An aircraft engine vibration damping device

Abstract

The present invention discloses a vibration damping device for an aircraft engine, which includes a base, a support column assembly and an air damping shock absorber assembly. The engine is connected to the base, and the base is connected to the airframe through the support column assembly whose axis is along the thrust line direction. A vibration damping pad is provided on the support column assembly. An air damping shock absorber assembly is further provided between the base and the airframe, and the telescopic vibration damping direction of the air damping shock absorber assembly is parallel to the plane where the engine rotation direction is located. The vibration damping device for the aircraft engine of the present invention decomposes vibrations in different directions, adopts different vibration damping structures in different directions, uses a vibration damping pad in the thrust line direction, and has a relatively small vibration damping stroke, meeting the requirements of the aircraft for thrust response. The air damping shock absorber assembly is used to damp the rotational vibration, with a large stroke, strong support and better buffering effect, meeting the vibration damping requirements at different rotational speeds, and capable of suppressing large-amplitude vibrations at low engine speeds.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft vibration reduction, and particularly to an aircraft engine vibration reduction device. Background Art

[0002] The engine of a piston aircraft vibrates greatly. Its vibrations mainly have two directions. One is the vibration along the aircraft thrust line direction, with a smaller amplitude. An excessive vibration reduction stroke will affect the aircraft thrust line. The other is the vibration along the engine rotation direction, with a larger amplitude. Moreover, the relative amplitude is larger and the frequency is lower at low engine speeds, while the frequency is higher and the amplitude is smaller at high engine speeds. The engine vibrations have a greater impact on the aircraft, which will reduce the service life of parts, affect the attitude of the aircraft, and even damage the on-board equipment.

[0003] Generally, the engine is connected to the airframe through a vibration reduction mechanism. The existing vibration reduction mechanisms usually mainly adopt multi-stage rubber vibration reduction mechanisms. The disadvantages of the rubber vibration reduction mechanism are that the damping coefficient is constant, it can only suppress vibrations of some frequencies, the vibration reduction stroke is short, it is difficult to meet the vibration reduction requirements under different working conditions, it is difficult to effectively suppress the large-amplitude vibrations at low engine speeds, and such vibrations may seriously affect the aircraft attitude. It cannot take into account the vibration reduction requirements in different directions. The main vibration of the engine is in the rotation direction, while the rubber vibration reduction mechanism has a poor vibration reduction effect in the engine rotation direction. It is difficult to balance the vibration reduction effect of rubber in the rotation direction and the support requirement for resisting large torques, and the vibration reduction effect is difficult to meet the requirement of flight stability. Summary of the Invention

[0004] The technical problem to be solved and the technical task proposed by the present invention are to improve the existing technology and provide an aircraft engine vibration reduction device to solve the problems that the existing engine vibration reduction mechanism in the current technology is difficult to take into account the vibration reduction requirements in different directions, the vibration reduction effect is not good, and it is difficult to ensure flight stability.

[0005] To solve the above technical problems, the technical solution of the present invention is as follows:

[0006] An aircraft engine vibration damping device, comprising a base, a support column assembly and an air damping shock absorber assembly. The engine is connected to the base, and the base is connected to the airframe through the support column assembly whose axis is along the thrust line direction. A vibration damping pad is provided on the support column assembly, and an air damping shock absorber assembly is also provided between the base and the airframe. The telescopic vibration damping direction of the air damping shock absorber assembly is parallel to the plane where the engine rotation direction is located. The aircraft engine vibration damping device of the present invention adopts different vibration damping structures in different directions. In the thrust line direction, vibration damping is carried out through the vibration damping pad on the support column assembly. The stroke of the vibration damping pad is small, and it can effectively buffer the high-frequency and low-amplitude vibration in the thrust line direction, meeting the requirements of the aircraft for thrust response. And the air damping shock absorber assembly is used to damp the rotational vibration. The air damping shock absorber assembly has a large stroke and strong support, and the buffering effect is stronger, meeting the vibration damping requirements at different speeds, and can suppress the large-amplitude vibration at low engine speeds, thereby effectively improving the overall vibration damping effect and meeting the requirements of flight stability.

