WO2014121638A1 - 推进系统一体化的吊挂结构 - Google Patents

推进系统一体化的吊挂结构 Download PDF

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Publication number
WO2014121638A1
WO2014121638A1 PCT/CN2013/089256 CN2013089256W WO2014121638A1 WO 2014121638 A1 WO2014121638 A1 WO 2014121638A1 CN 2013089256 W CN2013089256 W CN 2013089256W WO 2014121638 A1 WO2014121638 A1 WO 2014121638A1
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WO
WIPO (PCT)
Prior art keywords
connection point
cover
engine
propulsion system
core
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2013/089256
Other languages
English (en)
French (fr)
Inventor
吴光辉
韩克岑
周良道
俞麒峰
林国政
张宏杰
章仕彪
翁豪杰
郭海沙
张鹏飞
李晓楠
马世伟
胡寅寅
彭森
唐宏刚
闫明鹏
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Commercial Aircraft Corp of China Ltd
Original Assignee
Commercial Aircraft Corp of China Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Commercial Aircraft Corp of China Ltd filed Critical Commercial Aircraft Corp of China Ltd
Priority to US14/407,497 priority Critical patent/US9856028B2/en
Priority to EP13874753.0A priority patent/EP2848536B1/en
Publication of WO2014121638A1 publication Critical patent/WO2014121638A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B64D27/16—Aircraft characterised by the type or position of power plants of jet type
    • B64D27/18—Aircraft characterised by the type or position of power plants of jet type within, or attached to, wings
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/54—Nozzles having means for reversing jet thrust
    • F02K1/64—Reversing fan flow
    • F02K1/70—Reversing fan flow using thrust reverser flaps or doors mounted on the fan housing
    • F02K1/72—Reversing fan flow using thrust reverser flaps or doors mounted on the fan housing the aft end of the fan housing being movable to uncover openings in the fan housing for the reversed flow
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/40—Weight reduction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present invention generally relates to the field of civil aircraft structural design, overall design, aerodynamic design, and strength design, and more particularly to a structural connection of a suspension to a wing and an engine. Background technique
  • Suspension is the interface between the aero engine and the wing of the aircraft. Its main function is to hoist the engine, transmit the engine load, and provide access to the fuel pipeline, environmental control, electrical, hydraulic and other systems between the engine and the aircraft wing. And guarantee a smooth aerodynamic shape.
  • the suspension structure design should take into account various factors such as noise, weight, fuel consumption rate, pneumatics, system layout, engine installation and maintenance.
  • the conventional configuration of the hanging 10 is generally designed as a rigid box-shaped structure formed by connecting upper and lower beams, a plurality of vertically standing frames, and side wall plates, and passing through the front mounting section 20' and rear.
  • Mounting section 30' is assembled with the engine. The entire load of the engine is transmitted through the front and rear mounting sections and is typically transmitted by means of the rear mounting section 30.
  • the above-mentioned conventional configuration is suspended through the rear mounting section 30 to transmit torque.
  • the rear mounting section 30 In order to have a long enough force arm to transmit torque, the rear mounting section 30 must have a wide width, resulting in a wide profile of the hanging trailing edge, which affects Aerodynamic performance of the aircraft.
  • the front mounting section 20 is a separate component that is independent of the suspension but is connected to the suspension, and the entire engine mounting structure is relatively heavy.
  • connection between the conventional hook and the nacelle structure is connected by a hinge.
  • the hanging side wall 1 1 is provided with a reverse push cover hinge 12, and a fan cover hinge 13, wherein the reverse cover hinge 12
  • the guide beam (not shown) is connected to the reverse thrust cover (not shown), and the guide rail is provided with a guide rail for guiding the reverse thrust cover.
  • the conventional engine ducted auxiliary structure for rectifying the external ducted airflow is located between the outer casing of the nacelle and the core casing of the nacelle, and is connected with the core casing of the nacelle, and is opened together with the core casing during the inspection. It can be seen that the traditional engine ducted auxiliary structure is designed to be integrated with the nacelle and belongs to the nacelle structural member. Summary of the invention
  • a first object of the present invention is to provide a new type of connection between a suspension and a wing and an engine, which can meet the structural requirements in a small space and achieve weight reduction when using a LEAP-X engine;
  • the second object of the present invention is to provide a new connection form of the suspension and the wing and the engine, and cancel the transmission and twisting to carry forward the twisting, thereby reducing the engine duct space of the hanging and occupying, and reasonably solving the engine load.
  • the problem of transmission thereby achieving the purpose of reducing fuel consumption, reducing aerodynamic losses, and reducing noise;
  • a third object of the present invention is to provide a new type of connection between a suspension and a wing and an engine to solve the problem of the rear cover of the engine nacelle core cover being moved.
  • a propulsion system integrated suspension structure which is adapted to be connected to an aircraft engine at one end and to the other end of the aircraft wing, the suspension structure comprising a hanging box segment, which is composed of upper and lower beams And the frame structure of the side wall; wherein the hanging structure further comprises:
  • a thrust reverser connection structure disposed on the left side wall and the right side wall and coupled to the nacelle thrust reverse cover including the front fixed cover and the rear moving cover, the thrust cover connection structure including at least one After guiding, the guide rails of the cover are moved to slide the rear moving cover away from the hanging box segments.
  • the engine thrust hood is directly connected to the side wall of the hanging box section and the reverse thrust hood is opened by the guide rails on the side wall, and the rail beam is eliminated, thereby saving space not only for the LEAP-X engine
  • the installation requires, and can also reduce the weight of the entire propulsion system.
  • the thrust reverser attachment structure includes upper and lower rails for guiding the rear moving cover and an intermediate rail for guiding the nacelle grill.
  • the rear moving cover is provided with a structure slidably engaged with the upper rail and the lower rail.
  • the hanging structure further includes a front mounting section, the front mounting section being disposed on a front wall of the front end frame of the frame and connected to a fan of an aircraft engine Machine.
  • the front mounting section and the sling integrated design not only reduce space savings, but also help reduce the weight of the entire propulsion system.
  • the front mounting section comprises:
  • first puller and a second puller respectively protruding outwardly from both sides of the front end frame;
  • the first link and the second link have one end connected to the first puller and the second puller, respectively One end is adapted to be connected to an aero engine;
  • first link and the first puller are pivotally connected at the first connection point
  • second link and the second puller are respectively connected at the second connection point and the third connection point.
  • the front mounting section and the hanging frame are integrated, which can transmit the vertical and lateral loads, and can transmit the torque, overcomes the shortcomings of the existing front mounting section and does not transmit the twist, and is relieved.
  • the twisting function of the rear mounting section reduces the width of the rear mounting section, so that the rear mounting section encroaches on the engine duct space, which is beneficial to reduce the fuel consumption rate and also facilitate the shrinkage of the hanging trailing edge. Reduce the purpose of pneumatic losses.
  • the structural weight can be effectively reduced and the height of the landing gear can be reduced.
  • connecting bolts passing through the first link and the second link at the first connection point, the second connection point, and the third connection point, respectively, are formed at the connection points.
  • the bushings in the mounting holes in the first and second pull tabs are mated.
  • first link and the first puller are also connected at a fourth connection point, and the fourth connection point is opposite to the second connection point and is respectively located at the first connection point and The inner side of the third connection point, the connection bolt passing through the first link at the fourth connection point is clearance-fitted with the bushing disposed in the mounting hole on the first lug at the fourth connection point.
  • the fourth connection point is set such that when the current installation section is connected to the engine through the first second link, the first link is designed to be safe for waiting for damage.
  • connection screw at the fourth connection point is gap-fitted with the bushing with a first gap, and the first gap is set to be when the first connection point and the second connection point And when any one of the third connection points fails, in the fourth The connecting bolt at the connection point is in contact with the bushing portion.
  • the hanging front end frame slightly rotates around the third connection point, Thereby, the first gap portion at the fourth connection point disappears, that is, the fourth connection point participates in the force.
