• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    tube support structure for aircraft. a tube support structure for an aircraft is described which includes: a parallel movement mechanism configured to support the parallel movable tube; and an angle adjustment mechanism configured to support adjustment of the pipe angle. the parallel movement mechanism includes: an eccentric sleeve through which the tube passes, configured to adjust a position of the tube in a z direction perpendicular to the x direction, and a mechanism for adjusting the y direction configured to adjust an eccentric sleeve position in one direction y perpendicular to the x and z directions. the angle adjustment mechanism includes: a first member configured to have a first curved surface and support the tube, and a second member configured to have a second curved surface with a shape that corresponds to the first curved surface, having slidable contact with the first curved surface on the second curved surface and support the first member by the second curved surface. each of the first and second curved surfaces is formed so that a cross-sectional shape in an xz plane is a circular arc shape, and the angle of the tube is adjusted by sliding the first curved surface with respect to the second curved surface. therefore, a tube support structure is provided for an aircraft, which can eliminate a preload.
    公开号:BR112013008743B1
    申请号:R112013008743-9
    申请日:2011-10-21
    公开日:2020-09-29
    发明作者:Keisuke Minami
    申请人:Mitsubishi Heavy Industries, Ltd；
    IPC主号:
    专利说明:

    " TECHNICAL FIELD
    The present invention relates to a tube support structure for an aircraft. BACKGROUND
    Many tubes, such as a fuel supply tube and the like, are arranged inside an aircraft. In order to support the mentioned tubes, a tube support structure is provided inside the aircraft.
    For the tube support structure, it is necessary to eliminate a preload applied to the tube. In addition, there is a case in which the aircraft is deflected by power lifting and others received during its flight. In particular, a part of the main wing is easily curved by a load as an excess of energy generated during operations. With deflection in a fuselage, the tube receives a load on a part of the tube support structure. When there is already a preload in the tube, in addition to the load caused by deflection in the fuselage, a load corresponding to the preload is applied to the tube. In addition, the aircraft repeats its takeoff and landing, implying that the load caused by the deflection of the fuselage is repeatedly applied to the tubes arranged inside the aircraft. From the foregoing point of view, for the aircraft tube support structure, the elimination of preload is very much required, compared to tube support structures in other fields of operation.
    Figure 1 is a schematic view, showing a tube arranged inside an aircraft. As seen in figure 1, a tube 103 is arranged within a main wing of an aircraft 100. In addition, edges 102 for dividing the internal space of the main wing are provided within the main wing. Tube 103 extends to penetrate edges 102. A tube support structure 109 is attached to edges 102. Tube 103 is supported by tube support structure 109.
    Figure 2 is a schematic view showing the tube support structure 109. In figure 2, an X direction, a Y direction and a Z direction are accentuated. Tube 103 extends along the X direction. Edge 102 is parallel to a YZ plane. The tube support structure 109 has a clamp 104, a wedge 105 and a clamp 106. The clamp 104 is curved having a fastening part attached to the edge 102 and a connecting surface extending along the tube 103. The clamp 106 forms a supporting part of tube 103 being arranged on the clamp connection surface 104. The shim 105 is used to adjust a position of the clamp 103 in the Z direction and is interposed between the clamp connection surface 104 and the clamp 106. When the The preceding configuration is used, using a member with a suitable thickness for the shim 105, the position of the clamp 106 can be adjusted in the upper and lower direction (Z direction), eliminating the preload. In addition, by using a member with a suitable angle of curvature, such as the clamp 104, an angle of the tube 103 can be adjusted with respect to the edge 102, thus being able to eliminate the preload.
    As another related technique, patent literature 1 (JP S58-200891A) reveals a self-tuning multi-connector. Patent literature 1 describes a configuration in which a series of female couplings is attached to a male block in order to oscillate in arbitrary directions through a spherical support part, a configuration in which a series of female couplings for fitting with a coupling male is connected to a female block in order to oscillate in arbitrary directions through a spherical support part, a configuration in which the centralized fitting parts are given in the block block and the female block, and a configuration in which a locking member 3 for retaining the male block and the female block in the coupling position, it is displacably mounted on any of the male and female blocks.
