An aero-engine tooling cradle capable of reducing vibration response difference

Abstract

The utility model discloses an aero-engine tooling bracket that can reduce vibration response difference relates to aero-engine technical field, and it is including: support frame, the support frame's four around inner wall top is pasted with support station, first bracket subassembly, first bracket subassembly swing setting is at the top one side of support station, displacement mechanism, displacement mechanism installs at the bottom of support station for adjusting the horizontal position of first bracket subassembly, second bracket subassembly, the top other side of support station is provided with the lifting assembly for adjusting the height of second bracket subassembly, buffer support piece, buffer support piece installs between the bottom both sides of support station and the bottom inner wall both sides of support frame. The utility model discloses multidimensional shock attenuation design has reduced vibration response difference significantly, reduces the risk of spare part wear and tear and connection loose, and can adjust bracket horizontal position and height position, satisfies the support demand of different parts of engine.

Description

Technical Field

[0001] This utility model relates to the field of aero-engine technology, and in particular to an aero-engine tooling bracket that can reduce vibration response difference. Background Technology

[0002] During the production, assembly, and maintenance of aero engines, tooling brackets are often used for support and fixation. Due to the complex and precise structure of aero engines, vibrations are easily generated during operation or transportation. If the vibration damping performance of the tooling brackets is inadequate, vibrations can lead to wear and loosening of engine parts, affecting engine performance and reliability, and in severe cases, even causing engine damage.

[0003] Currently, some aircraft engine tooling brackets employ simple rigid support structures. While these provide basic support, they cannot effectively buffer and absorb vibration energy, resulting in significant differences in engine vibration response. Some brackets, although equipped with damping devices such as ordinary springs or rubber pads, have limited damping effects and struggle to adapt to the complex vibration characteristics of engines under different operating conditions. Furthermore, their damping performance tends to degrade after prolonged use. Therefore, there is an urgent need to design an aircraft engine tooling bracket that can reduce vibration response differences to address these issues. Utility Model Content

[0004] The purpose of this invention is to address the shortcomings of existing technologies by proposing an aircraft engine tooling bracket that can reduce vibration response differences. Its advantages lie in its multi-dimensional vibration damping design, which significantly reduces the vibration response differences of the aircraft engine during the support process, thereby reducing the risk of component wear and loose connections.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] An aircraft engine tooling bracket that can reduce vibration response difference includes:

[0007] A support frame, wherein a support platform is attached to the top of the inner walls around the support frame;

[0008] A first bracket assembly is movably disposed on one side of the top of the support platform;

[0009] A displacement mechanism, installed at the bottom of the support platform, is used to adjust the horizontal position of the first bracket assembly;

[0010] The second bracket assembly has a lifting assembly for adjusting the height of the second bracket assembly on the other side of the top of the support platform.

[0011] A buffer support is installed between the bottom two sides of the support platform and the bottom inner wall two sides of the support frame;

[0012] A movable component is disposed at the bottom four corners of the support frame.

[0013] The above technical solutions create multiple buffering capabilities, reducing the vibration response difference of the aero-engine during the support process.

[0014] The present invention is further configured such that the first bracket assembly includes a support hoop, and a support hoop is provided inside the support hoop. Springs are fixedly installed at equal intervals on the bottom outer wall of the support hoop and the top inner wall of the support hoop. The top inner wall of the support hoop has first oil storage chambers distributed at equal intervals. Buffer columns are fixedly inserted at equal intervals into the first oil storage chambers at the bottom of the support hoop. A first piston sleeve is installed at the bottom of the buffer column and fits against the inner wall of the first oil storage chamber. Oil guide holes are provided between the first oil storage chambers, and a first oil injection hole is provided at one end of one of the first oil storage chambers. A first oil injection nozzle is installed at one end of the first oil injection hole.

[0015] The above technical solutions form a dual shock absorption structure that combines springs and hydraulic buffers.

[0016] The present invention is further configured such that the structure of the second bracket assembly is the same as that of the first bracket assembly, and the size of the second bracket assembly is smaller than that of the first bracket assembly.

