CN107963225B - Aircraft engine hanger and hanging box section thereof - Google Patents
Aircraft engine hanger and hanging box section thereof Download PDFInfo
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- CN107963225B CN107963225B CN201711239526.5A CN201711239526A CN107963225B CN 107963225 B CN107963225 B CN 107963225B CN 201711239526 A CN201711239526 A CN 201711239526A CN 107963225 B CN107963225 B CN 107963225B
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- 210000001503 joint Anatomy 0.000 claims description 11
- 238000002360 preparation method Methods 0.000 claims 1
- 230000002035 prolonged effect Effects 0.000 abstract description 2
- 238000007906 compression Methods 0.000 description 7
- 238000012423 maintenance Methods 0.000 description 7
- 230000003014 reinforcing effect Effects 0.000 description 5
- 238000012546 transfer Methods 0.000 description 5
- 230000007423 decrease Effects 0.000 description 4
- 238000013461 design Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 3
- 238000003466 welding Methods 0.000 description 3
- 238000004458 analytical method Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000010835 comparative analysis Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000005242 forging Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000010921 in-depth analysis Methods 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/04—Aircraft characterised by the type or position of power plants of piston type
- B64D27/06—Aircraft characterised by the type or position of power plants of piston type within, or attached to, wings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/40—Arrangements for mounting power plants in aircraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/40—Arrangements for mounting power plants in aircraft
- B64D27/402—Arrangements for mounting power plants in aircraft comprising box like supporting frames, e.g. pylons or arrangements for embracing the power plant
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Connection Of Plates (AREA)
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Abstract
A tow box section for an aircraft engine tow comprising: a body; the engine of the airplane is connected to the hanging box section through the hanging-engine connecting part, and the hanging box section is connected to the wing or the fuselage of the airplane through the hanging-wing connecting part. Hang the body of box section and include: an upper wall plate; a bottom plate disposed opposite to the upper wall plate; and a side wall panel connected between the upper wall panel and the bottom panel, wherein the upper wall panel is formed by combining at least two panel parts to form a convex structure. Also relates to an aircraft engine hanger comprising the hanger box section. The hanging box section with the structure can bear larger load, the overall structural strength of the hanging box section is improved, and the service life of the hanging box section is prolonged.
Description
Technical Field
The invention relates to the field of airplane structure design, in particular to an airplane engine hanger, and particularly relates to the structural design of a hanger box section in the airplane engine hanger.
Background
An engine pylon is a connection structure between an engine of an aircraft and a wing (or fuselage) of the aircraft. The engine hangars include hangar box sections to provide load bearing for engine loads and also to provide line access between the engine and various systems of the aircraft, such as fuel lines, hydraulic fluid lines, electrical lines, and the like.
FIG. 1 illustrates the structure of a prior art engine hanger. As shown in fig. 1, an engine pylon 1 of an aircraft typically includes a pylon box section 10. In addition, in order to make the overall structure of the engine hanger meet the requirement of a certain aerodynamic profile, the engine hanger 1 further comprises components such as an upper fairing 20, a hanger trailing edge 30 and a ducted fairing structure 40, thereby providing a good aerodynamic profile for the overall engine hanger 1, as shown in fig. 1. Aerodynamic fairing components such as the upper fairing 20, trailing edge 30, ducted fairing structure 40, and the like are typically attached to the suspended box section 10 and function primarily to rectify the flowing air flow and not as a primary load bearing structure.
In other words, in the engine hanger 1, the load transfer of the engine and the wing control is mainly realized by the hanger box section 10, and the hanger-wing connection 50 and the hanger-engine connection 60 of the engine hanger 1 are mainly provided on the hanger box section 10.
Fig. 2 and 3 show the structure of the pylon segment 10 of the engine pylon 1, wherein fairing components such as the upper fairing 20, the pylon trailing edge 30 and the ducted fairing 40 have been omitted to show the structure more clearly.
As shown in fig. 2 and 3, the hanging box section 10 includes an upper wall plate 11, a bottom plate 13 disposed substantially opposite to the upper wall plate 11, and two side wall plates 12, the side wall plates 12 being connected between the upper wall plate 11 and the bottom plate 13.