    As another related technique, patent literature 02 (JP H10-292817A) features a bearing having a centralized adjustment mechanism. Patent literature 2 discloses a bearing provided with a support ring, a bearing, a bearing with an oil shoulder part, and a mechanism for supplying high pressure oil to the oil shoulder part, in which a part of support between an inner surface of the support ring and an outer surface of the bearing is formed by a spherical surface.
    Reference Ratio
    Patent Literature
    Patent Literature 1: JP S58-200891A
    Patent Literature 2: JP H10-292817A SUMMARY OF THE INVENTION
    However, in the example shown in Figure 2, to adjust the position in the Z direction, the shims 105 with varying thicknesses must be prepared. In addition, the position of the clamp 106 in the Z direction is dependent on the thickness of the shim 105 and cannot be adjusted continuously. Therefore, in most cases, small preload is generated in tube 103.
    Similarly, in the example shown in Figure 2, for adjusting the connection angle of tube 103, a series of clamps 104 with varying angles must be prepared, thus making the cost of producing clamp 104 higher. many clamps 104 have been prepared whose shapes are similar to each other, but the angles of curvature are different, and therefore many errors can occur. In addition, the angle of tube 103 cannot be adjusted continuously. Therefore, the small preload is generated in tube 103.
    It is therefore an object of the present invention to provide a tube support structure for aircraft that can eliminate a preload.
    At present, in the patent literature 1, a central self-adjusting multi-connector is described which is used in oil production facilities located on the seabed. However, a tube support structure used to support a tube is arranged inside an aircraft.
    In the present, in patent literature 2, a bearing used to support a rotation axis of a large-scale rotation machine such as a turbine is described. However, a tube support structure is used to support a tube arranged inside an aircraft.
    A tube support structure for an aircraft in accordance with the present invention supports a tube arranged to extend in an X direction within an aircraft. The tube support structure for an aircraft includes: a parallel movement mechanism configured to support the tube moving in parallel; and an angle adjustment mechanism configured to support the tube having the possibility of angle adjustment. The parallel movement mechanism includes: an eccentric sleeve, through which the tube passes, configured to adjust a position of the tube in the Z direction, perpendicular to the X direction, and a mechanism for adjusting the Y direction, configured to adjust a position of the eccentric sleeve in a Y direction perpendicular to the X direction and the Z direction. The angle adjustment mechanism includes: a first member configured to have a first curved surface and tube support, and a second member configured to have a second curved surface with a shape corresponding to the first curved surface, having sliding contact with the first curved surface on the second curved surface, and supporting the first member by the second curved surface. The first curved surface and the second curved surface are formed in such a way that a cross-sectional dimension in an XZ plane is a circular arc shape. An angle of the tube is adjusted by sliding the first curved surface with respect to the second curved surface.
    According to the present invention, since the tube passes through the eccentric sleeve, the position of the tube can be adjusted in the Z direction by turning the eccentric sleeve. By using the eccentric sleeve, the position of the tube can be adjusted continuously, thus eliminating the occurrence of a preload.
    In the case where the position is adjusted in the Z direction by using the eccentric sleeve, the position in the Y direction can also be shifted. However, in the present invention, using the Y direction adjustment mechanism, the position in the Y direction can be adjusted. That is, the position shift in the Y direction caused by the rotation of the eccentric sleeve can be corrected by the adjustment mechanism in the Y direction.
    Furthermore, according to the present invention the second member supports the first curved surface of the first member in contact slidable by the second curved surface. The first curved surface and the second curved surface are formed such that a shape in cross section in the XZ plane is a circular arc shape, hence by sliding the first curved surface with respect to the second curved surface, the angle of the tube can be adjusted continuously, thus eliminating the occurrence of a preload.
    In accordance with the present invention, an aircraft tube support structure is obtained, which can suppress a preload. BRIEF DESCRIPTION OF THE DRAWINGS
    Figure 1 is a view schematically illustrating a tube arranged inside an aircraft.
    Figure 2 is a schematic view showing a tube support structure.
    Figure 3 is a perspective view showing a tube support structure according to a first embodiment.