  • the front mounting section of the present invention further includes a third puller protruding outward from the front wall of the front end frame and a third link connected to the third puller at one end at the fifth connection point, the third link The other end is adapted to be coupled to the engine, and the connecting bolt passing through the third link at the fifth connection point is clearance-fitted with the bushing disposed in the mounting hole on the third lug at the fifth connection point.
  • the fifth connection point is set such that when the current installation section is connected to the engine through the first, second, and third links, the third link is designed to be safe for waiting for damage.
  • the connecting bolt at the fifth connection point is gap-fitted with the bushing with a second gap, and the second gap is set to be larger than the first gap and makes the first connecting rod Or when the second link is completely failed, the connecting bolt at the fifth connecting point is in contact with the bushing portion.
  • an engine duct auxiliary structure is further included, and the engine duct auxiliary structure is connected at one end to the hanging box segment and at the other end to be connected to the short core including the core front cover and the core rear cover.
  • a nacelle core cover the engine duct support structure comprising a front frame hinged to the core front cover and a rear frame connected to the core rear cover, the rear frame being provided with at least one guide rail for guiding the core rear cover to make the core The rear cover slides open relative to the hanging box segment.
  • the integrated design of the engine duct auxiliary structure and the hanging box segment can meet the needs of the integrated design of the engine one nacelle and the hanging box segment on the one hand, and provide a narrower engine duct auxiliary structure shape on the other hand, so that The area of the engine culvert has increased significantly, reducing the fuel consumption rate of the engine, improving the economy of the aircraft, and having higher market competitiveness.
  • the front frame comprises a front beam, a rear beam, an intermediate beam and a middle inclined beam; wherein: one end of the front beam is connected to the other end of the hanging box segment for connection to the core front cover
  • the rear beam is located downstream of the front beam, and one end thereof is connected to the other end of the hanging box segment for connection to the core front cover; two ends of the intermediate beam are respectively connected to the On the front beam and the back beam; one end of the intermediate inclined beam is connected to the intermediate beam and the other end is inclined toward the rear beam and is connected to the hanging box segment; the rear frame extends rearward from the back beam The upper end is for connecting to the hanging box segment.
  • the rear beam of the front frame is connected to the hanging box segment by a pivoting seat, and the other end of the intermediate inclined beam is also connected to the pivoting seat.
  • the intermediate beam is pivotally connected with a plurality of hinges, and the other end of the plurality of hinges is pivotally connected to the core front cover to make the core front cover rotatable relative to the hanging box segment Open the ground.
  • the invention has the beneficial effects that the engine thrust hood is directly connected to the side wall of the hanging box section and the reverse thrust hood is opened by the guide rails on the side wall, and the rail beam is cancelled, thereby saving space not only for the LEAP-X engine.
  • the installation requires, and can also reduce the weight of the entire propulsion system.
  • Figure 1 is a schematic view of a conventional configuration of an aircraft suspension
  • Figure 2 is a schematic view of a conventional nacelle joint
  • FIG. 3 is a schematic overall view of a suspension structure integrated with a propulsion system in accordance with a preferred embodiment of the present invention
  • FIG. 4a is a view showing a state of use of a suspension structure hoisting LEAP-X engine in which a propulsion system is integrated according to a preferred embodiment of the present invention, wherein a reverse thrust structure of the LEAP-X engine is in a normal deployed position;
  • Figure 4b is a view similar to Figure 4a, but with the LEAP-X engine thrust reverser in the maintenance deployment position and the grille removed for clarity of the nacelle;
  • Figure 5 schematically shows Figure 3 The front mounting section is connected to the operating state diagram of the engine fan casing;
  • Figure 6a is a schematic illustration of a front mounting section of a propulsion system integrated hoisting structure in accordance with a preferred embodiment of the present invention, with the fasteners for securing the boomerang linkage removed for clarity;
  • Figure 6b is a view similar to Figure 6a, wherein the mounting section is fitted with fasteners;
  • Figure 7 is a schematic view of the force of the front mounting section in Figure 6a under normal conditions;
  • Figure 8 is the second mounting of the front mounting section of Figure 6a Schematic diagram of the force situation in the point failure state;
  • Figure 9 is a schematic view of the force of the front mounting section of Figure 6a in the failure state of the second boomerang link;
  • Figure 10 is a view schematically showing an engine duct space encroached by a hanging box section of a propulsion system integrated in a propulsion system according to a preferred embodiment of the present invention
  • Figure 1 1 is a schematic illustration of a mounting position of a fan air flap in a suspension structure integrated in a propulsion system in accordance with a preferred embodiment of the present invention
  • FIG. 12a is a schematic view showing a state in which a propulsion system integrated hoisting structure and a LEAP-X type nacelle are connected according to a preferred embodiment of the present invention, wherein the nacelle core cover is in a normal use position, and the hang is removed for clarity in the figure. a thrust reverser connection structure on the side wall panel;
  • Figure 12b is a view similar to Figure 12a, but with the nacelle core cover in a maintenance position;
  • Fig. 13 is a view schematically showing the main structure of the engine duct auxiliary structure of Fig. 3. Description of the reference numerals
  • the internationally advanced LEAP-X engine adopts the new 0-DUCT reverse thrust structure, and the reverse composite body structure cover adopts integral molding technology.
  • the main advantages are simple maintenance and light weight, which helps to reduce the noise level.
  • the LEAP-X engine in terms of fuel consumption, is 13.6% lower than the current B737 and A320 CFM56 engines; it is 10 dB lower than the most stringent international level requirement in terms of noise.
  • the propeller integration technology i.e., IPS technology
  • the present invention is estimated to contribute a 1.5% reduction in fuel consumption and a noise reduction of 2 decibels.
  • the engine is connected to the hanging box section structure through the front and rear mounting sections, and the engine core cover IFS structure is connected to the hanging box section through the BIFI structure, and the 0-shaped reverse push and the side wall rail structure of the hanging box section are structurally Connected together, the entire engine, nacelle and suspension structure are fully loaded and play the functional state of the propulsion system, hence the name of the integrated technology of the propeller (ie IPS technology).
  • the IPS crane Since the integrated technology is a new technology, and the engine, the reverse thrust structure and the hanging structure are both different from the traditional ones, the IPS crane also needs to be greatly improved to reach the weight reduction, noise reduction, SFC reduction, and pneumatic reduction. Loss of design goals.
  • FIG. 3 schematically illustrates a propulsion system 1 in accordance with a preferred embodiment of the present invention.
  • the hanging structure is adapted to be connected to the aircraft engine at one end and to the aeroengine.
  • the hanging structure comprises a hanging box segment 110, which is composed of an upper and lower beam, a frame 100 and a side wall plate 102.
  • the hanging structure further includes: a thrust reverser joint structure, a front mounting joint 130 and an engine duct support structure 150.
  • the thrust reverser connection structure is disposed on the side wall panel 102 of the hanging box segment 1 10 and connected to the nacelle thrust reverse cover including the front fixed cover 301 and the rear movable cover 302.
  • the thrust reverser connection structure includes three guide rails: an upper rail 121, an intermediate rail 122, and a lower rail 123.
  • the upper rail 121 and the lower rail 123 are used to guide the rear moving cover 302 to slide the rear moving cover relative to the hanging box segment; the intermediate rail 122 is used to guide the nacelle grill 303.
  • the upper rail 121 and the lower rail 123 are provided as sliders, it is also possible to provide a corresponding rail on the rear cover 302.
  • the IPS hanging eliminates the hanging chain and attaches the rail directly to the hanging. This helps to reduce the weight of the nacelle. At the same time, increasing the sound absorption area of the nacelle is beneficial to reduce noise.
  • the structural form of the hanging side wall panels and the guide rails is changed from the hinge and the hinge beam structure to the structure of the rail and the slider as compared with the conventional aircraft structural design.
