine second mounting portion 6 provided between the other ends of the first strut 1 and the second strut 2. More specifically, the engine first mounting portion 5 protrudes from the other end of the third strut 3 to the front of the flight line, and the engine second mounting portion 6 is formed to connect between the first strut 1 and the second strut 2 and protrude to the rear of the heading direction. In addition, in the present embodiment, since the EWIS mounting portion 7 is also present, the engine second mounting portion 6 is moved upward along the first strut 1 and the second strut 2 to make room for the EWIS mounting portion 7. In this way, by providing the engine first mounting portion 5 and the engine second mounting portion 6, in addition to providing stable support for the engine, more types of engines (e.g., C-type reverse thrust engines or O-type reverse thrust engines) can be adapted by replacing or adjusting the engine mounting portions.

[0043] Further, the other ends of the three struts can be connected to each other by a mounting plate 4, thereby further increasing the mechanical strength between the three struts and preventing undesired relative displacement or bending between them. Specifically, the mounting plate 4 is formed as a flat plate and can function as a bottom liquid collection box. In addition, the mounting plate 4 is inclined at an inclination angle of 3-8° with respect to the horizontal plane (i.e., the horizontal ground), taking into account the function of the liquid collection box, facilitating the discharge of condensate water or other waste liquid, thereby avoiding the potential impact of accumulated water or a humid environment on the device or other systems. Preferably, the mounting plate 4 is inclined at an inclination angle of about 5° with respect to the horizontal plane, thereby effectively utilizing the action of gravity and further facilitating the discharge of waste liquid or condensate water.

[0044] Further, a detector mounting portion 8 can be formed between the bottom of the mounting plate 4 and the gap of the engine, for mounting the fire detection line and other accessories of the detection system 30. Since the fire detection line is arranged very close to the engine and is convenient to connect with the EWIS cable, not only the cable length is shortened and the space utilization is improved, but also the fast transmission of the detection signal is ensured, providing the pilot or maintenance personnel with the first-time safety warning information, so as to ensure the fast response when the engine fire occurs and enhance the safety of the system. Thus, the demand for engine fire detection is met, the space configuration is further optimized, and the system integration function of the mounting device is enhanced.

[0045] It should be understood that the above is only one embodiment of the present application, and the number and position of the mounting portions are not necessarily as described above. The number and position of the mounting portions can be increased or adjusted according to the configuration of the specific equipment and system, and the like, which can be easily realized by those skilled in the art, and thus will not be described here.

[0046] As can be seen, according to the mounting device of the present application, through the reasonable distribution of the three struts, two at the back and one at the front, not only the structural complexity and the overall weight of the structure can be reduced, but also reliable mechanical support can be provided without damaging the mechanical strength. Not only the integration of the engine and the aircraft can be realized, but also the arrangement of each system near the engine can be accurately planned, ensuring the arrangement of the pipelines and cables, meeting the functional requirements, avoiding interference or mutual influence, and ensuring the stability and safety of the system operation.

[0047] In addition, the mounting device of the present application is not only simple and light, but also has high adaptability and universality. Only simple debugging is required to ensure that each system is adapted to other aircraft components after integration, avoiding space conflicts.

[0048] In addition, the open accommodation space surrounded by the three struts can be used as a personnel operation and maintenance space, so that they have enough space to operate by hand or perform regional maintenance. It can also be used as a coordinated configuration space for various systems near the engine, so that the degree of freedom of the matching design of the aircraft engine system is higher.

[0049] In addition, the mounting device realizes the reasonable arrangement of the FAV system and other systems or devices (such as the EWIS cable and the fire detection line), taking into account the functional design of fire detection and maintenance convenience.

[0050] In addition, the structure of the three struts is described exemplarily in the present application, but the number of struts is not limited to three, for example, it can be four or more, as long as three of them meet the above configuration.

[0051] The above detailed description sets forth the purpose, technical solutions and beneficial effects of the present application. It should be understood that the above is only one specific embodiment of the present application, and is not limited to the protection scope of the present application. Without departing from the basic principles of the present application, the present application can be embodied in various forms. Therefore, the embodiments in the present application are used for illustration and not limitation. Since the scope of the present application is defined by the claims and not by the specification, and all changes falling within the scope defined by the claims, or within the equivalent scope of the defined scope, should be understood as included in the claims. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. An installation device for a fly-by-wire system integration, which is located between a wing of an aircraft and an engine and is used for system integration of the aircraft and the engine, characterized in that, The mounting device includes at least three struts, one end of which is mounted to the aircraft, the other end of which is mounted with the engine, and is configured in such a manner that two of the at least three struts are located behind the heading and one of the at least three struts is located in front of the heading in the heading direction of the aircraft.

2. The mounting device according to claim 1, wherein The at least three struts are configured to enable the FAV system mounted between the aircraft wing and the engine to pass through from the accommodation space surrounded thereby.

3. The mounting device according to claim 2, wherein The one of the at least three struts located in front of the heading is spaced apart from the two of the at least three struts located behind the heading by a heading distance of at least the length of the heading after the FAV system is mounted.

4. The mounting device according to claim 1, wherein An engine mounting portion for mounting the engine is formed near the other end of the at least three struts.

5. The mounting device according to claim 4, wherein The engine mounting portion protrudes in front of the heading from the other end of the one of the at least three struts located in front of the heading.

6. The mounting device according to claim 4, wherein The engine mounting portion is formed in such a manner as to connect between the two of the at least three struts located behind the heading and protrude in back of the heading.

7. The mounting device according to claim 1, wherein The other ends of the at least three struts are connected to each other by a mounting plate.

8. The mounting device according to claim 7, wherein The mounting plate is inclined with respect to the horizontal plane.

9. The mounting device according to claim 8, wherein A detector mounting portion for mounting a detector system cable is formed in the bottom of the mounting plate.

10. The mounting device according to claim 1, wherein An EWIS mounting portion for mounting an EWIS system cable and a joint is formed between the two of the at least three struts located behind the heading.

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