[0017] The present invention is further configured such that the displacement mechanism includes a movable groove opened on one side of the top of the support platform, and a fixed frame is fixedly installed at the bottom of the movable groove. A threaded rod is rotatably connected to the inner wall of the fixed frame. A forward and reverse motor for driving the threaded rod to rotate is fixedly installed on the outer wall of one end of the fixed frame. A movable seat is screwed onto the threaded rod, and the top of the movable seat is fixedly connected to the bottom of the support hoop. Guide holes are opened at both ends of the movable seat, and a guide rod passing through the guide hole is fixed to the inner wall of the fixed frame.

[0018] The above technical solution enables the first bracket assembly to move to adapt to different support positions at the front end of the engine.

[0019] The present invention is further configured such that the lifting assembly includes a U-shaped frame fixedly installed on the other side of the top of the support platform, and a hydraulic cylinder is fixedly installed on the bottom inner wall of the U-shaped frame, and the piston end of the hydraulic cylinder is fixedly connected to the bottom of the second bracket assembly.

[0020] The present invention is further configured such that the inner walls at both ends of the U-shaped frame are provided with sliding grooves, and the bottom sides of the second bracket assembly are fixedly installed with sliding seats that are slidably disposed in the sliding grooves.

[0021] The above technical solution enables height adjustment of the second bracket assembly, which can be adapted to support different sized parts at the engine tail end.

[0022] The present invention is further configured such that the buffer support includes an extrusion seat fixedly installed on both sides of the bottom of the support platform, and two fixed seats are fixedly installed on both sides of the bottom inner wall of the support frame. The two fixed seats are symmetrically distributed with respect to the extrusion seat. A second oil storage cavity is opened on one side of each fixed seat, and a buffer rod is opened in each of the second oil storage cavities. A second piston sleeve that fits against the inner wall of the second oil storage cavity is installed at one end of each buffer rod. A buffer seat is fixedly installed at the other end of each buffer rod. One side of the buffer seat and both sides of the extrusion seat are designed to be inclined. A first groove is opened on the inclined surface of the buffer seat, and a first magnet is fixedly installed on the inner wall of the first groove. A second groove is opened on the inclined surface of each extrusion seat, and a second magnet is fixedly installed on the inner wall of the second groove. The second magnet repels the first magnet. A second oil injection hole is opened at the top of the second oil storage cavity, and a second oil injection nozzle is installed on the inner wall of the second oil injection hole.

[0023] The above technical solutions effectively reduce the vibration transmitted from the support platform to the support frame. The multi-dimensional vibration reduction design significantly reduces the vibration response difference of the aero-engine during the support process, and reduces the risk of component wear and loosening of connections.

[0024] The present invention is further configured such that the movable component includes support grooves formed at the four corners of the bottom of the support frame, and dampers are fixedly installed on the inner walls of the support grooves, and casters are fixedly installed on the bottom of the dampers.

[0025] The above technical solutions reduce vibration during bracket movement using dampers and facilitate flexible movement of the bracket using casters.

[0026] The beneficial effects of this utility model are as follows:

[0027] 1. This aero-engine tooling bracket, which can reduce the difference in vibration response, adopts a dual damping structure combining springs and hydraulic buffers in both the first and second bracket components. The springs at the bottom of the bracket can initially absorb vibration energy, while the buffer column drives the first piston sleeve to move in the first oil reservoir. The hydraulic damping further attenuates the vibration. In conjunction with the movement of the second piston sleeve in the second oil reservoir within the buffer support, hydraulic buffering is achieved. The magnetic repulsion buffer is formed by the repulsive first and second magnets. The dual action effectively reduces the vibration transmitted from the support platform to the support frame. The multi-dimensional damping design significantly reduces the difference in vibration response of the aero-engine during the support process, reducing the risk of component wear and loose connections.