  • the advantages of the new connection form are mainly reflected in greatly reducing the weight of the connection structure; and increasing the area of the sound absorption honeycomb of the nacelle, which is beneficial to reduce noise.
  • Fasteners are installed directly on the side wall panels, but the fasteners need to be divided into two types: one is that the side wall plate and the guide rail share the fasteners, and the other is the side wall plate. Share fasteners with the rails.
  • the common fasteners of the side wall plate and the guide rail are installed.
  • the advantage of this form is that the machining of the parts is completed, the arrangement of the fasteners is not affected by the position of the guide rails, the fasteners are installed on the side wall plates, and the force transmission of the hanging box segments is ensured.
  • FIG. 4a is a view showing a state of use of a suspension structure hoisting LEAP-X engine in which a propulsion system is integrated according to a preferred embodiment of the present invention, wherein the LEAP-X engine is reversed.
  • the push structure is in the normal deployed position
  • Figure 4b is a view similar to Figure 4a, but with the LEAP-X engine thrust reverser in the maintenance deployed position and the nacelle grill 303 removed for clarity of the nacelle.
  • the rear moving cover 302 moves rearward away from the front fixed cover 301 along the upper rail 121 and the lower rail 123. It should be understood that although the two guide rails are used to guide the rear movement cover 302, they may be provided as only one piece, or may be provided as a plurality of pieces as needed.
  • the primary function of the mounting section of the present invention is to connect the engine and transfer the load of the engine to the suspension structure.
  • the traditional engine installation method is that the engine is connected to the suspension through two front and rear installation sections, and the torque of the engine is transmitted to the aircraft suspension through the rear installation section, and the invention adopts the integrated design of the front installation section and the hanging frame, which can transmit the vertical Torque is transmitted to the lateral and lateral loads.
  • the invention can be used on any type of aircraft equipped with an engine.
  • the front mounting section 130 is disposed on the front wall of the front end frame 100 and connected to the first joint 201, the second joint 203, and the third joint on the fan casing 200 of the aircraft engine. 205.
  • the front mounting section 130 in this embodiment is adapted to be integrally formed with the front end frame 100 suspended from the aircraft, and includes a first pull ear 10, a second pull ear 20, a third pull ear 30, a first link 70, and a second connection. Rod 80, third link 90.
  • the first puller 10 and the second puller 20 respectively protrude outward from both sides of the front end frame 100; one ends of the first link 70, the second link 80 and the third link 90 are respectively connected to the first puller 10
  • the second puller 20 and the third puller 30 are respectively adapted to be connected to an aircraft engine.
  • the first link and the second link are preferably whirling dart links
  • the third link is preferably a straight link, but these links may also be any other shaped links.
  • the first link 70 and the first puller 10 are respectively at the first connection point.
  • the first lug, the second lug, and the third lug are preferably double lugs with mounting holes, and the mounting holes are provided at the joint points.
  • Bushings 50 are installed in each of the mounting holes, and bolt holes are also formed at each of the connecting points at each of the connecting points, and the connecting bolts 40 are at the first to third connecting points 1, 2, 3, 4, 5 are respectively mounted to the respective links and pass through the bushings 50 installed in the mounting holes on the respective tabs at these connection points.
  • the front mounting section of the present embodiment is connected to the first joint 201, the second joint 203 and the third joint 205 on the engine fan casing 200 via two boomerang links and a straight link.
  • the entire front mounting section has three connection points to the engine.
  • the fourth connection point 4 and the third link 90 on the first link 70 are designed to be safe for waiting for breakage. That is, under normal operating conditions, as shown in FIG. 7 and with reference to FIG. 6a, the first connection point 1, the second connection point 2, and the third connection point 3 together bear the vertical load (Z direction) transmitted by the engine. And the heading torque (X direction), the first connection point 1, the third connection point 3 are subjected to the lateral load (Y direction).
  • the fourth connection point 4 When any of the first connection point 1, the second connection point 2, and the third connection point 3 fails, the fourth connection point 4 will participate in the vertical load (Z direction) and the lateral load (Y direction). For example, when the second connection point 2 fails, the first connection point 1, the fourth connection point 4, and the third connection point 3 together bear the vertical load (Z direction) and the lateral load (Y direction) transmitted by the engine. And heading torque (X direction).
  • first link 70 or the second link 80 fails completely, that is, when both connection points fail, for example, when the second link 80 completely fails, the third link 90 will participate in the force
  • first The connection point 1, the fourth connection point 4, and the fifth connection point 5 collectively receive the vertical load (Z direction) transmitted by the engine, the lateral load (Y direction), and the engine torque.
  • the first connection point 1 and the second connection point 2 are The connecting bolt at the third connection point 3 so that under normal conditions, all three loads are subjected to all loads and torques.
  • the fourth connection point The connecting bolt 40 at 4 places a clearance fit with the bushing, and the connecting bolt 40 at the fifth connecting point 5 and the bushing also adopt a clearance fit, but the gap at the fifth connecting point 5 is slightly larger than the gap at the fourth connecting point 4. .
  • Figure 8 As shown, when any of the connection points 1, 2, 3 fails, for example, the second connection point 2 fails, under the load of the engine, the front frame 100 will be connected with the connection bolt at the third connection point 3.
  • the first connection point 1, the fourth connection point 4, the second connection point 2, and the third connection point 3 are preferably distributed in a straight line, so that the direction of the straight line can be The opposite vectors cancel each other out. Further, it is preferable that the fourth connection point 4 is disposed opposite to the second connection point 2 and located inside the first connection point 1 and the third connection point 3, respectively.
  • the fifth connection point 5 is located above the other connection points 1, 2, 3, 4 in the vertical direction (ie, the Z direction) and at other connection points in the lateral direction (ie, the Y direction). In the middle part, it should be understood that the fifth connection point 5 can also be located in other places in the vertical direction, such as below the connection points 1, 2, 3, 4, as long as the front connection section is connected to the engine, the third connection The rod 90 is free from force.
  • the front mounting section of the above embodiment has the following advantages: 1) The front mounting section of the engine is integrated with the hanging frame, and the mounting bracket is not connected, and the mounting section is connected with the engine fan. The rods are directly connected, thereby saving the weight of the installed portion of the engine;
  • the installation section not only bears the load in the vertical direction and the horizontal direction, but also the engine torque, thereby releasing the bearing function of the rear mounting section;
  • the design of the first link and the third link is that the entire front mounting section has a function of waiting for breakage safety.
  • the ducted separating surface is significantly narrower than the conventional hanging, it is considered to arrange the fan air flap (ie, FAV) 401 in the engine duct auxiliary structure (ie, BIFI) 150 instead of the hanging box section 110.
  • the BIFI is an auxiliary structure, the skin can be made into a detachable skin. This allows the FAV to be removed without removing the pre-cooler 402, thereby improving FAV maintenance performance and reducing maintenance costs.
  • the nacelle core cover of the nacelle 500 of the LEAP-X engine includes a core front cover 501 and a core rear cover 502, and the core rear cover 502 needs to be slid open rearward.
  • the BIFI structure is no longer part of the nacelle thrust reverse structure as in the conventional BIFI structure, but is considered to be set with the hanging box segment 110. That is, it is suspended under the hanging box segment 10 10 and a guide rail 151 is provided to guide the sliding opening of the core rear cover thereon.
  • the BIFI is located between the inner surface of the rear moving cover 302 and the core rear cover 502 of the nacelle core cover in the nacelle thrust reverse structure.
  • the surface serves as the air separation surface of the outer duct of the engine, and thus needs to be designed. Narrower.
