Guide lifting appliance for aero-engine

Abstract

The utility model discloses an aero-engine guide lifting appliance, which is mounted on an aircraft hanger and comprises a front lifting beam group, two stabilizer bars and a rear lifting beam group. The airplane hanging interfaces comprise a group of front-end mechanical interfaces, a group of middle mechanical interfaces and a group of rear-end mechanical interfaces. The design of the guide lifting appliance is limited by peripheral parts, and the front end of the guide lifting appliance is spatially constrained by aircraft pipelines, vertical firewalls and engine parts. The guide lifting appliance is divided into a front lifting beam group and a rear lifting beam group according to the form of an airplane hanging interface and the interference condition of peripheral parts. And the front hanging beam group and the rear hanging beam group are connected to an aircraft hanger through the front-end mechanical interface and the rear-end mechanical interface. The two ends of the stabilizer bar are connected with the front hanging beam set and the middle mechanical connector of the airplane crane respectively, and balance of the front hanging beam set is kept in the using process.

Description

Technical Field

[0001] This utility model relates to lifting devices, and more particularly to a guiding lifting device for an aircraft engine. Background Technology

[0002] For airlines, the routine inspection, maintenance, service, and replacement of aircraft engines is an unavoidable and crucial task. The first step in replacing an aircraft engine is the disassembly and installation of the engine onto the aircraft's mounting structure. However, using large lifting equipment such as cranes or single-arm cranes is challenging, both at airport parking positions and in maintenance hangars. Coordinating and deploying such equipment at airport parking positions is difficult and requires a rotation process. Furthermore, if other maintenance work is being carried out simultaneously, the large size of these lifting equipment makes it difficult to access the engine's installation and removal location. Therefore, a sufficiently strong, lightweight, easy-to-operate, and versatile guided lifting device is needed for engine installation and removal.

[0003] Typically, taking the Airbus A320 as an example, the aircraft engine is connected to the aircraft pylon via two mounting sections, one at the front and one at the rear. The pylon is located under the wing near the fuselage. The guiding pylon needs to be installed on the pylon first, and then, depending on the aircraft engine model, the thrust reverser jacket or engine fan cowling is removed. Since the engine itself does not have usable lifting points, an engine transport and storage rack is required. The guiding pylon is used to lift the rack to a suitable position, and after the engine and rack are securely installed, the entire unit is lowered using the guiding pylon. The steps are reversed when installing the engine. The structure of the aircraft pylon determines the mounting holes available for the guiding pylon. Please refer to [link to relevant documentation]. Figure 1 and Figure 2 The interface of the aircraft sling involved in this application is a set of front-end mechanical interfaces, a set of intermediate mechanical interfaces and a set of rear-end mechanical interfaces. Utility Model Content

[0004] This application provides an aircraft engine guide lifting device that can solve the problems of complex operation and long construction time during the disassembly and assembly of existing aircraft engines.

[0005] This application provides an aircraft engine guiding sling, installed on an aircraft sling, the aircraft sling having a set of front-end mechanical interfaces, a set of intermediate mechanical interfaces, and a set of rear-end mechanical interfaces; including:

[0006] The front lifting beam assembly is installed at the front mechanical interface in the middle position, and front hand-cranked hoists are installed on both the left and right sides.

[0007] Two stabilizer bars are located on the left and right sides of the aircraft sling, with their rear ends installed at the middle mechanical interface and their front ends installed at the front suspension beam assembly;

[0008] The rear lifting beam assembly is installed at the rear mechanical interface in the middle position, and a rear hand crank hoist is installed on both the left and right sides.

[0009] In some embodiments, the front lifting beam assembly includes: a middle support plate and two front side beams detachable from the middle support plate; the middle support plate is for mounting the front mechanical interface, and the front side beams are for mounting the front hand-cranked hoist and the stabilizer bar.

[0010] In some embodiments, the rear lifting beam assembly includes: a middle crossbeam and two rear side beams detachable from the middle crossbeam; the middle crossbeam is for installation of the rear mechanical interface, and the rear side beams are for installation of the rear hand-cranked hoist.

[0011] In some implementations, the middle support plate has upper and lower connection points on both the left and right sides. The upper connection point has an inclined upper positioning surface, and the lower connection point has a vertical lower positioning surface.

[0012] In some implementations, one of the upper connection points and the other of the lower connection points of the intermediate support plate is in the form of inserting the front side beam in the left-right direction, while the other is in the form of allowing the front side beam to be inserted in the left-right direction.

[0013] In some implementations, weighing gauges are also connected between the two front hand-cranked hoists and their corresponding front side beams, and between the two rear hand-cranked hoists and their corresponding rear side beams.