[0028] 2. This aero-engine tooling bracket, which can reduce vibration response differences, uses a displacement mechanism that drives a threaded rod to rotate via a forward and reverse motor, causing the moving seat to move along the guide rod, thereby adjusting the horizontal position of the first bracket assembly to adapt to the support requirements of different parts of the engine. The lifting assembly, through the extension and retraction of a hydraulic cylinder and the sliding of a slide block in a groove, realizes the height adjustment of the second bracket assembly. The second bracket assembly has the same structure as the first bracket assembly but different dimensions, which can provide precise support for different sized parts of the engine. The combination of the two allows the bracket to flexibly adapt to the support requirements of aero-engines under different working conditions such as production, assembly, and maintenance.

[0029] 3. This aircraft engine tooling bracket, which can reduce vibration response difference, has a damper in the moving component that reduces vibration during the bracket's movement, and casters that facilitate flexible movement of the bracket. When stationary, the damper can help improve overall stability, ensuring that the engine is not prone to shaking or displacement during support, thus improving reliability during use. Attached Figure Description

[0030] Figure 1 This is a perspective view of an aircraft engine tooling bracket that can reduce vibration response difference according to the present invention.

[0031] Figure 2 This is a three-dimensional sectional view of an aero-engine tooling bracket that can reduce vibration response difference according to the present invention.

[0032] Figure 3 This is a schematic diagram of the displacement mechanism of an aero-engine tooling bracket that can reduce vibration response difference according to the present invention.

[0033] Figure 4 This is a schematic diagram of the support hoop and bracket structure of an aero-engine tooling bracket that can reduce vibration response difference according to the present invention.

[0034] Figure 5 This is a schematic diagram of the buffer column and the first oil storage chamber of an aero-engine tooling bracket that can reduce vibration response difference according to the present invention.

[0035] Figure 6 This is a schematic diagram of the fixed seat and buffer seat structure of an aero-engine tooling bracket that can reduce vibration response difference according to the present invention.

[0036] Figure 7 This is a schematic diagram of a buffer support structure for an aero-engine tooling bracket that can reduce vibration response difference, as proposed in this utility model.

[0037] In the diagram: 1. Support frame; 2. Support platform; 3. First bracket assembly; 31. Support hoop; 32. Bracket; 33. Spring; 34. Buffer column; 35. First piston sleeve; 36. First oil reservoir; 37. Oil guide hole; 38. First oil injection nozzle; 4. Caster wheel; 5. Displacement mechanism; 51. Movable groove; 52. Fixed frame; 53. Threaded rod; 54. Moving seat; 55. Guide rod; 56. Forward and reverse motor; 6. Second bracket assembly; 7. Lifting assembly; 71. U-shaped frame; 72. Slide seat; 73. Hydraulic cylinder; 8. Buffer support; 81. Fixed seat; 82. Buffer seat; 83. First magnet; 84. Compression seat; 85. Buffer rod; 86. Second piston sleeve; 87. Second oil reservoir; 88. Second magnet; 9. Support groove; 10. Damper. Detailed Implementation

[0038] The technical solution of this patent will be further described in detail below with reference to specific embodiments.

[0039] The embodiments of this patent are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this patent, and should not be construed as limiting this patent.

[0040] In the description of this patent, it should be understood that the terms “center,” “upper,” “lower,” “front,” “back,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” and “outer,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this patent and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this patent.

[0041] In the description of this patent, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "setting" should be interpreted broadly. For example, they can refer to a fixed connection or setting, a detachable connection or setting, or an integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this patent according to the specific circumstances.

[0042] Reference Figures 1-7 An aircraft engine tooling bracket that can reduce vibration response difference includes:

[0043] Support frame 1, with support platform 2 attached to the top of the inner walls around the support frame 1;