  • an engine duct support structure 150 for connecting a nacelle 500 and a hanging box segment 1 10 includes: a front frame 152 including a front beam 153 (generally referred to as a front end a wall, a rear beam 154, an intermediate beam 155 and a middle inclined beam 156; wherein, one end of the front beam 153 is for connecting to the hanging box segment 110, and the other end is for connecting to the core front cover 501 of the nacelle 500; 154 is disposed at the rear of the front beam 153, one end of which is connected to the hanging box section 1 10, and the other end is connected to the core front cover 501 of the nacelle 500; the two ends of the intermediate beam 155 are respectively connected to the front beam 153 and rear beam 154; one end of the two intermediate inclined beams 156 is connected to the intermediate beam 155, the other end is inclined to the rear beam 154 and is used for connection to the hanging box segment 1 10; the rear frame 157 is extended from the rear
  • the number of the guide rails 151 is preferably two.
  • the rear beam 154 of the front frame 152 is coupled to the hanging box section 1 10 by a pivoting seat 158, and the other end of the intermediate diagonal beam 156 is also coupled to the pivoting seat 158.
  • the intermediate cross member 155 is pivotally coupled to the core front cover 501 of the nacelle 500 by a plurality of hinges (not shown, which may be disposed at the illustrated connection location 159).
  • the two sides of the front beam 153 of the engine duct auxiliary structure 150 are connected to the hanging box section 110 to transmit the heading load and the vertical direction load, and the connecting portion (for example, a single ear) extending under the hanging box section 10 is connected thereto.
  • the connecting portion for example, a single ear
  • the core front cover 501 of the short boat 500 can be hingedly coupled to the engine bypass assist structure 1500, which ensures that the core front cover 501 is rotated open.
  • the guide rail 151 is used to connect the connection port of the nacelle 500 core rear cover 502 to ensure the sliding opening of the core rear cover.
  • the use of the guide rail 151 ensures that the core rear cover 502 can be opened rearward, and the 0-type reverse thrust of the hanging cassette section 110 can also be achieved, which also facilitates the implementation of the hanging cassette section 110.
  • the engine ducted auxiliary structure 150 has a narrower profile, and since the engine bypass auxiliary structure 150 is a structure in the outer duct of the engine, it directly contributes to saving oil.
  • the front frame 152 of the engine duct auxiliary structure 150 and the main structure of the hanging box section 110 are connected by a tab joint, and the rear frame 157 is connected to the main structure of the hanging box section 110.
  • Use face connection may also be in the form of a detachable connection, such as a hinge and a hinged seat.
  • the hanging box segment 1 10 and the opposite seats of the rear frame 157 can be pivotally connected together by the two ends of the pivoting rod, and at the same time, the hinges of the hanging box segment 1 10 and the rear frame 157 can also pass through a tightness such as a pin shape.
  • the firmware is pivotally connected to each other.
  • the front frame 152 and the rear frame 157 are pivotally attached to the hanging box segment 110 above, and the front frame 152 is coupled to the core rear cover 501. That is, the joints are not fixedly connected, are detachable, and therefore have good maintainability.