[0014] In summary, this application discloses an aircraft engine guiding pylon, installed on an aircraft pylon, comprising a front pylon assembly, two stabilizer bars, and a rear pylon assembly. The aircraft pylon interface consists of a front mechanical interface, a middle mechanical interface, and a rear mechanical interface. The guiding pylon design is constrained by surrounding components, with the front end constrained by the space of aircraft piping, vertical firewalls, and engine components. Based on the aircraft pylon interface and the interference from surrounding components, the guiding pylon is divided into a front pylon assembly and a rear pylon assembly. The front and rear pylon assemblies are connected to the aircraft pylon via the front and rear mechanical interfaces, respectively. The stabilizer bars connect to the front pylon assembly and the middle mechanical interface of the aircraft pylon, respectively, maintaining the balance of the front pylon assembly during use. The beneficial effects are: after the guiding pylon is installed on the aircraft pylon, its structural design avoids interference from the engine thrust reverser and the thrust reverser opening at 44°, allowing for engine lifting and lowering without removing the thrust reverser. This eliminates the need to remove the thrust reverser before engine installation, significantly reducing construction time and manpower and material costs. Attached Figure Description

[0015] 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.

[0016] Figure 1This is a schematic diagram of an aircraft being suspended from a pylon.

[0017] Figure 2 A bottom view of the aircraft being suspended from above;

[0018] Figure 3 This is a schematic diagram of the device installed on an aircraft sling.

[0019] Figure 4 This is a schematic diagram of a stabilizer bar;

[0020] Figure 5 This is a schematic diagram of the front suspension beam assembly;

[0021] Figure 6 This is a schematic diagram showing the disassembled middle support plate and front beam.

[0022] Figure 7 This is a schematic diagram of the rear lifting beam assembly;

[0023] Figure 8 This is a schematic diagram showing the disassembly of the middle crossbeam and the rear side beam.

[0024] In the picture,

[0025] 1. Front lifting beam assembly; 1a. Intermediate support plate; 1a1. First connecting lug; 1a2. Upper connecting point; 1a3. Lower connecting point; 1a4. Upper positioning surface; 1a5. Lower positioning surface; 1b. Front side beam; 1b1. Second connecting lug; 1c. Front hand crank hoist;

[0026] 2. Stabilizer bar; 2a. Fisheye connector;

[0027] 3. Rear lifting beam assembly; 3a. Intermediate crossbeam; 3a1. Third connecting lug; 3a2. Mounting groove; 3a3. Inner bottom wall; 3b. Rear side beam; 3c. Rear hand crank hoist;

[0028] 4. Aircraft sling; 4a. Front mechanical interface; 4b. Middle mechanical interface; 4c. Rear mechanical interface;

[0029] 5. Weighing scale. Detailed Implementation

[0030] 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.

[0031] Please see Figure 3 An aircraft engine guiding pylon, installed on an aircraft pylon 4, includes a front pylon assembly 1, two stabilizer bars 2, and a rear pylon assembly 3. That is, the description of the guiding pylon is based on the scenario where the guiding pylon is installed on the aircraft pylon 4.

[0032] Please see Figure 1 and Figure 2 The aircraft pylon 4 has three sets of interfaces: a front mechanical interface 4a, a middle mechanical interface 4b, and a rear mechanical interface 4c. More specifically, all three sets of interfaces can be in the form of connecting lugs.

[0033] Please see Figure 1 , Figure 3 and Figure 5 The front lifting beam assembly 1 is mounted at the middle position of the front mechanical interface 4a. More specifically, there can be two front mechanical interfaces 4a, and correspondingly, the middle position of the front lifting beam assembly 1 has two first connecting lugs 1a1, which can be connected by pins. A front hand-cranked hoist 1c is mounted on both the left and right sides of the front lifting beam assembly 1.

[0034] Please see Figure 3 The two stabilizer bars 2 are located on the left and right sides of the aircraft pylon 4. That is to say, there are two intermediate mechanical interfaces 4b, one on the left and one on the right side of the aircraft pylon 4. The rear end of the stabilizer bar 2 is installed on the intermediate mechanical interface 4b, and the front end is installed on the front pylon assembly 1.

[0035] Connecting the two front-end mechanical interfaces 4a, for the left stabilizer bar 2, the left front-end mechanical interface 4a, the left middle mechanical interface 4b, and the connection point between the front end of the stabilizer bar 2 and the front suspension beam assembly 1 form a triangular structure. Similarly, the same applies to the left stabilizer bar 2. Through the two stabilizer bars 2, the balance of the front suspension beam assembly 1 is maintained during use.