[0044] The first bracket assembly 3 is movably mounted on one side of the top of the support platform 2. The first bracket assembly 3 includes a support hoop 31, and a bracket 32 ​​is provided inside the support hoop 31. Springs 33 are fixedly installed at equal intervals on the bottom outer wall of the bracket 32 ​​and the top inner wall of the support hoop 31. The top inner wall of the support hoop 31 has first oil storage chambers 36 that are evenly distributed. Buffer columns 34 are fixedly inserted into the first oil storage chambers 36 at equal intervals at the bottom of the bracket 32. A first piston sleeve 35 is installed at the bottom of the buffer column 34 and fits against the inner wall of the first oil storage chamber 36. Oil guide holes 37 are provided between the first oil storage chambers 36, and a first oil injection hole is provided at one end of one of the first oil storage chambers 36. A first oil injection nozzle 38 is installed at one end of the first oil injection hole. The springs 33 at the bottom of the bracket 32 ​​can initially absorb vibration energy. At the same time, the buffer column 34 drives the first piston sleeve 35 to move in the first oil storage chamber 36, and hydraulic damping is used to further attenuate vibration.

[0045] The displacement mechanism 5 is installed at the bottom of the support platform 2 and is used to adjust the horizontal position of the first bracket assembly 3.

[0046] The second bracket assembly 6 has the same structure as the first bracket assembly 3, and the size of the second bracket assembly 6 is smaller than that of the first bracket assembly 3. A lifting assembly 7 for adjusting the height of the second bracket assembly 6 is provided on the other side of the top of the support platform 2.

[0047] A buffer support 8 is installed between the bottom sides of the support platform 2 and the bottom inner wall of the support frame 1. The buffer support 8 includes a compression seat 84 fixedly installed on the bottom sides of the support platform 2, and two fixing seats 81 fixedly installed on both sides of the bottom inner wall of the support frame 1. The two fixing seats 81 are symmetrically distributed with respect to the compression seats 84. A second oil storage cavity 87 is opened on one side of each fixing seat 81, and a buffer rod 85 is opened in each of the second oil storage cavities 87. A second piston sleeve 86 that fits against the inner wall of the second oil storage cavity 87 is installed on one end of each buffer rod 85, and a buffer seat 82 is fixedly installed on the other end of each buffer rod 85. One side of the buffer seat 82 and the two sides of the compression seats 84 are designed to be inclined. A first concave shape is opened on the inclined surface of the buffer seat 82. The first groove is fixedly installed with a first magnet 83 on the inner wall of the first groove. The second groove is opened on the inclined surface of the extrusion seat 84, and the second magnet 88 is fixedly installed on the inner wall of the second groove. The second magnet 88 and the first magnet 83 repel each other. The top of the second oil storage chamber 87 is opened with a second oil injection hole, and the inner wall of the second oil injection hole is installed with a second oil injection nozzle. The movement of the second piston sleeve 86 in the second oil storage chamber 87 in the buffer support member 8 achieves hydraulic buffering. The magnetic repulsion buffering is formed by the repulsive first magnet 83 and the second magnet 88. The dual effect effectively reduces the vibration transmitted from the support platform 2 to the support frame 1. The multi-dimensional shock absorption design significantly reduces the vibration response difference of the aero-engine during the support process, and reduces the risk of component wear and loose connection.

[0048] The movable component is located at the bottom four corners of the support frame 1. The movable component includes support grooves 9 opened at the bottom four corners of the support frame 1, and dampers 10 are fixedly installed on the inner wall of each support groove 9. Universal wheels 4 are fixedly installed at the bottom of each damper 10. The dampers 10 can reduce the vibration during the movement of the bracket, and the universal wheels 4 facilitate the flexible movement of the bracket.

[0049] Specifically, the displacement mechanism 5 includes a movable groove 51 opened on one side of the top of the support platform 2, and a fixed frame 52 is fixedly installed at the bottom of the movable groove 51. A threaded rod 53 is rotatably connected to the inner wall of the fixed frame 52. A forward and reverse motor 56 for driving the threaded rod 53 to rotate is fixedly installed on the outer wall of one end of the fixed frame 52. A movable seat 54 is screwed onto the threaded rod 53, and the top of the movable seat 54 is fixedly connected to the bottom of the support hoop 31. Guide holes are opened at both ends of the movable seat 54, and a guide rod 55 passing through the guide hole is fixed to the inner wall of the fixed frame 52. The forward and reverse motor 56 drives the threaded rod 53 in the fixed frame 52 to rotate, so that the movable seat 54 screwed onto the threaded rod 53 moves along the guide rod 55 in the movable groove 51, thereby driving the first bracket assembly 3 to move to adapt to different support positions of the front end of the engine.