  • the engine ducted auxiliary structure 150 is significantly narrower than the traditional suspension, which makes the LEAP-X engine ducted have better aerodynamic characteristics and reduces engine fuel consumption (estimated to be around 0.75%), which is part of the hanging structure, compared to the hanging
  • the BIFI structure belongs to a non-main bearing structure and is a secondary structure.

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Abstract

一种推进系统一体化的吊挂结构，其适于一端连接至飞机机翼另一端连接至航空发动机，吊挂结构包括吊挂盒段（110），其由上下梁、框（100）、侧壁板（102）构成；其中吊挂结构还包括反推罩连接结构，其设置于所述侧壁上并与包括前固定罩（301）和后移动罩（302）的短舱反推罩连接，反推罩连接结构包括至少一条用于引导后移动罩的导轨以使后移动罩相对吊挂盒段滑动打开。发动机反推罩直接连接到吊挂盒段侧壁上并通过侧壁上的导轨引导反推罩打开，导轨梁被取消，可以节省空间满足发动机安装需要，并减少整个推进系统的重量。

Description

推进系统一体化的吊挂结构 技术领域
本发明总的涉及民用飞机结构设计、 总体设计、 气动设计、 强 度设计技术领域， 更具体地涉及一种吊挂与机翼、 发动机的结构连 接形式。 背景技术
吊挂是航空发动机与飞机机翼之间的连接界面，其主要功能是 吊装发动机， 传递发动机载荷， 并为发动机至飞机机翼之间的燃油 管路、 环控、 电气、 液压等系统提供通路， 并保证光滑气动外形。 吊挂结构结构设计应考虑到噪声、 重量、 燃油消耗率、 气动、 系统 布置、 发动机安装维护等各方面因素。
如图 1所示， 传统构型的吊挂 10，通常设计为由上下梁、 多个 垂直站位的框、 侧壁板相互连接构成的刚性盒型结构， 并通过前安 装节 20'和后安装节 30'与发动机装配。 发动机的全部载荷均通过前 安装节、 后安装节传递， 并且通常借助于后安装节 30，传扭。
上述传统构型的吊挂通过后安装节 30，传递扭矩， 为了有足够 长的力臂传递扭矩， 后安装节 30，必须有较宽的宽度， 导致了吊挂后 缘外形较宽， 影响了飞机的气动性能。 另， 前安装节 20，是独立于吊 挂但连接至吊挂的单独部件， 整个发动机安装结构较为厚重。
传统^挂与短舱结构的连接是通过铰链连接， 如图 2所示， 吊 挂侧壁 1 1，上设置有反推罩铰链 12，和风扇罩铰链 13，， 其中， 反推罩 铰链 12， 通过导轨梁 （图未示） 与反推罩体 （图未示） 连接， 导轨 梁上设置有用于引导反推罩体的导轨。
对外涵道气流起整流作用的传统发动机涵道辅助结构位于短 舱外涵及短舱核心罩体之间， 并与短舱核心罩体连接在一起， 检修 的时候随核心罩体一起打开。 可见， 传统的发动机涵道辅助结构为 与短舱一体化的设计， 属于短舱结构件。 发明内容
本发明的第一个目的在于提供一种新的吊挂与机翼、发动机的 连接形式， 在当采用 LEAP- X型发动机时能够满足小空间下的结构 需求并达到减重的目的；
本发明的第二个目的在于提供一种新的吊挂与机翼、发动机的 连接形式， 取消后传扭进行前传扭， 从而达到减小吊挂侵占的发动 机涵道空间， 并合理解决发动机载荷的传递问题， 进而达到减少燃 油消耗率、 减少气动损失、 降噪的目的；
本发明的第三个目的在于提供一种新的吊挂与机翼、发动机的 连接形式， 解决发动机短舱核心罩后罩要移动的问题。
根据本发明的一个方面， 提供一种推进系统一体化的吊挂结 构， 其适于一端连接至飞机机翼另一端连接至航空发动机， 所述吊 挂结构包括吊挂盒段， 其由上下梁、 框、 侧壁板构成； 其特征在于， 所述吊挂结构还包括：
反推罩连接结构，其设置于所述左侧壁和所述右侧壁上并与包 括前固定罩和后移动罩的短舱反推罩连接， 所述反推罩连接结构包 括至少一条用于引导后移动罩的导轨以使后移动罩相对吊挂盒段滑 动打开。
在本发明的该方面，发动机反推罩直接连接到吊挂盒段侧壁上 并通过侧壁上的导轨引导反推罩打开， 导轨梁被取消， 从而不仅可 以节省空间满足 LEAP-X型发动机的安装需要， 而且还能够减少整 个推进系统的重量。
优选地，所述反推罩连接结构包括用于引导后移动罩的上导轨 和下导轨以及用于引导短舱格栅的中间导轨。
进一步优选地，所述后移动罩上设有与所述上导轨和下导轨可 滑动接合的结构。
在一个实施方式中， 所述吊挂结构还包括前安装节， 所述前安 装节设置于所述框中的前端框的前壁上并连接到航空发动机的风扇 机匣。
前安装节与吊挂一体化设计不仅可以减少节省空间，而且也能 够有助于减少整个推进系统的重量。
优选地， 所述前安装节包括：
第一拉耳和第二拉耳， 其分别从所述前端框的两侧向外突出； 第一连杆和第二连杆， 其一端分别连接至第一拉耳和第二拉 耳， 另一端分别适于连接至航空发动机；
其中， 第一连杆与第一拉耳在第一连接点处可枢转地连接， 第 二连杆与第二拉耳分别在第二连接点和第三连接点处连接。
在本发明的该方面， 前安装节与吊挂的框一体化设计， 既能传 递垂向和侧向载荷， 又能传递扭矩， 克服了现有前安装节不传扭的 缺点， 并解除了后安装节的传扭功能， 从而减小后安装节的宽度， 从而使后安装节侵占发动机涵道空间较小， 这样既有利于降低燃油 消耗率， 也有利于吊挂后缘的收缩， 达到降低气动损失的目的。 同 时， 由于前安装节与吊桂的框一体化设计， 从而可以有效减少结构 重量， 降低起落架高度。
优选地， 在所述第一连接点、 第二连接点和第三连接点处分别 穿过所述第一连杆和第二连杆的连接螺栓与设置于在这些连接点处 形成于所述第一拉耳和第二拉耳上的安装孔内的衬套过渡配合。
再进一步优选地，所述第一连杆与所述第一拉耳还在第四连接 点处连接， 第四连接点与所述第二连接点相对设置并分别位于所述 第一连接点和所述第三连接点的内侧， 在第四连接点处穿过第一连 杆的连接螺栓与在第四连接点处设置于第一拉耳上的安装孔内的衬 套间隙配合。
第四连接点的设置，使得当前安装节通过第一第二连杆与发动 机相连时， 第一连杆为等待破损安全设计。
又进一步优选地，所述第四连接点处的所述连接螺牷与所述衬 套以第一间隙进行间隙配合， 所述第一间隙设置成当所述第一连接 点、 第二连接点和第三连接点中任意一个连接点失效时， 在该第四 连接点处的所述连接螺栓与所述衬套部分接触。
当第一连接点、第二连接点和第三连接点中任意一个连接点失 效时， 例如第二连接点失效时， 在发动机的载荷作用下， 吊挂前端 框绕第三连接点微微转动， 从而第四连接点处的第一间隙部分消失， 即第四连接点参与受力。
优选地，本发明的前安装节还包括从所述前端框前壁向外突出 的第三拉耳和一端在第五连接点处与第三拉耳连接的第三连杆， 第 三连杆的另一端适于与发动机连接， 在第五连接点处穿过第三连杆 的连接螺栓与在第五连接点处设置于第三拉耳上的安装孔内的衬套 间隙配合。
第五连接点的设置， 使得当前安装节通过第一、 第二、 第三连 杆与发动机相连时， 第三连杆为等待破损安全设计。
进一步优选地，所述第五连接点处的所述连接螺栓与所述衬套 以第二间隙进行间隙配合， 谅第二间隙设置成大于所述第一间隙并 使得当所述第一连杆或所述第二连杆完全失效时， 在读第五连接点 处的所述连接螺栓与所述衬套部分接触。
当整个第一连杆或第二连杆完全失效时，第五连接点处的第二 间隙在发动机载荷的作用下部分消失， 第三连杆参与受力。
在本发明的另一个实施方式中， 还包括发动机涵道辅助结构， 所述发动机涵道辅助结构一端连接到所述吊挂盒段上另一端适于连 接包括核心前罩和核心后罩的短舱核心罩， 所述发动机涵道辅助结 构包括与核心前罩铰接的前框架和与核心后罩连接的后框架， 所述 后框架上设置有至少一条用于引导核心后罩的导轨以使核心后罩相 对吊挂盒段滑动打开。