    Figure 4 is a sectional view showing a YZ cross section of the tube support structure.
    Figure 5 is a view of when the tube support structure is viewed from one side of the Y direction.
    Figure 6 is an exploded perspective view of the tube support structure;
    Figure 7A is an explanatory view of an angle adjustment function.
    Figure 7B is an explanatory view of the angle adjustment function.
    Figure 8 is an explanatory view of a position adjustment operation in a Z direction.
    Figure 9 is an explanatory view of a position adjustment operation in a Y direction.
    Figure 10 is a perspective view showing a tube support structure according to another example in the first embodiment.
    Figure 11 is a perspective view showing a tube support structure according to a second embodiment.
    Figure 12 is a cross-sectional view of the tube support structure in a YZ plane.
    Figure 13 is a cross-sectional view of the tube support structure in an XZ plane.
    Figure 14 is an exploded perspective view showing the tube support structure.
    Figure 15A is an explanatory view of an angle adjustment function in the second embodiment.
    Figure 15B is an explanatory view of the angle adjustment function in the second mode.
    Figure 16 is a view for explaining an operation to adjust the angle of a tube 3.
    Figure 17A is an explanatory view of a position adjustment operation in the Z direction.
    Figure 17B is an explanatory view of the position adjustment operation in the Z direction.
    Figure 18A is an explanatory view of a position adjustment operation in the Y direction.
    Figure 18B is an explanatory view of the position adjustment operation in the Y direction.
    Figure 19 is a perspective view showing a tube support structure according to another example in the second embodiment.
    Figure 20 is a cross-sectional view of the tube support structure in the YZ plane.
    Figure 21 is a cross-sectional view of the tube support structure in the XZ plane.
    Figure 22 is an exploded perspective view of the tube support structure. DESCRIPTION OF THE MODALITIES
    The modalities of the present invention will be described below, with reference to the drawings. First Mode
    A tube support structure according to the present modality is used to support a tube arranged inside an aircraft's main wing, as seen in figure 1. It is assumed that the main wing on the aircraft is produced from CFRP ( Carbon Fiber Reinforced Plastic).
    Figure 3 is a perspective view showing a tube support structure 30 according to the present embodiment. In figure 3, an X direction, a Y direction and a Z direction are defined orthogonal to each other. The tube support structure 30 is attached to a structural body 1. The structural body 1 is fixed to a fuselage and has a flat plate shape and is arranged parallel to an XZ plane. The tube support structure 30 supports a tube 3, extending along the X direction, above the structural body 1 (the lateral in the Z direction).
    Figure 4 is a cross-sectional view showing a YZ section of the tube support structure 30. Figure 5 is the view in which the tube support structure 30 can be seen from the side in the Y direction. Figure 6 is a exploded perspective view of the tube support structure 30. The configuration of the tube support structure 30 is explained with reference to figures 3 to 6.
    As seen in Figure 6, the tube support structure 30 has a clamp 5 (second member), a saddle 6 (first member), an eccentric sleeve 2 and a belt 4.
    The clamp 5 is a part fixed to the structural body 1. As seen in figure 5, the clamp 5 includes a part for fixing 5-1 and a part for connecting 5-2 being curved between the fixing part 5-1 and the part connection 5-2.
    The fastening part 5-1 overlaps the structural body 1. As seen in figure 4, an elongated hole 8 that extends along the Y direction is made in the fastening part 5-1. A fixing member 7 (a screw and a nut) for fixing fixation part 5-1 to the structural body 1 is inserted in this elongated hole 8. A length in the Y direction of the elongated hole 8 is greater than a width of one axial part (a part inserted in the elongated hole 8) of the fixing member 7.
    Fixing part 5-2 is a part for supporting saddle 6 and the like. The fixing part 5-2 extends in parallel to an XY plane. As seen in Figure 6, a saddle support surface 15 (second curved surface) is formed on the top surface of the connecting part 5-2. As seen in figure 5, the saddle support surface 15 is a curved surface formed in such a way that a cross section XZ has a circular arc shape. Specifically, as seen in figure 6, the saddle support surface 15 has a shape corresponding to a cylindrical surface (an outer circumference surface of a cylinder whose central axis is in the Y direction). In addition, holes 12 are drilled at both ends of the connecting part 5-2 in the Y direction.