[0050] Specifically, the lifting assembly 7 includes a U-shaped frame 71 fixedly installed on the other side of the top of the support platform 2, and a hydraulic cylinder 73 is fixedly installed on the bottom inner wall of the U-shaped frame 71. The piston end of the hydraulic cylinder 73 is fixedly connected to the bottom of the second bracket assembly 6. Slide grooves are provided on the inner walls of both ends of the U-shaped frame 71, and slide blocks 72 that are slidably installed in the slide grooves are fixedly installed on the bottom of both sides of the second bracket assembly 6. The second bracket assembly 6 can be moved up and down by the extension and retraction of the hydraulic cylinder 73 in the U-shaped frame 71, which can adapt to the support of different sizes of the engine tail end.

[0051] Working principle: The whole is based on the support frame 1 as the basic frame. The support platform 2 is placed on the top of the inner wall of the support frame 1 to form the main support platform. The first bracket assembly 3 achieves horizontal position adjustment through the displacement mechanism 5. In the displacement mechanism 5, the forward and reverse motor 56 drives the threaded rod 53 in the fixed frame 52 to rotate, so that the movable seat 54 screwed on the threaded rod 53 moves along the guide rod 55 in the movable groove 51, thereby driving the first bracket assembly 3 to move to adapt to different support positions of the engine. When the first bracket assembly 3 is working, after the bracket 32 ​​is vibrated, the bottom spring 33 initially absorbs the energy. At the same time, the buffer column 34 drives the first piston sleeve 35 to move in the first oil reservoir 36, and further reduces the vibration by using hydraulic damping.

[0052] Meanwhile, the second bracket assembly 6 achieves height adjustment through the lifting assembly 7: in the lifting assembly 7, the hydraulic cylinder 73 inside the U-shaped frame 71 extends and retracts, driving the second bracket assembly 6 to move up and down. Since the second bracket assembly 6 has the same structure as the first bracket assembly 3, it works with the same shock absorption principle. At the same time, due to the different sizes, it can be adapted to different sizes of engine parts.

[0053] Moreover, the buffer supports 8 on both sides of the bottom of the support platform 2 can further buffer vibration: after the compression seat 84 is subjected to pressure, the second magnet 88 on its inclined surface and the first magnet 83 on the inclined surface of the buffer seat 82 generate a repulsive force due to mutual repulsion. At the same time, the buffer seat 82 drives the buffer rod 85 and the second piston sleeve 86 to move in the second oil storage chamber 87 of the fixed seat 81, and buffers together through hydraulic damping.

[0054] Finally, the movement and stability of the bracket are assisted by the moving components: the dampers 10 in the support grooves 9 at the four corners of the bottom of the support frame 1 reduce vibration during movement, the casters 4 enable the bracket to move flexibly, and the dampers 10 can also enhance the overall stability when stationary.

[0055] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. An aircraft engine tooling bracket that can reduce vibration response difference, characterized in that, include: Support frame (1), the top of the inner walls of the support frame (1) is fitted with a support platform (2); The first bracket assembly (3) is movably disposed on the top side of the support platform (2). The first bracket assembly (3) includes a support hoop (31), and a bracket (32) is provided inside the support hoop (31). The bottom outer wall of the bracket (32) and the top inner wall of the support hoop (31) are fixedly installed with springs (33) distributed at equal distances. The top inner wall of the support hoop (31) is provided with first oil storage chambers (36) distributed at equal distances. The bottom of the bracket (32) is fixed with buffer columns (34) inserted at equal distances into the first oil storage chambers (36). The bottom of the buffer column (34) is installed with a first piston sleeve (35) that fits against the inner wall of the first oil storage chamber (36). Oil guide holes (37) are provided between the first oil storage chambers (36). One end of one of the first oil storage chambers (36) is provided with a first oil injection hole. One end of the first oil injection hole is provided with a first oil injection nozzle (38). Displacement mechanism (5), which is installed at the bottom of support platform (2) and is used to adjust the horizontal position of first bracket assembly (3); The second bracket assembly (6) is provided with a lifting assembly (7) for adjusting the height of the second bracket assembly (6) on the other side of the top of the support platform (2). Buffer support (8), the buffer support (8) is installed between the bottom two sides of the support platform (2) and the bottom inner wall two sides of the support frame (1); The movable components are located at the bottom four corners of the support frame (1).