As shown in fig. 2, an upper joint 51 is formed on the upper wall plate 11, and a middle joint 52 is formed on the rear end of the hanger box 10, i.e., the end located rearward with respect to the heading of the aircraft, and the upper joint 51 and the middle joint 52 constitute at least a part of the hanger-wing connection 50. As shown in fig. 3, a front attachment section 61 is formed at the front end of the pylon segment 10, i.e., the end located forward with respect to the heading of the aircraft, and a rear attachment section 62 is formed on the floor 13, the front attachment section 61 and the rear attachment section 62 constituting at least a part of the pylon-engine connection 60.
Specifically, in the installed state, the upper joint 51 and the middle joint 52 are connected to the wing (or the fuselage), and the front mount section 61 and the rear mount section 62 are connected to the engine of the aircraft, whereby the load of the engine is transmitted from the front mount section 61 and the rear mount section 62 to the wing or the fuselage of the aircraft via the bottom plate 13, the side wall plate 12 and the upper wall plate 11 of the drop-in box section 10, and then via the upper joint 51 and the middle joint 52.
Fig. 4 shows a partial cut-away view of the hanging box 10, specifically, a cut-away view of a portion of the hanging box 10 near the upper joint 51. As shown in fig. 4, a reinforcing frame 14 is provided in the hanging box section 10 at a position corresponding to the upper joint 51, and the reinforcing frame 14 is connected to the upper wall plate 11, the side wall plate 12, and the bottom plate 13.
Studies have shown that in the installed state the upper wall panel 11, the side wall panels 12 and the bottom panel 13 carry the majority of the load at the area of connection with the reinforcing frame 14. In fig. 4, arrow a represents the heading of the aircraft, arrow B represents the vertical direction perpendicular to the heading of the aircraft, and arrow 70 represents the load applied to the upper joint 51. It can be seen that the load 70 applied to the joint 51 is at an angle to the heading a and can be resolved into a heading load 71 and a vertical load 72, which in turn are applied to the upper wall panel 11, the side wall panels 12 and the bottom panel 13. The deformations caused by the engine load in the various parts of the pylon segment 10 are shown in figure 4 by solid bold arrows. The heading load 71 is transmitted entirely within the upper wall plate 11, the side wall plate 12 and the bottom plate 13 in the extending direction of the respective wall plates, and thus in-plane tension-compression deformation 21 is caused in these wall plates. While the vertical load 72 is transmitted in the side wall panel 12 also in the extending direction of the side wall panel 12, and hence in-plane tension-compression deformation 21 of the side wall panel 12 is also caused, while for the bottom panel 13, the vertical load 72 is transmitted to the bottom panel 13 via the reinforcing frame 14, and a dog-ear is provided at the connecting region of the bottom panel 13 and the reinforcing frame 14, so that the vertical load 72 transmitted to the bottom panel 13 is also transmitted partially in the extending direction of the bottom panel 13, and hence in-plane tension-compression deformation is also caused in the bottom panel 13. However, the vertical load 72 is applied to the upper wall panel 11 in a direction perpendicular to the upper wall panel 11, and will cause the panel to deform 22 in the vertical direction.
Thus, from the above analysis, it can be seen that there is a significant panel vertical deformation 22 on the top panel 11, while there is primarily in-plane tension deformation 21 on the other panels. For a plate-like structure, the in-plane tension and compression deformation 21 will cause much less stress in the plate-like structure than the wall plate vertical direction deformation 22. The present inventors have studied on a flat plate having a length of 1 m, a width of 0.3 m and a thickness of 0.06 m, and have found that the vertical deformation is 1111 times as large as the in-plane deformation under the same load, and the maximum stress caused by the vertical deformation is 100 times as large as the stress caused by the in-plane deformation. Thus, the inventors of the present invention have found that in the conventional engine hanger 1, the stress in the upper wall plate 11 is large, and therefore the risk of the upper wall plate 11 being broken is large, and therefore the structure of the conventional engine hanger 1 still needs to be further improved.
Disclosure of Invention
The present invention has been made in view of the above-mentioned research findings, and aims to solve the above-mentioned problems occurring in the prior art. The invention aims to provide a hanging box section with an improved structure, so that the hanging box section has better structural strength, and the hanging box section and an engine hanging comprising the hanging box section are safer and have longer service life.