    Saddle 6 is an eccentric sleeve support part 2 being supported by clamp 5. As seen in Figure 6, a bottom surface of saddle 6 (a bottom surface of saddle 14; a first curved surface) is a corresponding curved surface to the saddle support surface 15. In the saddle 6, the bottom surface of the saddle 14 is supported by the saddle support surface 15. Furthermore, in the saddle 6, the holes 11 are made in the positions corresponding to the holes 12 fixed in the clamp 5. In addition, an eccentric sleeve support surface for eccentric sleeve support 2 is formed on the top surface of the saddle 6.
    The eccentric sleeve 2 is proposed to adjust a position of the tube 3 in the Z direction. The eccentric sleeve 2 is supported by the saddle 6. The eccentric sleeve 2 has a circular ring shape. As seen in figure 4, in eccentric sleeve 2, a center C2 of an inner circumference surface is offset from a center C1 of an outer circumference surface. Tube 3 passes through eccentric sleeve 2, therefore, tube 3 is supported by eccentric sleeve 2. Additionally, as seen in figures 5 and 6, maintenance parts 16 that extend along the X direction are proposed with the eccentric sleeve 2. In addition, as shown in figure 6, eccentric sleeve 2 is divided into a first part 2-1 and a second part 2-2. Since eccentric sleeve 2 is divided into two parts, eccentric sleeve 2 can be attached around tube 3 without moving tube 3.
    Belt 4 is provided to protect eccentric sleeve 2 from falling. The belt 4 is arranged to cover the outer circumferential surface of the eccentric sleeve 2 and supported by the saddle 6. As seen in figure 6, the holes 10 are proposed in positions at each end of the holes 10 overlapping the hole 11 and the hole 12, at both ends in the Y direction of the belt 4. Also a special washer 13 is arranged in each of the holes 10. As seen in figure 5, a fixing member 9 (a screw and a nut) is proposed so to penetrate through the special washer 13 and holes 10, 11 and 12. Belt 4 is attached to clamp 5 with fixing member 9. Also, the saddle 6 is placed between clamp 5 and belt 4, and is secured there .
    Since the preceding configuration is used, an angle of the tube 3 can be adjusted normally with respect to the structural body 1 when the aircraft is equipped with the tube 3 in the fuselage. This mechanism will be described below.
    Figures 7A and 7B are explanations for an angle adjustment function. As seen in Figure 7A, the tube 3 extends along the X direction. At present, when the angle of the tube 3 is adjusted with respect to the frame 1, the fastening member 9 is first loosened. Then the bottom surface of the saddle 14 can be slid against the support surface of the saddle 15 formed on the clamp 5. Thus, as seen in Figure 7B, when the saddle 6 is slid against the clamp 5, the angle of the tube 3 with respect to structural body 1 it can be adjusted continuously in the linear plane XZ. After the angle of the tube 3 is adjusted, the fastening member 9 is secured and the saddle 6 is attached to the clamp 5. Therefore, the tube 3 can be fixed in a situation where the preload is eliminated.
    Additionally, according to the modality, operating the eccentric sleeve 2, the position of the tube 3 can be adjusted in the Z direction. Figure 8 is an explanatory view of the position adjustment operation in the Z direction. As seen in (a ) of figure 8, tube 3 has contact with the inner circumference surface of eccentric sleeve 2. Figure 8 (a) shows a central axis c of tube 3. At present, when the position of tube 3 is adjusted in the Z direction , the retaining part 16 is gripped to make the eccentric sleeve 2 rotate. Then, as seen in (b) of Figure 8, the center of the inner circumference surface of eccentric sleeve 2 is changed in the Z direction. Thus, the position of the central axis c of the tube 3 is also changed in the Z direction. Z direction the position of tube 3 can be continuously adjusted.