[0007] Further, the air damping shock absorber assembly includes a cylinder body, a piston, a spring and a head. The piston is slidably connected in the cylinder body, and the spring is provided between the piston and the cylinder body. The head is provided at the part where the piston passes through the cylinder body. An air damping chamber is formed between the piston and the inner part of the cylinder body. A through port for communicating the air damping chamber with the outside is opened on the wall surface of the cylinder body. The cylinder body is connected to the airframe, and the head abuts against the base. The structure of the air damping shock absorber assembly adopted by the present invention is simple, compact and occupies little space. The rotational vibration generated during the operation of the engine drives the base to vibrate synchronously, resulting in relative sliding between the piston and the cylinder body, and then the volume of the air damping chamber changes and is compressed. At the same time, the spring is also deformed by the vibration force. The air in the air damping chamber discharges air outwards through the through port to effectively buffer and absorb the vibration energy. The spring cooperates with the air damping chamber to effectively improve the vibration damping effect, and under the action of the spring, relative movement and reset between the piston and the cylinder body are carried out, so that the base is reset, that is, the engine can be accurately reset while vibrating, ensuring the stable and accurate power provided by the engine and ensuring flight stability. And the air damping shock absorber assembly is only connected to the airframe, and only has an abutting fit relationship with the base, realizing the decomposition of vibrations in different directions. The vibration along the thrust line direction will not act on the air damping shock absorber assembly, and the air damping shock absorber assembly only dampens the rotational vibration.

[0008] Further, a regulating valve for adjusting the opening degree is provided on the through port. The damping of squeezing the air damping chamber to discharge air changes with the size of the opening degree of the through port. By adjusting the opening degree, the damping coefficient of the air damping shock absorber assembly can be adjusted to flexibly meet different vibration damping requirements.

[0009] Further, the head is a ball head, and the portion of the base in contact with the head is a plane perpendicular to the telescopic damping direction of the air damping shock absorber assembly. This ensures that vibrations in different directions can be effectively decomposed, such that vibrations along the thrust line direction will not be transmitted to the air damping shock absorber assembly. When the base vibrates in the thrust line direction with the engine, the plane of the base in contact with the ball head will move relative to the ball head along the thrust line direction, thereby preventing the vibrations along the thrust line direction from acting on the air damping shock absorber assembly.

[0010] Further, a graphite copper sleeve is nested inside the cylinder body, and the piston slides in the graphite copper sleeve to slide along the cylinder body. The graphite copper sleeve plays a role in limiting and guiding. Moreover, the graphite copper sleeve has a high load-bearing capacity, is resistant to impact, high temperature, and has strong self-lubricating ability, making it suitable for reciprocating motion occasions, ensuring that the piston can perform reciprocating motion stably and effectively to achieve good damping effect.

[0011] Further, along the telescopic damping direction of the air damping shock absorber assembly, the air damping shock absorber assemblies arranged in mirror symmetry are provided between the base and the body, enabling limited damping and limiting of the base in a straight line direction, improving the damping effect. At the same time, the base is effectively limited in the rotation plane of the engine, ensuring that the base can be accurately reset while achieving damping, that is, enabling the engine to be accurately reset while vibrating, ensuring the stability and accuracy of the power provided by the engine.

[0012] Further, the cylinder body of the air damping shock absorber assembly is a through cylinder with both ends open. The piston includes a piston body and piston rods. Piston rods extending along the cylinder body are respectively provided on both sides of the piston body. Heads are provided at the parts where the piston rods penetrate the cylinder body. The piston body divides the inside of the cylinder body into two air damping chambers. Through holes communicating with the outside are provided on the wall surfaces of each air damping chamber. Springs acting between the cylinder body and the piston are respectively provided on both sides of the piston body. Arm surfaces in contact with the heads at both axial ends of the air damping shock absorber assembly are provided on the base. The structure is simple, compact, occupies a small space, reduces the number of components and weight, and has good damping and limiting effects in the rotational direction.

[0013] Further, the support column assembly includes a support column body. A first retaining piece, a first damping pad, a second damping pad, and a second retaining piece are successively arranged along the axial direction of the support column body. The base is clamped and connected between the first damping pad and the second damping pad. The structure is simple and easy to assemble, capable of effectively damping in the thrust line direction using the first damping pad and the second damping pad, and having a small stroke, meeting the requirements of the aircraft for thrust response.

[0014] Further, through holes for the support columns to pass through are formed in the base. The caliber of the through holes is larger than the outer diameter of the support columns. A flexible collar is arranged between the through holes and the support columns. There is a non-rigid fit between the support columns and the through holes in the rotation plane direction of the engine. The outer diameter of the support columns is smaller than the caliber of the through holes to reserve a vibration damping space. Moreover, the flexible collar is used to fill the gap between the support columns and the through holes. The flexible collar can undergo elastic deformation, which not only ensures a vibration damping activity space but also plays a role in limiting the position, ensuring the accuracy and stability of the position where the base is connected to the support columns, and preventing the base from shifting relative to the support columns.