The hanging box section according to the invention comprises: a body; a pylon-engine connection formed on the body and through which an engine of the aircraft is connected to the pylon box section; and a hanger-wing connection formed on the body, and the hanger box section is connected to a wing or a fuselage of the aircraft through the hanger-wing connection. In the present invention, the body of the hanging box section comprises: an upper wall plate; a bottom plate disposed opposite to the upper wall plate; and a side wall plate connected between the upper wall plate and the bottom plate, wherein the upper wall plate is formed by combining at least two plate portions to form a convex structure, and the hanger-wing connection portion includes an upper joint provided on the upper wall plate.
In the hanging box section according to the invention, the configuration of the projections of the upper wall panel is such that the load carried by the upper joint is transmitted into the respective panel sections and in the plane of the respective panel sections, whereby an in-plane tensile-compression deformation is caused in the respective panel sections. Therefore, the hanging box section can bear larger load, the overall structural strength is improved, and the service life is prolonged.
The vertical height of the upper joint is preferably in the range of 150-216 mm according to the size of the upper joint and the installation space.
Preferably, the upper joint is positioned at a location in the same vertical plane as the load of the engine, along the heading of the aircraft. This course position of the upper joint minimizes the overall load of the hanging box section.
In the structure of the invention, a platform is arranged at the top end of the upper wall plate, and the upper connector is fixedly or detachably arranged on the platform. For example, the top sub may be mounted to the platform by welding, bolting, etc.
In a preferred embodiment, the upper panel includes four triangular panel portions connected to each other, respectively an upper panel front panel portion, an upper panel rear panel portion, an upper panel left panel portion, and an upper panel right panel portion.
Further preferably, among the four panel sections, the upper panel rear panel section, the upper panel left panel section and the upper panel right panel section are formed as an integral member, and the upper panel front panel section is detachably connected to the integral member. This connection of the panel sections facilitates maintenance while maintaining the strength properties of the upper panel at an acceptable level.
In another embodiment, the upper panel includes two panel portions, an upper panel front panel portion and an upper panel back panel portion, which are joined together along the heading of the aircraft.
Preferably, the upper wall panel is removably connected to the side wall panel to facilitate maintenance.
Further, the hanger-engine connection in the hanger box section of the present invention comprises: the front mounting section is arranged at the front end of the body along the course of the airplane; the rear mounting section is arranged on the bottom plate; and/or
The hanger-wing connection further includes a mid-joint disposed at a rear end of the body along a course of the aircraft.
The invention also relates to an aircraft engine pylon comprising a pylon segment as described above and at least one aerodynamic fairing component connected to the pylon segment.
Drawings
FIG. 1 shows a perspective view of a prior art engine hanger.
FIG. 2 illustrates a perspective view of a hanger box section of the engine hanger of FIG. 1.
Figure 3 shows another perspective view of the hanging cartridge of figure 2.
FIG. 4 shows a partial cutaway view of the hanging box segment shown in FIG. 2, schematically illustrating the distribution of loads across portions of the hanging box segment.
Figure 5 shows a perspective view of a hanging cassette segment according to the present invention.
Fig. 6 shows a schematic view of the loads on the upper header, upper panel front panel portion and upper panel back panel portion of the hanging box section of fig. 5.
Figure 7 schematically illustrates the different vertical heights that the upper joint of the hanging box section can assume.
Fig. 8 is a graph showing a relationship reflecting different joint height positions and the ratio of wall plate load to upper joint load.
Figure 9 schematically illustrates the cantilever beam structure of the hanging box section.
FIG. 10 schematically illustrates different positions that the upper joint of the hangar box can assume along the heading of the aircraft.
FIG. 11 illustrates a radar map plotted for the loads at different locations along the heading of the aircraft illustrated in FIG. 10.
Fig. 12 schematically shows the connection of the individual plate sections of the upper wall plate of the hanging box section according to the invention.
Fig. 13 shows an enlarged partial view of the upper wall panel of the hanging box section according to the present invention, particularly illustrating the mounting structure of the upper joint.