[0036] Please see Figure 3 and Figure 4 More specifically, the stabilizer bar 2 can be in an inclined state with a higher front end and a lower rear end; the connecting lug of the intermediate mechanical interface 4b is in an inclined state to match the stabilizer bar 2, and the rear end of the stabilizer bar 2 and the connecting lug can be connected by a pin; the front suspension beam assembly 1 is also fixed with two second connecting lugs 1b1, and the front end of the stabilizer bar 2 uses a fisheye joint 2a. Through the movement of the spherical bearing, the pin can easily pass through the second connecting lug 1b1 and the fisheye joint 2a to establish a connection between the front end of the stabilizer bar 2 and the front suspension beam assembly 1.

[0037] More specifically, in order to make the stabilizer bar 2 lighter while ensuring structural strength, 6061 aluminum alloy is used.

[0038] Please see Figure 5 In some embodiments, the front lifting beam assembly 1 includes a central support plate 1a and two front side beams 1b. The two front side beams 1b are detachable from the left and right sides of the central support plate 1a, respectively. The central support plate 1a is used for mounting the front mechanical interface 4a, and the front side beams 1b are used for mounting the front hand-cranked hoist 1c and the stabilizer bar 2.

[0039] As a crucial load-bearing component, the front suspension beam assembly 1 has a significant span in the lateral direction. Compared to a one-piece front suspension beam assembly 1, designing it as a modular assembly makes disassembly and assembly easier. Furthermore, the front side beam 1b is triangular in shape, with its width gradually increasing towards the central support plate 1a in the vertical direction, balancing the lightweight design of the front side beam 1b with the stability of the connection between the front side beam 1b and the central support plate 1a.

[0040] The intermediate support plate 1a, as a key component connecting the aircraft pylon 4 and the two front side beams 1b, needs sufficient strength and toughness. Two materials are offered for selection. The first is Toolox 33, a pre-hardened steel delivered in a quenched and tempered state. It possesses high impact toughness and extremely low residual stress, making it suitable for tools and engineering parts. It exhibits excellent dimensional stability after machining, and with appropriate surface treatment, its lifespan can be significantly extended. The second option, referencing the material properties of Toolox 33, is the wear-resistant steel NM400, which boasts higher tensile strength and hardness. NM400 possesses high strength and excellent wear resistance, enabling it to withstand significant loads and impacts.

[0041] The front beam 1b has a large volume and length span. To ensure structural strength and minimize structural weight, the material for the front beam 1b can be 7075-T651.

[0042] Please see Figure 5 and Figure 6 In some embodiments, the middle support plate 1a has an upper connection point 1a2 and a lower connection point 1a3 on both the left and right sides. The upper connection point 1a2 also has an inclined upper positioning surface 1a4, and the lower connection point 1a3 has a vertical lower positioning surface 1a5. That is to say, the front beam 1b also has two connection points that mate with the upper connection point 1a2 and the lower connection point 1a3, and two positioning surfaces that mate with the upper positioning surface 1a4 and the lower positioning surface 1a5.

[0043] When the front beam 1b and the middle support plate 1a are connected, the front beam 1b is moved to the left and right directions so that it first abuts against the lower positioning surface 1a5, and then the front beam 1b is moved upward so that it abuts against the upper positioning surface 1a4. At this time, the two connection points of the front beam 1b are aligned with the upper connection point 1a2 and the lower connection point 1a3 of the middle support plate 1a, respectively, and the two can be connected by a pin.

[0044] The front hand-cranked hoist 1c suspends the aircraft engine. The force exerted on the connection point between the front side beam 1b and the front hand-cranked hoist 1c manifests as a torque at the connection between the front side beam 1b and the intermediate support plate 1a. The reaction forces exerted on the front side beam 1b by the upper positioning surface 1a4 and the lower positioning surface 1a5 can balance the torque, which is beneficial to the stability of the connection between the front side beam 1b and the intermediate support plate 1a.

[0045] Please see Figure 6 In some embodiments, the upper connection point 1a2 and the lower connection point 1a3 of the intermediate support plate 1a are respectively in the form of inserting the front side beam 1b in the left-right direction, and the other is in the form of allowing the front side beam 1b to be inserted in the left-right direction.

[0046] After the front beam 1b and the intermediate support plate 1a are connected, the movement of the front beam 1b relative to the intermediate support plate 1a in the front-rear direction can be well restricted.