2. The aircraft engine tooling bracket for reducing vibration response difference according to claim 1, characterized in that, The second bracket assembly (6) has the same structural composition as the first bracket assembly (3), and the size of the second bracket assembly (6) is smaller than that of the first bracket assembly (3).

3. The aircraft engine tooling bracket for reducing vibration response difference according to claim 2, characterized in that, The displacement mechanism (5) includes an movable groove (51) opened on one side of the top of the support platform (2), and a fixed frame (52) is fixedly installed at the bottom of the movable groove (51). A threaded rod (53) is rotatably connected to the inner wall of the fixed frame (52). A forward and reverse motor (56) for driving the threaded rod (53) to rotate is fixedly installed on the outer wall of one end of the fixed frame (52). A movable seat (54) is screwed onto the threaded rod (53), and the top of the movable seat (54) is fixedly connected to the bottom of the support hoop (31). Guide holes are opened at both ends of the movable seat (54), and a guide rod (55) passing through the guide hole is fixed on the inner wall of the fixed frame (52).

4. The aircraft engine tooling bracket for reducing vibration response difference according to claim 3, characterized in that, The lifting assembly (7) includes a U-shaped frame (71) fixedly installed on the other side of the top of the support platform (2), and a hydraulic cylinder (73) is fixedly installed on the bottom inner wall of the U-shaped frame (71), with the piston end of the hydraulic cylinder (73) fixedly connected to the bottom of the second bracket assembly (6).

5. The aircraft engine tooling bracket for reducing vibration response difference according to claim 4, characterized in that, The inner walls at both ends of the U-shaped frame (71) are provided with sliding grooves, and the bottom sides of the second bracket assembly (6) are fixedly installed with sliding blocks (72) that are slidably disposed in the sliding grooves.

6. The aircraft engine tooling bracket for reducing vibration response difference according to claim 1, characterized in that, The buffer support (8) includes compression seats (84) fixedly installed on both sides of the bottom of the support platform (2), and two fixed seats (81) are fixedly installed on both sides of the bottom inner wall of the support frame (1). The two fixed seats (81) are symmetrically distributed with respect to the compression seats (84). A second oil storage cavity (87) is opened on one side of each fixed seat (81), and a buffer rod (85) is opened in each of the second oil storage cavities (87). A second piston sleeve (86) is installed at one end of each buffer rod (85) and fits against the inner wall of the second oil storage cavity (87). The other end of each buffer rod (85) is... A buffer seat (82) is fixedly installed, and one side of the buffer seat (82) and both sides of the extrusion seat (84) are designed to be inclined. A first groove is provided on the inclined surface of the buffer seat (82), and a first magnet (83) is fixedly installed on the inner wall of the first groove. A second groove is provided on the inclined surface of the extrusion seat (84), and a second magnet (88) is fixedly installed on the inner wall of the second groove. The second magnet (88) and the first magnet (83) repel each other. A second oil injection hole is provided at the top of the second oil storage cavity (87), and a second oil injection nozzle is installed on the inner wall of the second oil injection hole.

7. The aircraft engine tooling bracket for reducing vibration response difference according to claim 1, characterized in that, The movable component includes support grooves (9) at the four corners of the bottom of the support frame (1), and dampers (10) are fixedly installed on the inner wall of each support groove (9), and casters (4) are fixedly installed on the bottom of each damper (10).

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