发动机涵道辅助结构与吊挂盒段一体化设计，可以一方面满足 发动机一短舱一吊桂盒段一体化设计的需要， 另一方面提供一种更 窄的发动机涵道辅助结构外形， 使发动机外涵流道面积显著增加， 降低发动机燃油消耗率， 提高飞机的经济性， 具有更高的市场竟争 力。 优选地， 所述前框架包括前梁、 后梁、 中间横梁和中间斜梁； 其中， 所述前梁的一端用于连接到所述吊挂盒段上另一端用于连接 到所述核心前罩上； 所述后梁位于所述前梁的下游， 其一端用于连 接到所述 挂盒段上另一端用于连接到所述核心前罩上； 所述中间 横梁的两端分别连接到所述前梁和后梁上； 所述中间斜梁的一端连 接到所述中间横梁上另一端向所述后梁倾斜并用于连接到所述吊挂 盒段上； 所述后框架从所述后梁向后延伸， 上端用于连接到所述吊 挂盒段。
进一步优选地，所述前框架的后梁通过枢接座连接到所述吊挂 盒段上， 所述中间斜梁的另一端也连接到所述枢接座上。
再进一步优选地， 所述中间横梁上枢接有多个铰链， 所述多个 铰链的另一端枢接到所述核心前罩上以使所述核心前罩相对所述吊 挂盒段可转动地打开。
本发明的有益效果在于：发动机反推罩直接连接到吊挂盒段侧 壁上并通过侧壁上的导轨引导反推罩打开， 导轨梁被取消， 从而不 仅可以节省空间满足 LEAP-X 型发动机的安装需要， 而且还能够减 少整个推进系统的重量。 附图说明
本发明的其它特征以及优点将通过以下结合附图详细描述的 优选实施方式更好地理解， 附图中， 相同的附图标记标识相同或相 似的部件， 其中：
图 1为一种传统构型的飞机吊挂的示意图；
图 2为一种传统的短舱连接接头示意图；
图 3 示意性地示出了根据本发明优选实施方式的推进系统一 体化的吊挂结构的整体示意图；
图 4a为根据本发明优选实施方式的推进系统一体化的吊挂结 构吊装 LEAP-X型发动机的使用状态图，其中 LEAP-X型发动机的反 推结构处于正常展开位置； 图 4b是类似于图 4a的视图， 但其中的 LEAP-X型发动机反推 结构处于维护展开位置， 并且为了清楚显示短舱而将格栅去除掉； 图 5 示意性地示出了图 3 中的前安装节连接至发动机风扇机 匣的使用状态图；
图 6a为根据本发明优选实施方式的推进系统一体化的吊装结 构的前安装节的示意图， 为了清楚起见， 移除了用于固定回旋镖连 杆的紧固件；
图 6b为类似图 6a的视图， 其中的安装节装配有紧固件； 图 7为图 6a 中前安装节正常状态下的受力情况示意图； 图 8 为图 6a 中前安装节在第二连接点失效状态下的受力情 况示意图；
图 9 为图 6a 中前安装节在第二回旋镖连杆失效状态下的受 力情况示意图；
图 10示意性地示出了根据本发明优选实施方式的推进系统一 体化的吊桂结构的吊挂盒段侵占的发动机涵道空间；
图 1 1 示意性地示出了根据本发明优选实施方式的推进系统一 体化的吊挂结构中风扇空气活门的安装位置；
图 12a 为根据本发明优选实施方式的推进系统一体化的吊装 结构与 LEAP-X型发动机短舱连接状态示意图， 其中的短舱核心罩 处于正常使用位置,并且图中为清楚起见去除了吊挂侧壁板上的反推 罩连接结构；
图 12b为类似于图 12a的视图，但其中的短舱核心罩处于维护 使用位置；
图 13示意性地示出了图 3中发动机涵道辅助结构的主要结构。 附图标记说明
10' 吊挂 1 Γ 吊挂侧壁
12， 反推罩铰链 13， 风扇罩铰链
20' 前安装节 30' 后安装节
1 第一连接点 2 第二连接点 3 第三连接点 4 第四连接点
5 第五连接点
10 第一拉耳 20 第二拉耳
30 第三拉耳 40 连接螺栓
50 衬套
70 第一连杆 80 第二连杆
90 第三连杆
110 吊挂盒段
100 前端框 102 侧壁板
121 上导轨 122 中间导轨
123 下导轨 130 前安装节
140 吊挂后缘 150 发动机涵道辅助结构
151 导轨 152 前框架
153 前梁 154 后梁
155 中间横梁 156 中间斜梁
157 后框架 158 枢接座
159 连接位置
200 发动机风扇机匣
201 第一接头 203 第二接头
205 第三接头
301 前固定罩 302 后移动罩
303 短舱格栅 304 发动机外涵空间
401 风扇空气活门 402 预冷器
500 短舱
501 核心前罩 502 核心后罩 具体实施方式
在以下的实施方式的详细描述中，参照构成该描述的一部分的 附图进行说明。 附图以示例的方式展示出特定的实施方式， 本发明 被实现在这些实施方式中。 所示出的实施方式不是为了穷尽根据本 发明的所有实施方式。 可以理解， 其他的实施方式可以被利用， 结 构性或逻辑性的改变能够在不脱离本发明的范围的前提下被做出。 对于附图， 方向性的术语， 例如 "向外" 、 "向下" 等， 是参照所 描述的附图的方位而使用的。 如果附图方位改变， 这些术语也会相 应做出变化。 由于本发明的实施方式的组件能够被以多种方位实施， 这些方向性术语是用于说明的目的， 而不是限制的目的。 因此， 以 下的具体实施方式并不是作为限制的意义， 并且本发明的范围由所 附的权利要求书所限定。
国际上先进的 LEAP- X 发动机采用新型的 0-DUCT反推结构 形式， 反推主体复合材料结构罩体采取整体成型技术。 主要优点是 维护简单， 重量轻， 有利降低噪声级别。 LEAP- X 发动机， 在油耗 上， 比现役 B737 和 A320 的 CFM56 发动机降低 13.6%;在噪音上， 比国际上最严格的第四等级要求降低了 10 分贝以上。 其中， 本发明 的推进器一体化技术 (即 IPS 技术）， 预估贡献了 1.5%的油耗降低和 2 分贝的噪音降低。
结构上， 发动机通过前后安装节连接在吊挂盒段结构上， 发动 机核心罩 IFS 结构又通过 BIFI结构连接到吊挂盒段上， 另外 0 形 反推又与吊挂盒段的侧壁导轨结构连接在一起， 整个发动机、 短舱 和吊挂结构整体承力和发挥推进系统功能状态， 故名推进器的一体 化技术（即 IPS 技术）。
由于一体化技术为全新技术， 同时发动机、 反推结构形式及吊 桂结构并且均与传统形式差别较大， IPS吊桂也需要进行较大改进以 到达减重、 降噪、 降 SFC、 减少气动损失的设计目标。
从吊挂结构角度来说， 需要解决以下几个问题：
(1)减小吊挂侵占的发动机涵道空间；
(2)合理解决发动机载荷的传递；
(3 )解决发动机短舱的相关问题；
(4)解决吊挂内部的系统布置问题。
图 3 示意性地示出了根据本发明优选实施方式的推进系统一 体化的吊挂结构的整体示意图。 该吊挂结构适于一端连接至飞机机 翼另一端连接至航空发动机， 所述吊挂结构包括吊挂盒段 110, 其由 上下梁、 框 100、 侧壁板 102构成； 其中， 所述吊挂结构还包括： 反 推罩连接结构、 前安装节 130和发动机涵道辅助结构 150。
再如图 3所示， 反推罩连接结构， 设置于吊挂盒段 1 10所述侧 壁板 102上并与包括前固定罩 301和后移动罩 302的短舱反推罩连 接， 所述反推罩连接结构包括三条导轨： 上导轨 121、 中间导轨 122 和下导轨 123。 其中， 上导轨 121 和下导轨 123 用于引导后移动罩 302以使后移动罩相对吊挂盒段滑动打开；中间导轨 122用于引导短 舱格栅 303。而在后移动罩 302上设有与上导轨 121和下导轨 123可 滑动接合的结构， 比如滑块。 当然， 如杲上导轨 121 和下导轨 123 设置成滑块， 而后移动罩 302上设置相应的导轨也是可行的。
在本实施方式中， IPS 吊挂取消了吊挂上的餃链， 将导轨直接 与吊挂连接。 这样有利于减少短舱重量。 同时增大短舱吸声面积， 有利于降低噪声。
吊挂侧壁板及导轨的结构形式， 与传统飞机结构设计相比， 连 接吊挂与反推的连接形式从铰链及铰链梁结构改为导轨及滑块的结 构。 新的连接形式的优点主要体现在大大减轻了连接结构的重量； 并增大短舱的吸声蜂窝的面积， 有利于降低噪声。