[0047] Please see Figure 1 , Figure 3 and Figure 7 The rear lifting beam assembly 3 is mounted on the rear mechanical interface 4c at its middle position. More specifically, there can be two rear mechanical interfaces 4c, and correspondingly, there are two third connecting lugs 3a1 at the middle position of the rear lifting beam assembly 3, which can be connected using pins. Rear hand-cranked hoists 3c are installed on both the left and right sides of the rear lifting beam assembly 3.

[0048] The reliability and stability of hand-cranked hoists are directly related to the safety and efficiency of aviation operations, playing a crucial role. More specifically, Kito's LB Lever Hoist series hand-cranked hoists are selected: two front hand-cranked hoists (model 1c, LB063, with a load capacity of 6.3 tons) and two rear hand-cranked hoists (model 3c, LB025, with a load capacity of 2.5 tons).

[0049] Please see Figure 7 and Figure 8 In some embodiments, the rear lifting beam assembly 3 includes a central crossbeam 3a and two rear side beams 3b. The two rear side beams 3b are detachable from the left and right sides of the central crossbeam 3a, respectively. The central crossbeam 3a is used for mounting the rear mechanical interface 4c, and the rear side beams 3b are used for mounting the rear hand-cranked hoist 3c. More specifically, both sides of the central crossbeam 3a may have mounting grooves 3a2, and the front and rear sides of the mounting grooves 3a2 may have connection points; the rear side beams 3b may be thick in one part and thin in another, with the thinner part having connection points for entering the mounting grooves 3a2.

[0050] When connecting the rear side beam 3b and the intermediate crossbeam 3a, the rear side beam 3b is inserted downwards into the mounting groove 3a2 until the thinner part abuts against the inner bottom wall 3a3 of the mounting groove 3a2, and the rear side beam 3b is moved close to the intermediate crossbeam 3a until the thicker part abuts against the end face of the intermediate crossbeam 3a. At this point, the connection point of the rear side beam 3b is aligned with the connection point of the intermediate crossbeam 3a, and the two can be connected using a pin.

[0051] Referring to the intermediate support plate 1a and the front side beam 1b of the front suspension beam assembly 1, the material of the intermediate crossbeam 3a can be Toolox33 or NM400, and the material of the rear side beam 3b can be 7075-T651.

[0052] Please see Figure 3 In some embodiments, a weighing gauge 5 is also connected between the two front hand-cranked hoists 1c and the corresponding front side beam 1b, and between the two rear hand-cranked hoists 3c and the corresponding rear side beam 3b.

[0053] For easy connection and disassembly, all of the aforementioned pins can be quick-release pins.

Claims

1. An aircraft engine guide pendant mounted to an aircraft pylon (4) having a set of forward mechanical interfaces (4a), a set of intermediate mechanical interfaces (4b), and a set of aft mechanical interfaces (4c); characterized by, The utility model relates to a kind of aircraft crane, including: Front beam group (1), middle position is installed in front end mechanical interface (4a), and front hand block (1c) is installed in left and right sides; Two stabilizer bars (2), in the left and right sides of the aircraft crane (4), rear end is installed in middle mechanical interface (4b), and front end is installed in the front beam group (1); Rear beam group (3), middle position is installed in rear end mechanical interface (4c), and rear hand block (3c) is installed in left and right sides.

2. An aircraft engine guide hanger as claimed in claim 1, wherein, The front beam group (1) includes: middle support plate (1a) and two front side beams (1b) detachable to middle support plate (1a);Middle support plate (1a) is installed for front end mechanical interface (4a), and front side beam (1b) is installed for front hand block (1c) and the stabilizer bar (2).

3. An aircraft engine guide hanger as set forth in claim 1 wherein, The rear beam group (3) includes: middle crossbeam (3a) and two rear side beams (3b) detachable to middle crossbeam (3a);Middle crossbeam (3a) is installed for rear end mechanical interface (4c), and rear side beam (3b) is installed for rear hand block (3c).

4. An aircraft engine guide hanger as set forth in claim 2 wherein, The left and right sides of middle support plate (1a) are provided with upper connecting point (1a2) and lower connecting point (1a3), and the position of upper connecting point (1a2) is further provided with inclined upper positioning surface (1a4), and the position of lower connecting point (1a3) is further provided with vertical lower positioning surface (1a5).

5. An aircraft engine guide hanger as set forth in claim 4 wherein, In upper connecting point (1a2) and lower connecting point (1a3) of middle support plate (1a), one is inserted into front side beam (1b) in left and right directions, and the other is inserted into front side beam (1b) in left and right directions.

6. An aircraft engine guide hanger as set forth in claim 1 wherein, Between two front hand blocks (1c) and corresponding front side beams (1b), and between two rear hand blocks (3c) and corresponding rear side beams (3b), pound meter (5) is further connected.

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