    However, when the eccentric sleeve 2 is rotated, the position of the tube 3 is shifted not only in the Z direction, but also in the Y direction. However, in the present embodiment, using the elongated hole 8 produced in the clamp 5, the The position of the tube 3 can be adjusted in the Y direction. Figure 9 is an explanatory view of the position adjustment operation in the Y direction. As mentioned above, the width of the axial part of the fixing member 7 inserted in the elongated hole 8 is less than the length of the elongated hole 8 in the Y direction (refer to (a) of Figure 9). Thus, by loosening the retaining member 7, as seen in (b) of figure 9, the position of the clamp 5 can be shifted with respect to the structural body 1 in the Y direction. As the position of the clamp 5 is shifted, the position of the tube support structure 30 is deviated entirely in the Y direction and the position of the tube 3 is adjusted in the Y direction. For this reason, even if the operation of the eccentric sleeve 2 causes the position of the tube 3 to be deviated in the Y direction , tube 3 can be returned to a position in which no preload occurs. That is, tube 3 can be moved normally in the Y direction and in the Z direction, that is, tube 3 can be moved in parallel freely.
    As mentioned above, according to the present embodiment, the saddle 6 can be forced to slide against the clamp 5. Thus, the angle of the tube 3 can be adjusted continuously. Hence tube 3 can be supported at the angle at which no preload is generated. Furthermore, it is not necessary to prepare a series of different clamps, whose curvature angles are different from each other, such as clamp 5. Using clamps 5 whose shapes are identical, the tube 3 can be supported at desirable angles.
    Furthermore, according to the present embodiment, since the eccentric sleeve 2 and the elongated orifice 8 are provided, the tube 3 can be moved in parallel continuously. Thus, the tube 3 can be supported in the position where a preload is not generated.
    Incidentally, the present modality is explained about the case in which the elongated orifice 8 is produced in order to adjust the tube 3 in the Y direction. However, the mechanism for adjusting the Y direction is not limited to the elongated orifice 8, and another mechanism configuration can be used to obtain the adjustment mechanism in the Y direction. For example, instead of the elongated hole 8, an eccentric sleeve can be proposed in the fixing part 5-1, and the fixing member 9 can be inserted in this eccentric glove. Even if the previous configuration is used, the position of the tube 3 can be freely adjusted in the Y direction.
    Still, this case is explained about the case in which the tube 3 is disposed inside the main wing produced of CFRP in the aircraft. The main wing made of CFRP is easily flexed when compared to a main wing made of metal (aluminum). For this reason, a load is easily applied to level the tube 3 disposed on the main wing. Thus, it is quite necessary to eliminate the preload when supporting the tube 3. In the tube support structure 30 according to the present modality, it is possible to adjust the angle of tube 3 without individual steps and perform a parallel movement in tube 3 without individual steps. For this reason, the generation of preload can be extremely reduced. Thus, the tube support structure can preferably be used for a tube support application 3 disposed within the main wing which is manufactured from the aircraft's CFRP. However, even in the case where the fuselage is made of metal or in the case where the tube 3 is arranged in a fuselage, the large load caused by the deflection of the fuselage is applied to the tube 3. For this reason, the support structure of the tube 30 according to the present embodiment is preferably applied not only to the tube 3 disposed within the main wing produced from CFRP, but also to the entire tube disposed within the aircraft.
    Variation of Example in First Mode
    The present embodiment is described with reference to the case in which the tube 3 is supported above the structural body 1. Contained, even in the case where the tube 3 extends to penetrate through the structural body 1, the tube support structure 30 according to the present modality, it can be applied.
    Figure 10 is a perspective view showing a tube support structure 30 according to a variation of the example in the present embodiment. As seen in figure 10, in this variation of the example a hole 17 is made in the body structure 1. Therefore, the tube 3 extends through the hole 17. The hole 17 is produced slightly larger than an outside diameter of the tube 3 of so that, when the position is adjusted, it does not interfere with the tube 3. Using the preceding configuration, even if the tube 3 extends to penetrate the structure of the body 1, the tube support structure 30 of according to the present modality can be applied. Second Mode
    In the following, a second modality will be described.
