CN112776993A

CN112776993A - Aircraft and suspended structure thereof

Info

Publication number: CN112776993A
Application number: CN201911069766.4A
Authority: CN
Inventors: 曾涛
Original assignee: AECC Commercial Aircraft Engine Co Ltd
Current assignee: AECC Commercial Aircraft Engine Co Ltd
Priority date: 2019-11-05
Filing date: 2019-11-05
Publication date: 2021-05-11

Abstract

The invention relates to an airplane and a hanging structure thereof. This suspended structure is including hanging the body and setting up preceding installation festival and the back installation festival on hanging the body, hangs the body and is connected with the front portion of engine through preceding installation festival, hangs the body and is connected with the rear portion of engine through the back installation festival, and preceding installation festival includes first length adjustment mechanism, and first length adjustment mechanism is used for the adjustment to hang the distance between the front portion of body and engine to promote or reduce the every single move angle of engine. The invention provides an airplane and a hanging structure thereof, which can improve the attitude of an engine and improve the flight stability of the airplane and the safety coefficient of the airplane in the take-off and landing stages.

Description

Aircraft and suspended structure thereof

Technical Field

The invention relates to the technical field of structural design and pneumatic design of an airplane, in particular to an airplane and a hanging structure thereof.

Background

The suspended structure is the interface of connection between aeroengine and the aircraft wing, and suspended structure's main function is as follows:

1) hoisting the aero-engine to the airplane wing;

2) transferring an aircraft engine load to an aircraft;

3) structural channels and pipeline installation are provided for system components such as fuel pipelines, environmental control systems, electrical systems, hydraulic systems and the like between an aircraft engine and aircraft wings;

4) the requirement of pneumatic appearance is met.

Therefore, the design of the suspension structure should comprehensively consider various factors such as noise, weight, fuel consumption rate, pneumatics, system arrangement, engine installation and maintenance and the like.

Figure 1 shows a prior art hanging structure. The suspension structure 100 is a conventional suspension structure of an a320 airplane, and the suspension body 10 ' is generally designed as a rigid box-shaped structure formed by connecting an upper beam, a lower beam, a plurality of vertical standing frames and side wall plates, and is assembled with the front and the rear of an engine through a front mounting joint 20 ' and a rear mounting joint 30 '. The hanger body 10' is fixedly connected with the airplane wing through an upper structure. The entire load of the engine is transmitted through the front and rear mounting joints 20 ', 30 ', and torque is typically transmitted by means of the rear mounting joint 30 '.

Figure 2 shows another prior art hanger structure. The suspension structure is a suspension structure of a C919 airplane, and is a suspension body box section 110 consisting of an upper beam, a lower beam, a frame and a side wall plate, wherein a front mounting joint 130 is integrated with the suspension body box section 110 and can transmit torque. The connection of the hanger body box section 110 to the thrust reverser is accomplished by a guide rail 150. The hanger body box section 110 is fixedly connected to the aircraft wing through an upper structure.

Based on the existing hanging structure, we can find that:

1) the connection of the engine to the aircraft wing is a fixed connection;

2) the mounting position and the mounting angle of the engine on the aircraft are fixed without considering the structural deformation.

Fig. 3 shows a schematic diagram of a comparison of the engine installations of a prior art B737MAX aircraft and a B737NG aircraft. Taking a B737MAX airplane as an example, the hanging structure of the B737MAX airplane is too far forward, and the lift force of the nacelle detached vortex generates a large pitching moment on the wings, so that the B737MAX airplane is not beneficial to the pitching stability of the flight. To enhance flight stability, boeing developed a maneuvering enhancement system (MCAS), but it is the defect in MCAS that caused two serious accidents in the future.

With the ever-increasing economic demands on aircraft, in particular civil aircraft, the diameter of the engine fan has increased, which is a serious problem because of the following two problems:

1) the ground clearance of the engine is smaller and smaller, and compensation design needs to be carried out on the installation of the engine or the design of the undercarriage;

2) the engine is integrally installed, moves upwards and forwards, the center of gravity of the engine moves forwards, pneumatic interference between the nacelle and the airplane is intensified, and the flying stability of the airplane is influenced.