吊挂的导轨和侧壁板 102分开制造， 连接方式仍采用紧固件。 紧固件连接说明： 在侧壁板上直接安装紧固件， 但安装紧固件需要 分为两种形式： 一种是侧壁板与导轨共用紧固件， 另外一种是侧壁 板不与导轨共用紧固件。 首先安装侧壁板不与导轨共用紧固件的部 位。 这些部位一般与导轨位置冲突， 因此安装时需要用埋头螺栓。 再将导轨安装在侧壁板上。 此时安装侧壁板与导轨的共用紧固件。 这种形式的优点是筒化了零件加工，不会因导轨的位置而影响紧固件 的布置， 有利于侧壁板安装紧固件， 保证了吊挂盒段的传力。
图 4a为根据本发明优选实施方式的推进系统一体化的吊挂结 构吊装 LEAP-X型发动机的使用状态图，其中 LEAP-X型发动机的反 推结构处于正常展开位置； 图 4b是类似于图 4a的视图， 但其中的 LEAP-X型发动机反推结构处于维护展开位置，并且为了清楚显示短 舱而将短舱格栅 303去除掉。 当需要维修时， 后移动罩 302沿着上 导轨 121和下导轨 123远离前固定罩 301向后移动。 应当理解的是， 尽管此处用于引导后移动罩 302 的是两条导轨， 但也可以仅设置为 一条， 也可以根据需要设置为多条。
本发明的安装节的主要功能是连接发动机，并将发动机的载荷 传递至吊挂结构。 传统的发动机安装方式是发动机通过前后两个安 装节与吊挂相连， 发动机的扭矩通过后安装节传递到飞行器吊挂， 而本发明采用前安装节与吊挂框一体化设计， 既能传递垂向和侧向 载荷， 又能传递扭矩。 本发明可以用于装备发动机的任何类型的飞 行器上。
在本实施方式中， 如图 5 所示， 前安装节 130设置于前端框 100 的前壁上并连接到航空发动机的风扇机匣 200 上的第一接头 201、 第二接头 203和第三接头 205。
下面介绍一下前安装节 130在本实施方式中的具体设计。如图 6a所示， 其适于与飞机吊挂的前端框 100—体成型， 并包括第一拉 耳 10、 第二拉耳 20、 第三拉耳 30、 第一连杆 70、 第二连杆 80、 第 三连杆 90。 第一拉耳 10和第二拉耳 20分別从前端框 100的两侧向 外突出； 第一连杆 70、 第二连杆 80和第三连杆 90的一端分别连接 至第一拉耳 10、 第二拉耳 20和第三拉耳 30, 另一端分別适于连接 至航空发动机。 在本实施方式中， 第一连杆和第二连杆优选为回旋 镖连杆， 第三连杆优选为直连杆， 但这些连杆也可以是其他任何形 状的连杆。
如图 6b所示， 第一连杆 70与第一拉耳 10分别在第一连接点
1和第四连接点 4处连接，第二连杆 80与第二拉耳 20分别在第二连 接点 2和第三连接点 3处连接， 第三连杆 90与第三拉耳 30在第五 连接点 5 处连接。 在本实施方式中， 第一拉耳、 第二拉耳以及第三 拉耳优选为带有安装孔的双耳片， 安装孔就设在各连接点处双耳片 的每个耳片上。 在每个安装孔中都安装有衬套 50， 在每个连杆上位 于各连接点处也都形成有螺栓孔， 连接螺栓 40在第一到第三连接点 1、 2、 3、 4、 5处分别安装到相应连杆上并穿过在这些连接点处装设 于相应拉耳上的安装孔内的衬套 50。
再如图 5所示，本实施方式的前安装节通过两个回旋镖连杆和 一个直连杆与发动机风扇机匣 200上的第一接头 201、 第二接头 203 和第三接头 205 相连， 整个前安装节与发动机共有三个连接点。 其 中， 第一连杆 70上的第四连接点 4和第三连杆 90为等待破损安全 设计。 也就是， 正常工况下， 如图 7所示并参照图 6a, 第一连接点 1、 第二连接点 2、 第三连接点 3三点共同承受发动机传递来的垂向 载荷 （Z方向） 和航向扭矩 （X方向） ， 第一连接点 1、 第三连接点 3承受侧向载荷 （Y方向） 。 当第一连接点 1、 第二连接点 2、 第三 连接点 3中任意一点失效时， 第四连接点 4将参与承受垂向载荷（Z 方向） 和侧向载荷 （ Y方向） 。 例如当第二连接点 2失效时， 第一 连接点 1、 第四连接点 4、 第三连接点 3三点共同承受发动机传递来 的垂向载荷（Z方向 )、 侧向载荷（ Y方向）和航向扭矩（X方向 )。 当第一连杆 70或第二连杆 80整个失效即其两个连接点都失效时， 例如， 当第二连杆 80完全失效时， 第三连杆 90将随之参与受力， 第一连接点 1、 第四连接点 4、 第五连接点 5三点共同承受发动机传 递来的垂向载荷 （Z方向） 、 侧向载荷 （Y方向） 和发动机扭矩。
再如图 7所示，在第一连杆 70和第二连杆 80分别与第一拉耳 10和第三拉耳 30相连接的点中， 第一连接点 1、 第二连接点 2、 第 三连接点 3处的连接螺栓与衬套采用过渡配合， 从而在正常工况下， 这三个连接点处承受所有载荷和扭矩。
为了使得第一连杆 70和第三连杆 90为等待破损安全设计，并 且第一连杆 70为优先等待破损安全设计， 即在第三连杆 90起作用 之前优先起作用， 第四连接点 4处的连接螺栓 40与衬套采用间隙配 合， 第五连接点 5处的连接螺栓 40与衬套也采用间隙配合， 但第五 连接点 5处的间隙要略大于第四连接点 4处的间隙。 从而， 如图 8 所示， 当连接点 1、 2、 3任意一处连接点失效时， 例如第二连接点 2 失效， 在发动机的载荷作用下， 吊桂前端框 100 将以第三连接点 3 处的连接螺栓 40为转轴作微微转动， 使得在第四连接点 4处的连接 螺栓 40将与衬套作部分接触， 即第四连接点 4处连接螺栓 20和衬 套之间在局部上的间隙消失， 第四连接点 4 即开始参与受力， 连接 点 1、 4、 3 承受垂向载荷、 侧向载荷和航向扭矩。 而当整个第一连 杵 70或第二连杆 80完全失效时， 例如第二连杆 80完全失效时， 如 图 9所示， 在发动机载荷的作用下， 第三连杆 90将被向下拉动， 使 得第五连接点 5处的连接螺栓 20将与衬套部分接触， 即该部分的间 隙消失， 第三连杆 90即参与受力， 连接点 1、 4、 5处承受垂向载荷、 侧向载荷和航向扭矩。
在如图 5至图 9所示的实施方式中， 第一连接点 1、 第四连接 点 4、 第二连接点 2和第三连接点 3优选呈一条直线分布， 这样可以 将沿谅直线方向的相反矢量相互抵消。 还有， 优选第四连接点 4 与 第二连接点 2相对设置并分别位于第一连接点 1和第三连接点 3的 内侧。 另外， 尽管在本实施方式中， 第五连接点 5在垂向 （即 Z方 向） 上位于其它连接点 1、 2、 3、 4的上方并且在侧向 （即 Y方向） 上位于其它连接点的中间部位， 应当理解的是， 第五连接点 5 也可 以在垂向上位于其它部位， 例如连接点 1、 2、 3、 4的下方， 只要保 证在前安装节与发动机连接后， 第三连杆 90不受力即可。
上述实施方式的前安装节与现有技术相比， 具有以下优点： 1 ) 发动机前安装节与吊挂框是一体的， 省却了安装架即没有 对接形式， 安装节与发动机风扇机匣通过连杆直接连接， 从而节省 了发动机的安装部分的重量；
2 ) 该安装节不仅承受垂直方向与水平方向的载荷， 还同时承 受发动机扭矩作用， 从而解除了后安装节的承扭功能；
3 ) 由于前安装节 130承受扭矩， 有利于缩小后安装节的外形 宽度， 减少吊桂侵占的发动机外涵空间 304, 见图 10, 这样既有利 于降低燃油消耗率， 也有利于吊挂后缘 140 的收缩， 达到降低气动 损失的目的；
4 ) 第一连杆和第三连杆的设计是整个前安装节具有等待破损 安全设计功能。
如图 10所示， 由于涵道分离面比传统吊挂显著变窄， 从而考 虑将风扇空气活门 （即 FAV ) 401 布置在发动机涵道辅助结构 （即 BIFI ) 150内而不是吊挂盒段 110内。 同时 BIFI 由于为辅助结构， 蒙皮可以做成可以拆卸蒙皮。 这样就可以不用拆掉预冷器 402 而将 FAV取出， 从而改善了 FAV 的维修性能， 降低了维修成本。
如图 12a和图 12b, LEAP-X发动机的短舱 500的短舱核心罩包 括核心前罩 501和核心后罩 502, 核心后罩 502需要向后滑动打开。 为了满足核心后罩 502的这一需求， 在本实施方式中， BIFI结构不 再像传统型的 BIFI 结构那样作为短舱反推结构的一部分， 而是考虑 和吊挂盒段 110—体设置，即悬挂于吊挂盒段 1 10下并提供导轨 151 以引导核心后罩在其上的滑动打开。 BIFI 处于短舱反推结构的后移 动罩 302的内表面和短舱核心罩的核心后罩 502之间， 在发动机的 外涵道内， 其表面作为发动机外涵道的气流分离面， 因而需要设计 得窄些。