    Figure 11 is a perspective view showing a tube support structure 30 according to the present embodiment. Figure 12 is a cross-sectional view of the tube support structure 30 in the YZ plane. Figure 13 is a cross-sectional view of the tube support structure 30 in the XZ plane. Figure 14 is an exploded perspective view showing the tube support structure 30.
    As seen in figure 14, in the present embodiment, a spherical sleeve (first member) 19 (19-1,19-2) is provided on the inside of eccentric sleeve 2 (second member). Tube 3 penetrates through spherical sleeve 19 and is supported by spherical sleeve 19. In addition, an eccentric sleeve support member 20 is used in place of saddle 6 and clamp 5. Since other configurations can be made similar to the first modality, its detailed explanation will be omitted.
    The support member of the eccentric sleeve 20 is so configured that the saddle 6 and the clamp 5 in the first embodiment are integrated into a single unit. That is, the eccentric sleeve support member 20 has an eccentric sleeve support surface making contact with the outer circumference surface of the eccentric sleeve 2, and supports the eccentric sleeve 2 by the eccentric sleeve support surface. A fixing part 20-1 overlapping the structural body 1 is provided on the support member of the eccentric sleeve 20 (referring to Fig. 13). The elongated hole 8 into which the fixing member 7 is inserted is made in the fixing part 20-1 (refer to figure 12). The shapes of the fastening part 20-1 and the elongated hole 8 are similar to those of the first embodiment.
    As seen in Figure 14, on the eccentric sleeve 2, the outer circumference surface makes contact and is supported by the eccentric sleeve support member 20. The outer circumference surface of the eccentric sleeve 2 is the circular cylindrical surface. On the other hand, as seen in figure 13, the inner circumference surface of the eccentric sleeve 2 is the curved surface on which the cross section XZ has a circular arc shape. Specifically, the inner circumference surface (second curved surface) of the eccentric sleeve 2 has a shape along the spherical surface. Also, as seen in Figure 12, similar to the first modality, in eccentric sleeve 2, a center with respect to the inner circumference surface is deviated from a center with respect to the outer circumference surface.
    The spherical sleeve 19 is cylindrical, as shown in Figure 14, having an inner circumference surface and an outer circumference surface. As seen in Figure 13, the outer circumference surface (first curved surface) of the spherical sleeve 19 has a shape corresponding to the inner circumference surface of the eccentric sleeve 2. That is, the outer circumference surface of the spherical sleeve 19 has a shape around along the spherical surface. In the spherical sleeve 19, the outer circumference surface makes contact with the inner circumference surface of the eccentric sleeve 2. The spherical sleeve 19 is supported in the sliding mode by the eccentric sleeve 2. On the other hand, the inner circumference surface of the spherical sleeve 19 it is a circular cylindrical surface corresponding to the outer circumference surface of the tube 3. The tube 3 penetrates through the spherical sleeve 19 being supported by the spherical sleeve 19. Fortunately, the spherical sleeve 19 is divided into two parts so that the spherical sleeve 19 it can be easily attached to tube 3 having a first part 19-1 and a second part 19-2.
    Figures 15A and 15B are explanatory views of an angle adjustment function in the present embodiment.
    As seen in Figures 15A and 15B, in the present embodiment, as spherical sleeve 19 (first member) slides against eccentric sleeve 2 (second member), the angle of tube 3 can be changed with respect to structure 1. At present, in current mode, the inner circumference surface of the eccentric sleeve 2 and the outer circumference surface of the spherical sleeve 19 correspond to the spherical surface. For this reason, the angle of the tube 3 can be adjusted with greater flexibility than in the first mode. That is, in the first mode, only in the XZ plane (only in the case seen along the Y direction) the angle of tube 3 can be adjusted (refer to Figure 7). Otherwise, in this embodiment, eccentric sleeve 2 and spherical sleeve 19 are in contact with the spherical surface. Thus, as shown in Fig. 16, even if viewed along the Z direction, the angle of the tube 3 can be adjusted. For this reason, preload can be eliminated more precisely.
    Also, in the present embodiment, the spherical glove 19 is not attached to the eccentric glove 2.