Disclosure of Invention

Aiming at the problems in the prior art, the invention provides the aircraft and the hanging structure thereof, which change the fixed connection mode of the hanging body and the engine, improve the attitude of the engine and improve the flight stability of the aircraft and the safety factor in the take-off and landing stages.

The front mounting section comprises a first length adjusting mechanism, and the first length adjusting mechanism is used for adjusting the distance between the hanging body and the front part of the engine so as to increase or decrease the pitching angle of the engine.

According to one embodiment of the invention, the rear mounting section comprises a second length adjustment mechanism for adjusting the distance between the hanger body and the rear portion of the engine, the second length adjustment mechanism cooperating with the first length adjustment mechanism to raise or lower the engine as a whole.

According to one embodiment of the invention, the first length adjustment mechanism is a hydraulic linkage.

According to one embodiment of the invention, the second length adjustment mechanism is a hydraulic linkage.

According to an embodiment of the invention, the rear mounting section further comprises a rotating shaft connecting the hanger body and the rear portion of the engine.

The invention also provides an airplane which comprises wings, an engine and the hanging structure, wherein the hanging structure is arranged at the bottom of the wings, and the engine is hoisted by the wings through the hanging structure.

According to an embodiment of the invention, the aircraft further comprises a controller for controlling the first length adjustment mechanism and the second length adjustment mechanism to operate to adjust the distance between the hanger body and the front portion of the engine and the distance between the hanger body and the rear portion of the engine.

According to one embodiment of the invention, the aircraft is in a ground state, the controller lifts the front portion of the engine by the first length adjustment mechanism to increase a clearance between the engine and a ground surface; when the airplane is in a flying state, the controller adjusts the pitching angle of the engine through the first length adjusting mechanism and the second length adjusting mechanism so as to improve the operation efficiency of the engine.

The aircraft and the hanging structure thereof provided by the invention improve the attitude of the engine, and can improve the flight stability of the aircraft and the safety coefficient in the take-off and landing stages.

It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are intended to provide further explanation of the invention as claimed.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principle of the invention.

In the drawings:

figure 1 shows a prior art hanging structure.

Figure 2 shows another prior art hanger structure.

Fig. 3 shows a schematic diagram of a comparison of the engine installations of a prior art B737MAX aircraft and a B737NG aircraft.

FIG. 4 shows a simplified schematic of a hanging structure according to one embodiment of the present invention.

FIG. 5 is a schematic diagram of a hanging structure according to an embodiment of the present invention.

FIG. 6 shows a simplified schematic of a hanger structure according to another embodiment of the invention.

Wherein the figures include the following reference numerals:

hanging structure

100, 400, 500, 600

Hanging

body

10', 102, 401, 501, 601

Front mounting section

20', 104, 130, 402, 602

Rear

mounting section

30', 106, 403, 603

Hanging body box section 110

Guide rail 150

First

length adjustment structures

404, 504, 604

Hydraulic linkage

405, 407, 505, 605, 607

Second length adjustment mechanism 406, 606

Engines

408, 608

Detailed Description

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

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the application, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.

The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

In the description of the present application, it is to be understood that the orientation or positional relationship indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the orientation or positional relationship shown in the drawings, and are used for convenience of description and simplicity of description only, and in the case of not making a reverse description, these directional terms do not indicate and imply that the device or element being referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the scope of the present application; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, and therefore, the scope of protection of the present application is not to be construed as being limited. Further, although the terms used in the present application are selected from publicly known and used terms, some of the terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Further, it is required that the present application is understood not only by the actual terms used but also by the meaning of each term lying within.

FIG. 4 shows a simplified schematic of a hanging structure according to one embodiment of the present invention. As shown, the hanger structure 400 includes a hanger body 401, and a front mounting section 402 and a rear mounting section 403 provided on the hanger body 401. The hanger body 401 is connected to the front of the engine 408 via a front mounting joint 402, and the hanger body 401 is connected to the rear of the engine 408 via a rear mounting joint 403.