Fig. 14 is a schematic top view of an upper wall panel including three panel sections and seven panel sections.
FIG. 15 is a perspective view of another example of a hanging box section of the present invention wherein the upper panel includes two panel portions.
FIG. 16 is a perspective view of yet another example of a hanging box section of the present invention wherein the upper panel comprises six panel portions.
Detailed Description
Specific embodiments of the present invention will be described with reference to fig. 5 to 16.
FIG. 5 shows a top perspective view of a hanger cassette 100 in an engine hanger according to the present invention. The hanger box section 100 includes an upper wall panel 120, a bottom panel (not shown in fig. 5), and a side panel portion 130 connected between the upper wall panel 120 and the bottom panel. The upper wall plate 120 is provided with an upper joint 110, and both ends of the hanging box section 100 are respectively provided with a front mounting joint 140 and a middle joint 150. Although not shown in fig. 5, a rear attachment boss is also provided on the bottom plate of the hanging box section 100, as in the case of the conventional hanging box section.
In the present invention, the upper wall plate 120 is formed in a convex structure by combining a plurality of plate parts. In the specific example shown in fig. 5, the upper wall plate 120 includes four triangular plate portions, an upper wall plate front plate portion 121, an upper wall plate rear plate portion 122, an upper wall plate left plate portion 123, and an upper wall plate right plate portion 124, and the upper joint 110 is located at a position where these plate portions meet each other.
Fig. 6 schematically shows the transmission of the load acting on the upper joint 110 to the upper panel 120, with the upper panel front plate portion 121 and the upper panel rear plate portion 122 being taken as an example. As shown in fig. 6, the upper joint load 200 acting on the upper joint 110 is at an angle to the horizontal. Analysis shows that the direction of the front plate portion load component 211 of the top joint load 200 on the top plate front plate portion 121 is along the extending direction of the top plate front plate portion 121, and the direction of the rear plate portion load component 212 of the top joint load 200 on the top plate rear plate portion 122 is along the extending direction of the top plate rear plate portion 122. The upper panel front section 121 and the upper panel rear section 122 carry most of the upper joint load 200, and the upper panel left section 123 and the upper panel right section 124 serve as reinforcement, carrying substantially no or only a small amount of load. The direction of the small amount of load carried in the upper panel left plate portion 123 and the upper panel right plate portion 124 is also along the extending direction of the upper panel left plate portion 123 and the upper panel right plate portion 124, respectively.
Therefore, in the hanging box section 100 of the present invention, the upper wall plate 120 is constituted of a plurality of plate portions (for example, four triangular plate portions as shown in the drawing) in a convex configuration, so that the load carried by the upper joint 110 is transmitted into each plate portion and is transmitted in the plane of each plate portion, whereby in-plane tensile-compression deformation is caused in each plate portion. Thus, in the structure of the hanging box section 100 of the present invention, a greater load can be carried, so that the overall structural strength of the hanging box section 100 is improved, and the service life of the hanging box section 100 is also extended.
Details of the design of the upper wall panel 120 of the hanging box section 100 are described in further detail below:
< vertical height of Upper Joint >
The upper wall 120 of the hanging box section 100 of the present invention is formed of a plurality of panels in a convex configuration and the upper joint 110 is positioned where the panels meet, so that the upper joint 110 of the present invention is at an elevated height relative to the substantially horizontal upper wall 11 of the existing hanging box section 10, which is the vertical height of the upper joint 110.
Fig. 7 schematically shows the upper joint 110 at different vertical height positions, wherein the prior art upper wall panel 11 is shown in solid lines, the upper wall panel front plate portion 121 and the upper wall panel rear plate portion 122 of the upper wall panel 120 of the present invention are shown in dashed lines, and the solid arrows indicate the load 200 exerted on the upper joint 110, the upper joint load 200 having a front plate portion load component 211 transmitted along the upper wall panel front plate portion 121 and a rear plate portion load component 212 transmitted along the upper wall panel rear plate portion 122. As can be seen from the figure, as the vertical height of the upper joint 110 increases, both the front plate portion load component 211 and the rear plate portion load component 212 decrease accordingly. When the vertical height of the hanging box section 100 reaches the joint desired height Hu, the direction of the top joint load 200 is parallel to the extending direction of the top panel front plate portion 121, and the top joint load 200 is transmitted through the top panel front plate portion 121, and the component in the top panel rear plate portion 122 is zero. In a conventional hanger box section 100, the desired height Hu of the joint is approximately 1147 mm.