    For this reason, when the fuselage is curved during flight, the spherical sleeve 19 and the eccentric sleeve 2 slide automatically. That is, not only when handling tube 3, but also during flight, the load applied to tube 3 is automatically reduced. Thus, the force required for tube 3 can be reduced, which can cause the weight of tube 3 to become lighter.
    In the event of an accident, even in the present mode, as shown in Figs. 17A and 17B, by turning the eccentric sleeve 2, it is possible to adjust the position of the tube 3 in the Z direction. Also, as seen in Figs. 18A and 18B, the elongated hole 8 made in the eccentric sleeve support member 20 allows the position of the tube 3 to be adjusted in the Y direction. Variation of Example in Second Mode
    Next, a variation of the example in the second modality is described. In this variation of the example, a case will be explained in which the tube 3 extends to penetrate the structure 1.
    Figure 19 is a perspective view showing a tube support structure 30 according to the present embodiment. Figure 20 is a cross-sectional view of the tube support structure 30 in the YZ plane. Figure 21 is a cross-sectional view of the tube support structure 30 in the XZ plane. Figure 22 is an exploded perspective view of the tube support structure 30.
    As seen in Figures 19 to 22, in this variation of the example, a housing is used as the support member of the eccentric sleeve 20. In addition, the belt 4 is canceled. Regarding the other configurations, it is possible to use configurations similar to the second modality. Thus, detailed explanations can be omitted.
    The eccentric sleeve support member 20 has an opening corresponding to the outer circumference surface of the eccentric sleeve 2. Eccentric sleeve 2 is arranged within the opening of this housing 20 and is supported by a side wall of the opening. In a fortuitous case, with respect to the eccentric glove 2 and the spherical glove 19, it is possible to use configurations similar to the second modality, therefore, its detailed explanation is omitted.
    As seen in Fig. 20, the fixing part 20-1 having a flat plate shape overlapping the body of the structure 1 is provided in the eccentric sleeve support member 20. Likewise in the second embodiment, the elongated hole 8 that extends along the Y direction is done at the 20-1 clamping part. Also similar to the second embodiment, the fixing member 9 is inserted into the elongated hole 8. With the fixing member 9, the eccentric sleeve support member 20 is fixed to the structural body 1. Consequently, when the fixing member 9 is loosened , the eccentric sleeve support member 20 can be deflected with respect to the structural body 1 in the Y direction. Thus, the position of the tube 3 can be adjusted in the Y direction.
    Using the configuration indicated in this variation of the example, even if the tube 3 penetrates through the structural body, 1 it is possible to obtain an operation and effect similar to the second modality. Also, in this variation of the example, belt 4 in the aforementioned modalities can be eliminated. Thus, from the point of view of the number of parts that can be reduced, this variation of the example is quite advantageous.
    As mentioned before, the present invention has been described using the first and second modalities, and the technical items used in these modalities and variation of the examples are not independent of each other, and can be combined with each other within a range that does not imply contradiction. .
    This patent application is based on Japanese patent application no. 2010- 239961, filed on October 26, 2010 and claims priority benefit from this request, the description of which is now fully incorporated by reference.
    权利要求:
    Claims (6)
    [0001]
    1. Tube support structure (30) for an aircraft that is designed to support a tube (3) arranged so as to extend in an X direction within an aircraft, the tube support structure (30) FEATURED by the fact that comprise: a parallel movement mechanism configured to support the tube (3) and allow movement of the tube (3) in parallel; and an angle adjustment mechanism configured to support the tube (3) and allow an angle of the tube (3) to be adjusted; wherein the parallel movement mechanism includes: an eccentric sleeve (2) through which the tube is passable, configured to adjust a position of the tube (3) in a Z direction perpendicular to the X direction, and a Y direction adjustment mechanism configured to adjust a position of the eccentric sleeve (2) in a Y direction perpendicular to the X direction and the Z direction, where the angle adjustment mechanism includes: a first member (6) having a first curved surface (14) and configured to support the eccentric sleeve (2), and a second member (5) configured to be attached to a structural body (1) of the aircraft and having a second curved surface (15) with a shape that corresponds to that of the first curved surface (14) and which is configured to have sliding contact with the first curved surface (14) on the second curved surface (15), and to support the first member (6) by the second curved surface (15), where each of the first and second curved surfaces (14, 15) has a long shape an outer circumference surface of an imaginary cylinder with a central axis in the direction of the Y direction and is formed so that a cross-sectional shape of the first curved surface (14) and the second curved surface (15) in an XZ plane be a circular arc shape, in which the angle of the tube (3) can be adjusted by sliding the first curved surface (14) with respect to the second curved surface (15).