Normally, one end of the front attachment section 402 is connected to the hanger body 401, and the other end is connected to the front of the engine 408. The front mount 402 includes a first length adjustment mechanism 404, and the first length adjustment mechanism 404 can change its length, such as by being extendable to adjust the distance between the hanger body 401 and the front of the engine 408. In other words, the length of the front mounting section 402 is adjustable.

One end of the rear mounting link 403 is connected to the hanger body 401, and the other end is connected to the rear of the engine 408. The rear mounting segment 403 assists in carrying radial and circumferential loads, and typically does not carry axial loads. Conventionally, the rear mounting section 403 may be fixedly connected to the hanger body 401 by a hinge.

It is easy to understand that when the rear mounting node 403 is fixed, and the connecting position of the rear mounting node 403 and the rear part of the engine 408 is used as a base point, the length of the front mounting node 402 is adjusted, so that the change of the pitch angle of the engine 408 can be realized. Therefore, the suspension structure 400 provided by the invention can improve the pitch angle of the engine 408 on the premise of keeping the installation position of the engine 408 unchanged, adjust the center of gravity of the engine 408 and adjust the physical clearance between the engine 408 and the surrounding environment.

FIG. 5 is a schematic diagram of a hanging structure according to an embodiment of the present invention. The hangar structure 500 is a modification of the hangar structure 100 of the a320 aircraft shown in figure 1. A front attachment section is provided on the hanger body 501, and the front attachment section includes a first length adjustment mechanism 504, and the first length adjustment mechanism 504 is a hydraulic link mechanism 505. The hydraulic link mechanism 505 can better bear the load of the front part of the engine, and can conveniently adjust the distance between the hanging body 501 and the front part of the engine, thereby improving the pitching angle of the engine.

FIG. 6 shows a simplified schematic of a hanger structure according to another embodiment of the invention. The hanging structure 600 includes a hanging body 601, and a front mounting section 602 and a rear mounting section 603 provided on the hanging body 601. One end of the front mount 602 is connected to the hanger body 601, and the other end is connected to the front of the engine 608. The front mount 602 includes a first length adjustment mechanism 604. One end of the rear mount 603 is connected to the hanger body 601, and the other end is connected to the rear of the engine 608. The rear mounting section 603 includes a second length adjustment mechanism 606. The second length adjustment mechanism 606 is used to adjust the distance between the hanger body 601 and the rear of the engine 608. The second length adjustment mechanism 606 cooperates with the first length adjustment mechanism 604 to raise and lower the motor 608 as a whole or to adjust the motor 608 to an optimal position. Preferably, the second length adjustment mechanism 606 may also be a hydraulic linkage 607 to perform distance adjustment.

Preferably, the rear mounting joint 603 further includes a rotating shaft (not shown) connecting the hanger body 601 and the rear portion of the engine 608. The shaft is used to transmit torque from the engine 608.

The invention also provides an airplane which comprises wings, an engine and the hanging structure. The hanging structure 600 in fig. 6 will be described as an example. Hangar structure 600 is disposed at the bottom of the wing, which hoists engine 608 through hangar structure 600.

Preferably, the aircraft further comprises a controller. The controller is used for controlling the first length adjustment mechanism 604 and the second length adjustment mechanism 606 to work. The controller controls the first length adjustment mechanism 604 to operate to adjust the distance between the hanger body 601 and the front portion of the engine 608, and the controller controls the second length adjustment mechanism 606 to operate to adjust the distance between the hanger body 601 and the rear portion of the engine 608. The controller may control the first length adjustment mechanism 604 or the second length adjustment mechanism 606 independently, or the controller may control both of them. The controller is the prior art and can be formed by a mode of hardware and software. The hardware and software are well known in the art for performing the operation of the first length adjustment mechanism 604 and/or the second length adjustment mechanism 606.