However, in the actual structure, the upper joint 110 cannot reach the joint ideal height Hu due to the size limitation of the hanging box section 10, and can reach only the cowl top surface height Hl of the upper cowl. In a conventional size hanger box section 100, the fairing upper surface height Hl is typically approximately 216 mm.
Fig. 8 shows a graph reflecting the relationship between different joint height positions and the ratio of wall plate load to upper joint load. As can be seen from the graph shown in fig. 8, as the upper joint 110 rises, both the front plate portion load component 211 and the rear plate portion load component 212 gradually decrease, and when the joint ideal height Hu is reached, the front plate portion load component 211 is equal to the upper joint load 200, and the rear plate portion load component 212 is zero. Whereas, at cowl top surface height Hl that upper joint 110 can actually reach, front plate load component 211 is approximately 1.89 times upper joint load 200, while rear plate load component 212 is approximately 1.122 times upper joint load 200. However, since both the front plate portion load component 211 and the rear plate portion load component 212 are transmitted in-plane to the upper panel front plate portion 121 and the upper panel rear plate portion 122, resulting in-plane tension-compression deformation, the resulting internal stresses are still much lower than the vertical loads on the upper panel 11 of the prior art hanging box section 10.
Further, in view of the size of the upper joint 110 and the installation space, the height position of the upper joint 110 should be not lower than the lower joint height limit Hd, which is approximately 150mm in the conventional size hanging box section 100. As shown in fig. 8, at the joint height lower limit Hd, the front plate portion load component 211 is approximately 2.134 times the upper joint load 200, and the rear plate portion load component 212 is approximately 1.36 times the upper joint load 200.
In summary, in the present invention, the preferred height position of the upper joint 110 in the hanging box section 100 is between the cowl top surface height Hl (about 216mm) and the lower joint height limit Hd (about 150 mm).
< location of upper joint along heading >
The placement of the upper connector 110 on the upper wall panel 120 along the aircraft's heading also has a significant impact on the load-bearing performance of the hangar box 100.
As shown in fig. 9, the engine is carried by front mount 140 and rear mount 160, and the center of gravity thereof is located at the intersection of the respective extending directions of the loads at front mount 140 and rear mount 160, and the load of the engine is indicated by arrow 221 in fig. 9. On the other hand, the hanging box section 100 transfers the engine load 221 to the wing or fuselage through the upper joint 110, the middle joint 150 and the diagonal brace 170. Thus, the entire hanging box section 100 can similarly be viewed as a cantilever beam, with the portion in the same vertical plane of the engine's load 221 corresponding to the free end 231 of the cantilever beam, and the combination of the upper joint 110, the middle joint 150, and the diagonal brace 170 corresponding to the root 232 of the cantilever beam.
It can be seen that the shorter the cantilever length 233 between the free end 231 to the root 232, the less the internal stress and deformation of the cantilever beam, the stronger and the more stable the structure, under the same load.
However, the load transfer pattern of the hanging box section 100 is more complex, such as two load transfer positions, front 140 and rear 160, at the free end 231 and three load transfer positions, upper 110, middle 150 and diagonal 170, at the root 232, where, for example, the upper joint 110 increases the load bearing position of the cantilever and thus improves its strength, but on the other hand, the placement of the upper joint 110 also increases the load in localized locations and thus decreases the strength. Therefore, a more in-depth analysis of the position of the upper joint 110 along the heading is required to determine the position of the upper joint along the heading where the load performance is best.
As shown adaptively in fig. 10, the present invention selects four locations along the heading and performs a comparative analysis with the location along the heading Lt of the upper connector 51 in the existing ceiling-mounted cartridge 10. These four positions are respectively: a heading position lo in the same vertical plane as the upper joint 51 in the conventional hanger box section 10, a middle position Lm of the upper wall plate 120, a position Le in the same vertical plane as the load 221 of the engine, and a position Lf at the front mount section 140.