    [0002]
    2. Tube support structure (30) for an aircraft, according to claim 1, CHARACTERIZED by the fact that the tube (3) can be supported in order to establish contact with an internal circumference surface of the eccentric sleeve (2 ), and in which the first member (6) is configured so as to establish contact with the eccentric sleeve (2) and support the tube (3) through the eccentric sleeve (2).
    [0003]
    3. Tube support structure (30) for an aircraft, according to claim 2, CHARACTERIZED by the fact that the first member includes a saddle (6) configured to support the eccentric sleeve (2) in order to establish contact with a surface outer circumference of the eccentric sleeve (2), in which the first curved surface (14) is formed in the saddle (6), in which the second member includes a clamp (5) configured to support the saddle (6), in which the clamp (5) includes a connecting part (5-2) and a fixing part (5- 1) being curved between the connecting part and the fixing part, where the second curved surface (15) is formed on the connecting link (5-2), where the fastening part (5-1) is arranged to overlap with a structural body (1) attached to a fuselage and to be joined to the structural body (1).
    [0004]
    4. Tube support structure (30) for an aircraft, according to claim 3, CHARACTERIZED by the fact that the adjustment mechanism of the Y direction has an elongated hole (8) which is provided in the fastening part (5-1 ) and which is extended along the Y direction, where the fastening part (5-1) is configured to be attached to the structural body (1) by a fastening member (7) that penetrates the elongated hole (8), and wherein an elongated hole length (8) is greater than a width of an axial portion of the fixing member (7) in the Y direction.
    [0005]
    5. Tube support structure for an aircraft, according to any one of claims 1 to 4, CHARACTERIZED by the fact that the tube is located inside a main wing of the aircraft.
    [0006]
    6. Tube support structure for an aircraft, according to claim 5, CHARACTERIZED by the fact that the main wing is manufactured from CFRP - Carbon Fiber Reinforced Plastic.
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    同族专利:
    公开号 | 公开日
    US9447899B2|2016-09-20|
    CA2813917A1|2012-05-03|
    CA2813917C|2016-03-22|
    EP2634467B1|2019-11-27|
    US20130187013A1|2013-07-25|
    CN103154588A|2013-06-12|
    BR112013008743A2|2016-06-28|
    JP5737903B2|2015-06-17|
    WO2012057039A1|2012-05-03|
    EP2634467A4|2017-05-31|
    CN103154588B|2015-04-22|
    EP2634467A1|2013-09-04|
    JP2012092890A|2012-05-17|
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    法律状态:
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-06-04| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|
    2020-05-05| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-09-29| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 21/10/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    2021-08-17| B21F| Lapse acc. art. 78, item iv - on non-payment of the annual fees in time|Free format text: REFERENTE A 10A ANUIDADE. |
    2021-12-07| B24J| Lapse because of non-payment of annual fees (definitively: art 78 iv lpi, resolution 113/2013 art. 12)|Free format text: EM VIRTUDE DA EXTINCAO PUBLICADA NA RPI 2641 DE 17-08-2021 E CONSIDERANDO AUSENCIA DE MANIFESTACAO DENTRO DOS PRAZOS LEGAIS, INFORMO QUE CABE SER MANTIDA A EXTINCAO DA PATENTE E SEUS CERTIFICADOS, CONFORME O DISPOSTO NO ARTIGO 12, DA RESOLUCAO 113/2013. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2010239961A|JP5737903B2|2010-10-26|2010-10-26|Piping support structure for aircraft|
    JP2010-239961|2010-10-26|
    PCT/JP2011/074342|WO2012057039A1|2010-10-26|2011-10-21|Pipe support structure for aircraft|
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