Preferably, the controller raises the front of the engine 608 via the first length adjustment mechanism 604 while the aircraft is on the ground, increasing the pitch angle of the engine 608 to increase the clearance between the engine 608 and the ground, and reducing the pitch moment on the wing. The ground state here refers to a situation where the engine 608 is close to the ground when the aircraft is taking off or landing. In flight, the controller adjusts the pitch angle of the motor 608 via the first length adjustment mechanism 604 and the second length adjustment mechanism 606. Because there is no clearance limit between engine 608 and the ground, can adjust engine 608 installation angle back to the optimum position, reduce the aerodynamic interference problem between the nacelle of engine 608 and the wing, and can adjust the engine 608 angle of pitch in real time according to the aircraft operation steady demand to improve aircraft operation steady characteristic.

It will be readily appreciated that to increase the clearance between the engine 608 and the ground when the aircraft is in the ground condition, the clearance between the engine 608 and the ground may also be increased with the assistance of the second length adjustment mechanism 606.

Further, as the aircraft transitions between ground and flight conditions, the pylon structure 600 can be transitioned between ground and airborne configurations. The following is a basic description of the overall flight of an aircraft:

under ground conditions, the hanger structure 600 adjusts to ground configuration, ensuring a minimum ground clearance for the engine 608. Keeping the hangar structure 600 unchanged, the engine 608 is started, and then the aircraft rollout begins until the aircraft lifts off the ground. When the aircraft is at a certain safe height from the ground, the suspension structure 600 is adjusted to an aerial configuration, reducing aerodynamic interference between the engine and the wing in the flight state. During flight of the aircraft, the suspension structure 600 participates in flight control as part of the aircraft stability control parameters. During approach of the aircraft, the suspension structure 600 is adjusted to the ground configuration in preparation for landing.

According to the airplane and the hanging structure thereof, the fixed connection mode of the hanging body and the engine is changed, the attitude of the engine is conveniently improved, and the flight stability of the airplane and the safety coefficient of the airplane in the take-off and landing stages can be improved.

It will be apparent to those skilled in the art that various modifications and variations can be made to the above-described exemplary embodiments of the present invention without departing from the spirit and scope of the invention. Thus, it is intended that the present invention cover the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.

Claims

1. The suspension structure comprises a suspension body and a front mounting joint and a rear mounting joint which are arranged on the suspension body, wherein the suspension body is connected with the front part of the engine through the front mounting joint, the suspension body is connected with the rear part of the engine through the rear mounting joint, the front mounting joint comprises a first length adjusting mechanism, and the first length adjusting mechanism is used for adjusting the distance between the suspension body and the front part of the engine so as to promote or reduce the pitching angle of the engine.

2. The hanger structure of claim 1, wherein the rear mounting section includes a second length adjustment mechanism for adjusting a distance between the hanger body and a rear portion of the engine, the second length adjustment mechanism cooperating with the first length adjustment mechanism to raise or lower the engine as a whole.

3. The hanging structure of claim 1, wherein the first length adjustment mechanism is a hydraulic linkage.

4. The hanging structure of claim 2, wherein the second length adjustment mechanism is a hydraulic linkage.

5. The hanger structure of claim 1, wherein the rear mounting section further comprises a shaft connecting the hanger body and the rear portion of the engine.

6. An aircraft comprising a wing, an engine and a hangar according to any of claims 2 to 5, the hangar being provided at the base of the wing, the wing being adapted to suspend the engine via the hangar.

7. The aircraft of claim 6, further comprising a controller for controlling the first and second length adjustment mechanisms to operate to adjust a distance between the tow body and a front of the engine and a distance between the tow body and a rear of the engine.

8. The aircraft of claim 7, wherein the controller raises a front portion of the engine via the first length adjustment mechanism to increase a clearance between the engine and a ground surface when the aircraft is in a ground state; when the airplane is in a flying state, the controller adjusts the pitching angle of the engine through the first length adjusting mechanism and the second length adjusting mechanism so as to improve the operation efficiency of the engine.