FIG. 11 shows the loads for each heading position in the form of a radar map. Wherein, the radial straight lines indicated by 110, 140, 150, 160, 170, 121, 122 represent the loads transmitted in the upper joint 110, the front mounting joint 140, the middle joint 150, the rear mounting joint 160, the diagonal brace 170, the upper panel front plate portion 121 and the upper panel rear plate portion 122, five closed polygons correspond to the position Lt of the upper joint 51 in the existing hanging box section 10 along the heading direction and the above-mentioned four heading direction positions Lo, Lm, Le and Lf selected for the upper joint 110 of the present invention, and the vertexes of the five closed polygons represent the load magnitude at the corresponding positions, wherein the closer to the circle, the smaller the corresponding load is.
It can be seen that for the upper panel front portion 121, the load therein decreases as the upper sub 110 moves from the corresponding position of the upper sub 51 of the prior art drop box section 10 towards the front mounting section 140, whereas for the upper sub 110 the load does not follow an increasing or decreasing law. It can be seen that the load change law of different parts is not the same during the process that the upper joint 110 of the hanging box section 100 moves from the corresponding position of the upper joint 51 of the hanging box section 10 of the prior art to the front mounting section 140. In the present invention, the entire load level of the hanging box section 100 is evaluated using the area surrounded by the five closed polygons in the radar chart shown in fig. 11 as an index.
Table 1 shows the relative proportions of the areas of the five closed polygons (where let the area of Le be 1):
TABLE 1
| Course position | Lt | Lo | Lm | Le | Lf |
| Area of | 2.16 | 3.77 | 2.70 | 1.00 | 2.13 |
It can be seen that the overall load of the hanging box 100 is minimal at heading position Le, i.e., a position in the same vertical plane as the load 221 of the engine, i.e., heading position Le is the preferred position for hanging box 100.
< connection mode between panel parts of upper panel >
The connection between the plate portions constituting the upper wall plate 120 will be described below by taking four triangular plate portions as an example shown in the drawings.
One way of connecting the upper wall panel 120 is to integrally connect the panel sections together. For example, a single piece of plate material may be subjected to a process such as forging, machining, or the like, thereby forming a boss configuration as shown in fig. 12, which includes an upper panel front plate portion 121, an upper panel rear plate portion 122, an upper panel left plate portion 123, and an upper panel right plate portion 124. Alternatively, four triangular plate portions may be formed first and then welded together, such as by welding, to form a unitary structure.
Another way of connecting the upper panel 120 is to detachably connect the upper panel front plate portion 121, the upper panel rear plate portion 122, the upper panel left plate portion 123, and the upper panel right plate portion 124 together. For example, four plate portions are detachably connected together with bolts.
The integrally formed upper wall plate 120 has the best strength performance because the plate portions are integrally formed, but is not easily disassembled and repaired because the whole upper wall plate 120 needs to be assembled and disassembled during maintenance.
And for the upper wall plate 120 that the plate parts are detachably connected together, any one or more of the plate parts can be flexibly selected to be disassembled according to maintenance needs, thereby facilitating maintenance. However, since the respective plate portions are detachably connected together by means such as bolts, the strength performance of the upper wall plate 120 formed of the detachably connected plate portions is significantly degraded as compared with the upper wall plate 120 formed as one body.
As a compromise between the one-piece top wall panel 120 and the removably assembled top wall panel 120, the present invention proposes a partially removable solution. As shown in fig. 12, the upper panel rear plate portion 122, the upper panel left plate portion 123, and the upper panel left plate portion 123 are integrally formed, and the upper panel front plate portion 121 is detachably connected to an integral member formed by the upper panel rear plate portion 122, the upper panel left plate portion 123, and the upper panel right plate portion 124 by a member such as a bolt, as shown in fig. 12.
By providing the upper panel front section 121 detachably, the maintenance of the obtained upper panel 120 is facilitated, and the upper panel rear section 122, the upper panel left section 123, and the upper panel right section 124 are integrally formed, so that the strength performance of the upper panel 120 can be maintained at a certain level.