如图 13所示并参照图 12a,—种用于连接短舱 500和吊挂盒段 1 10的发动机涵道辅助结构 150， 其包括： 前框架 152, 其包括前梁 153 (通常称为前端墙） 、 后梁 154、 中间横梁 155和中间斜梁 156; 其中， 前梁 153 的一端用于连接到吊桂盒段 110上， 另一端用于连 接到短舱 500的核心前罩 501上； 后梁 154布置在前梁 153的后方， 其一端用于连接到吊挂盒段 1 10上， 另一端用于连接到短舱 500的 核心前罩 501上； 中间横梁 155的两端分別连接到前梁 153和后梁 154上； 两个中间斜梁 156的一端连接到中间横梁 155上， 另一端向 后梁 154倾斜并用于连接到吊挂盒段 1 10上； 后框架 157, 其从后梁 154后延伸， 上端用于连接到吊挂盒段 110， 后框架 157上设置有至 少一条用于引导短舱 500的核心后罩 502的导轨 151。本领域技术人 员可以理解， 该导轨 151的数目较优地为两条。 具体地，前框架 152的后梁 154通过枢接座 158连接到吊挂盒 段 1 10上， 中间斜梁 156的另一端也连接到枢接座 158上。
中间横梁 155 (通过多个铰链（未示出， 可以布置在图示的连 接位置 159处）枢接到短舱 500的核心前罩 501上。
发动机涵道辅助结构 150的前梁 153的两侧与吊挂盒段 110连 接， 传递航向载荷和竖直方向载荷， 吊桂盒段 1 10 下伸出的连接部 分 （例如单耳） 与其连接时两侧留有空隙， 使其不传递侧向载荷； 中间剪切销前后留有间隙， 使其只传递侧向载荷。
短船 500的核心前罩 501可以通过铰链连接到发动机涵道辅助 结构 1500上， 这保证了核心前罩 501的转动打开。 导轨 151用于连 接短舱 500核心后罩 502的连接接口， 保证了核心后罩的滑动打开。 导轨 151 的使用可以保证核心后罩 502可以向后打开， 而吊挂盒段 110的 0型反推也能得以实现， 这样也促进吊挂盒段 110的实现。 发动机涵道辅助结构 150的外形更窄，由于发动机涵道辅助结构 150 是在发动机外涵道内的结构， 对节省用油量做出了直接贡献。
在如图 13所示的结构中， 发动机涵道辅助结构 150的前框架 152 与吊挂盒段 110 主结构的连接采用耳片接头连接方式， 后框架 157与吊挂盒段 110主结构的连接采用面连接方式。然而，可以理解， 该发动机涵道辅助结构 150与吊挂盒段 110主结构的连接也可以釆 用可拆卸的连接形式， 例如铰链和铰支座的形式。 吊挂盒段 1 10和 后框架 157 的较支座之间可以通过枢接杆两端枢接在一起， 同时， 吊挂盒段 1 10和后框架 157的铰链也可以通过诸如销状的紧固件彼 此枢接。 这样， 前框架 152和后框架 157在上方均被枢接于吊挂盒 段 110上， 并且前框架 152连接到核心后罩 501上。 即， 各处接头 都不是固定连接， 都是可拆卸的， 因此， 具有良好的可维修性。
发动机涵道辅助结构 150比传统吊挂显著变窄，使 LEAP-X发 动机涵道有更好的气动特性， 降低发动机油耗（预计 0.75%左右） , 其属于吊挂结构的一部分， 相对于吊挂盒段 1 10而言， BIFI 结构属 于非主承力结构， 为二级结构。 以上已揭示本发明的具体实施例的技术内容及技术特点，然而 可以理解， 在本发明的创作思想下， 本领域的技术人员可以对上述 公开的各种特征和未在此明确示出的特征的组合作各种变化和改 进， 但都属于本发明的保护范围。 上述实施例的描述是示例性的而 不是限制性的。

Claims

权 利 要 求 书
1. 一种推进系统一体化的吊挂结构， 适于一端连接至飞机机翼 另一端连接至航空发动机， 所述吊挂结构包括吊挂盒段， 其由上下 梁、 框、 侧壁板构成； 其特征在于， 所述吊挂结构还包括：
反推罩连接结构， 其设置于所述侧壁板上并与包括前固定罩和 后移动罩的短舱反推罩连接， 所述反推罩连接结构包括至少一条用 于引导后移动罩的导轨以使后移动罩相对吊挂盒段滑动打开。
2. 根据权利要求 1 所述的推进系统一体化的吊挂结构， 其特征 在于， 所述反推罩连接结构包括用于引导后移动罩的上导轨和下导 轨以及用于引导短舱格栅的中间导轨。
3. 根据权利要求 2所述的推进系统一体化的吊挂结构， 其特征 在于， 所述后移动罩上设有与所述上导轨和下导轨可滑动接合的结 构。
4. 根据权利要求 3所述的推进系统一体化的吊挂结构， 其特征 在于， 所述吊挂结构还包括前安装节， 所述前安装节设置于所述框 中的前端框前壁上并连接到航空发动机的风扇机匣。
5. 根据权利要求 4所述的推进系统一体化的吊挂结构， 其特征 在于， 所述前安装节包括：
第一拉耳和第二拉耳， 其分别从所述前端框的两侧向外突出； 第一连杆和第二连杆， 其一端分别连接至第一拉耳和第二拉耳， 另一端分别适于连接至航空发动机；
其中， 第一连杆与第一拉耳在第一连接点处可枢转地连接， 第 二连杆与第二拉耳分别在第二连接点和第三连接点处连接。
6. 根据权利要求 5所述的推进系统一体化的吊挂结构， 其特征 在于， 在所述第一连接点、 第二连接点和第三连接点处分别穿过所 述第一连杆和第二连杆的连接螺栓与设置于在这些连接点处形成于 所述第一拉耳和第二拉耳上的安装孔内的衬套过渡配合。
7. 根据权利要求 6所述的推进系统一体化的吊挂结构， 其特征 在于， 所述第一连杆与所述第一拉耳还在第四连接点处连接， 第四 连接点与所述第二连接点相对设置并分别位于所述第一连接点和所 述第三连接点的内侧， 在第四连接点处穿过第一连杆的连接螺栓与 在第四连接点处设置于第一拉耳上的安装孔内的衬套间隙配合。
8. 根据权利要求 7所述的推进系统一体化的吊挂结构， 其特征 在于， 所述第四连接点处的所述连接螺栓与所述衬套以第一间隙进 行间隙配合， 所述第一间隙设置成当所述第一连接点、 第二连接点 和第三连接点中任意一个连接点失效时， 在谅第四连接点处的所述 连接螺栓与所述衬套部分接触。
9. 根据权利要求 8所述的推进系统一体化的吊挂结构， 其特征 在于， 还包括从所述前端框前壁向外突出的第三拉耳和一端在第五 连接点处与第三拉耳连接的第三连杆， 第三连杆的另一端适于与发 动机连接， 在第五连接点处穿过第三连杆的连接螺栓与在第五连接 点处设置于第三拉耳上的安装孔内的衬套间隙配合。
10. 根据权利要求 9所述的推进系统一体化的吊挂结构，其特征 在于， 所述第五连接点处的所述连接螺栓与所述衬套以第二间隙进 行间隙配合， 该第二间隙设置成大于所述第一间隙并使得当所述第 一连杆或所述第二连杆完全失效时， 在该第五连接点处的所述连接 螺栓与所述衬套部分接触。
11. 根据权利要求 1-10任一项所述的推进系统一体化的吊挂结 构， 其特征在于， 还包括发动机涵道辅助结构， 所述发动机涵道辅 助结构一端连接到所述吊挂盒段上另一端适于连接包括核心前罩和 核心后罩的短舱核心罩， 所述发动机涵道辅助结构包括与核心前罩 铰接的前框架和与核心后罩连接的后框架， 所述后框架上设置有至 少一条用于引导核心后罩的导轨以使核心后罩相对吊挂盒段滑动打 开。
12. 根据权利要求 1 1 所述的推进系统一体化的吊挂结构， 其特 征在于，
所述前框架包括前梁、 后梁、 中间横梁和中间斜梁； 其中， 所 述前梁的一端用于连接到所述吊挂盒段上另一端用于连接到所述核 心前罩上； 所述后梁位于所述前梁的下游， 其一端用于连接到所述 吊挂盒段上另一端用于连接到所述核心前罩上； 所述中间横梁的两 端分别连接到所述前梁和后梁上； 所述中间斜梁的一端连接到所述 中间横梁上另一端向所述后梁倾斜并用于连接到所述吊挂盒段上； 以及
所述后框架从所述后梁向后延伸， 上端用于连接到所述 挂盒 段。
13. 根据权利要求 12所述的推进系统一体化的吊挂结构， 其特 征在于， 所述前框架的后梁通过枢接座连接到所述吊挂盒段上， 所 述中间斜梁的另一端也连接到所述枢接座上。
14. 根据权利要求 13所述的推进系统一体化的吊挂结构， 其特 征在于， 所述中间横梁上枢接有多个铰链， 所述多个铰链的另一端 枢接到所述核心前罩上以使所述核心前罩相对所述吊挂盒段可转动 地打开。
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