< connection mode between Upper wall Panel and side wall Panel >
Further, the upper wall plate 120 and the side wall plate 130 may be integrally formed, or may be detachably connected, for example, by bolts or the like. From the viewpoint of easy maintenance, it is preferable that the upper wall plate 120 and the side wall plate 130 are detachably connected together.
< mounting method of Upper Joint >
As shown in fig. 13, in the hanging box section 100 of the present invention, the upper wall plate 120 is formed in a convex form, and a platform 125 is required to be provided at the top end of the upper wall plate 120 for installing the upper joint 110. The upper joint 110 may be mounted to the upper wall plate 120 by welding, or may be detachably mounted to the upper wall plate 120 by a fastener such as a bolt.
< number of plate sections constituting upper panel >
The present invention has been described above by taking as an example the case where the upper wall plate 120 includes four triangular plate portions. The case of the other number of plate portions will be discussed below.
Fig. 14 shows a schematic top view of the upper wall panel 120 comprising three panel sections and the upper wall panel 120 comprising seven panel sections, wherein arrow a indicates the heading direction of the aircraft and arrow C indicates the lateral direction of the aircraft. It can be seen that in the case of an odd number of plate portions, such as three, seven, etc., at least one of the front mounting section 140 and the middle joint 150 will be arranged to carry diagonal loads, which will increase the overall load level of the hanging box section 100.
Fig. 15 and 16 show an upper wall plate 120 including two plate portions (i.e., an upper wall plate front plate portion 121 and an upper wall plate rear plate portion 122 that are rectangular) and an upper wall plate 120 including six plate portions, respectively, as an example of the case of an even number of plate portions. It can be seen that in the case where the upper wall plate 120 is composed of an even number of plate portions, it is possible to ensure that the load directions of the front mount section 140 and the center joint 150 coincide with the heading direction a.
Further, as can be seen from fig. 16, in the case of an even number of six and more panel portions, in order to match the number of panel portions of the upper wall panel 120, it is necessary to increase the number of side wall panels 130, for example in the case of six panel portions, two side wall panels 130 connected to each other at an angle are provided on each side of the hanging box section 100. This can result in increased pneumatic loading of the hanging cassette section 100, as well as increased costs of design, manufacture and assembly.
Therefore, in the present invention, it is preferable that the upper wall plate 120 is formed by splicing two rectangular plate portions or four triangular plate portions.
Claims (9)
1. A hanger box section for an aircraft engine hanger, the hanger box section comprising: a body; a tow-engine connection formed on the body and through which an engine of an aircraft is connected to the tow box section; the hanging box section is connected to the wing or the fuselage of the airplane through the hanging-wing connecting part; it is characterized in that the preparation method is characterized in that,
the body includes: an upper wall plate; a bottom plate disposed opposite to the upper wall plate; and a side wall panel connected between the upper wall panel and the bottom panel, wherein the upper wall panel is formed by combining at least two panel sections, and is formed in a convex configuration, and the hanger-wing connection includes an upper joint provided on the upper wall panel at a position where the panel sections meet each other, so that a load carried by the upper joint is transmitted into each of the panel sections and is transmitted in a plane of each of the panel sections; the upper wall plate comprises four triangular plate parts which are connected together, namely an upper wall plate front plate part, an upper wall plate rear plate part, an upper wall plate left plate part and an upper wall plate right plate part.
2. The hanging box of claim 1, wherein the vertical height of the upper joint is in the range of 150-216 mm.
3. The hanger box of claim 1, wherein the upper joint is positioned at a location along a heading of the aircraft that is in a same vertical plane as a load of the engine.
4. The hanging cassette section of claim 1, wherein a platform is provided at the top end of the upper wall panel, and the upper connector is fixedly or removably mounted on the platform.
5. The hanger box section of claim 4 wherein the top panel back panel portion, the top panel left panel portion and the top panel right panel portion are formed as an integral component, and the top panel front panel portion is removably connected to the integral component.
6. The hanger box section of claim 1 wherein the top panel comprises a top panel front panel portion and a top panel back panel portion, the top panel front panel portion and the top panel back panel portion being joined together along the heading of the aircraft.
7. The hanging box section of claim 1, wherein the top wall panel is removably connected to the side wall panel.
8. The hanger cassette section of claim 4, wherein the hanger-engine connection comprises: the front mounting section is arranged at the front end of the body along the course of the airplane; the rear mounting section is arranged on the bottom plate; and/or
The hanging-wing connecting part further comprises a middle joint, and the middle joint is arranged at the rear end of the body along the course of the airplane.
9. An aircraft engine pylon comprising a pylon box section according to any one of claims 1 to 8 and at least one aerodynamic fairing component attached to the pylon box section.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711239526.5A CN107963225B (en) | 2017-11-30 | 2017-11-30 | Aircraft engine hanger and hanging box section thereof |
| PCT/CN2018/115170 WO2019105219A1 (en) | 2017-11-30 | 2018-11-13 | Aircraft engine suspension and suspension box section thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711239526.5A CN107963225B (en) | 2017-11-30 | 2017-11-30 | Aircraft engine hanger and hanging box section thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107963225A CN107963225A (en) | 2018-04-27 |
| CN107963225B true CN107963225B (en) | 2021-06-04 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201711239526.5A Active CN107963225B (en) | 2017-11-30 | 2017-11-30 | Aircraft engine hanger and hanging box section thereof |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN107963225B (en) |
| WO (1) | WO2019105219A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107963225B (en) * | 2017-11-30 | 2021-06-04 | 中国商用飞机有限责任公司 | Aircraft engine hanger and hanging box section thereof |
| CN109606686B (en) * | 2018-12-10 | 2020-10-23 | 彩虹无人机科技有限公司 | Universal type unmanned aerial vehicle launcher switching beam |
| CN112776993A (en) * | 2019-11-05 | 2021-05-11 | 中国航发商用航空发动机有限责任公司 | Aircraft and suspended structure thereof |
| CN112644718B (en) * | 2020-12-29 | 2023-05-23 | 中国航空工业集团公司西安飞机设计研究所 | Engine hanging structure of unmanned aerial vehicle |
| FR3118944B1 (en) * | 2021-01-20 | 2023-12-08 | Airbus Operations Sas | PRIMARY STRUCTURE OF A MAST FOR FIXING AN AIRCRAFT ENGINE. |
| CN113237661B (en) * | 2021-05-10 | 2022-02-25 | 中国商用飞机有限责任公司 | Device and method for measuring dynamic test load of wing-mounted engine |
| CN113581476B (en) * | 2021-08-11 | 2024-08-20 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | Engine back support structure and aircraft |
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| FR2889505B1 (en) * | 2005-08-05 | 2007-09-14 | Airbus France Sas | PRIMARY STRUCTURE OF PERFECTED AIRCRAFT ENGINE MAT |
| FR2926788B1 (en) * | 2008-01-25 | 2010-04-02 | Snecma | ATTACHING A MULTIFLUX TURBOREACTOR TO AN AIRCRAFT |
| CN107963225B (en) * | 2017-11-30 | 2021-06-04 | 中国商用飞机有限责任公司 | Aircraft engine hanger and hanging box section thereof |
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- 2017-11-30 CN CN201711239526.5A patent/CN107963225B/en active Active
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2018
- 2018-11-13 WO PCT/CN2018/115170 patent/WO2019105219A1/en active Application Filing
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| EP0453360A1 (en) * | 1990-04-19 | 1991-10-23 | Societe Nationale D'etude Et De Construction De Moteurs D'aviation "Snecma" | Aviation engine with high bypass ratio and of the type with front contra-rotating fan |
| CN101272953A (en) * | 2005-09-28 | 2008-09-24 | 法国空中客车公司 | Aircraft engine assembly including engine and mounts for the engine |
| CN101282876A (en) * | 2005-10-07 | 2008-10-08 | 法国空中客车公司 | Rigid structure for aircraft engine hanger and pylon comprising same |
| CN103101628A (en) * | 2013-02-06 | 2013-05-15 | 中国商用飞机有限责任公司 | Front mounting joint integrated with airplane hanging |
| CN106585999A (en) * | 2015-10-16 | 2017-04-26 | 空中客车运营简化股份公司 | Aircraft engine pylon |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2019105219A1 (en) | 2019-06-06 |
| CN107963225A (en) | 2018-04-27 |
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