[0015] Further, the support column assembly further includes a first retaining piece, a first vibration damping pad, a second vibration damping pad, and a second retaining piece that are sequentially arranged along the axial direction of the support column. The body is clamped and connected between the first vibration damping pad and the second vibration damping pad of the other group. The support column assembly has a two-stage vibration damping pad buffer structure, which improves the vibration damping and buffering effect in the thrust line direction and effectively prevents vibrations from being transmitted to the body and affecting the operation of other components.

[0016] Compared with the prior art, the advantages of the present invention are as follows:

[0017] The aircraft engine vibration damping device of the present invention decomposes vibrations in different directions and adopts different vibration damping structures for different vibration characteristics in different directions. In the thrust line direction, vibration damping is carried out through the vibration damping pads on the support column assembly. The stroke of the vibration damping pads is small, and it can effectively buffer the high-frequency and low-amplitude vibrations in the thrust line direction, meeting the requirements of the aircraft for thrust response; the air damping shock absorber assembly is used to damp the rotational vibration. The air damping shock absorber assembly has a large stroke and strong support, and has a better buffering effect on low-frequency and high-amplitude vibrations, meeting the vibration damping requirements under different working conditions. In particular, it can suppress the large-amplitude vibrations at low engine speeds, and can absorb and convert a certain amount of vibration energy through air damping;

[0018] The damping of the air damping shock absorber assembly is adjustable, and it can be adjusted to have targeted damping that meets different frequency bands for different aircraft models, different loads, and different mission requirements, and can adapt to the vibration damping requirements under cruise operation conditions to the greatest extent, and is compatible with different designs and different aircraft models to improve the vibration damping benefits; it provides better protection and stability for the flight platform and airborne equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic diagram of the overall structure of the aircraft engine vibration damping device of the present invention;

[0020] Figure 2 is a schematic cross-sectional structure diagram of the air damping shock absorber assembly of the present invention;

[0021] Figure 3Schematic cross-sectional structure diagram of the support column assembly of the present invention;

[0022] Figure 4 Schematic diagram of the aircraft engine vibration damping device according to the second embodiment of the present invention;

[0023] Figure 5 Schematic diagram of an air damping shock absorber assembly of the aircraft engine vibration damping device according to the second embodiment;

[0024] Figure 6 Schematic diagram of another air damping shock absorber assembly of the aircraft engine vibration damping device according to the second embodiment;

[0025] Figure 7 Schematic diagram of another aircraft engine vibration damping device according to the second embodiment.

[0026] In the figure:

[0027] Base 1, support column assembly 2, air damping shock absorber assembly 3, airframe 4, cylinder body 31, piston 32, plug body 321, plug rod 322, guide shaft 323, spring 33, head 34, air damping chamber 35, through port 36, regulating valve 37, graphite copper sleeve 38, retaining ring 39, support seat 310, arm surface 11, support column body 21, first retaining piece 22, first vibration damping pad 23, second vibration damping pad 24, second retaining piece 25, collar member 26. Specific embodiments

[0028] Next, in combination with the embodiments of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0029] An aircraft engine vibration damping device disclosed in an embodiment of the present invention can decompose vibrations in different directions simultaneously or sequentially, and adopt different vibration damping methods to effectively damp vibrations in different directions respectively, meet different vibration damping requirements, and effectively improve the vibration damping effect.

[0030] Embodiment 1

[0031] Such as Figures 1 to 3As shown in the figure, a vibration damping device for an aircraft engine mainly includes a base 1, a support column assembly 2, and an air damping shock absorber assembly 3. The engine is connected to the base 1, and the base 1 is connected to the airframe 4 through the support column assembly 2 whose axis is along the thrust line direction. A vibration damping pad is provided on the support column assembly 2, and an air damping shock absorber assembly 3 is also provided between the base 1 and the airframe 4. The telescopic vibration damping direction of the air damping shock absorber assembly 3 is parallel to the plane where the engine rotation direction is located.

[0032] The vibration in the thrust line direction is damped by the vibration damping pad provided on the support column assembly 2. The vibration damping pad can be a vibration damping pad made of flexible materials, such as rubber, silica gel, etc., or a vibration damping pad such as a spring gasket. The stroke of the vibration damping pad is small, which can meet the requirements of the aircraft for thrust response while effectively damping vibration. In the engine rotation direction, the air damping shock absorber assembly 3 is used for vibration damping. The air damping shock absorber assembly 3 has a large stroke, strong support, and better buffering effect, meeting the vibration damping requirements at different rotational speeds. The air damping shock absorber is a vibration damping device that utilizes the viscosity of air, and its damping medium is air, thus overcoming some disadvantages of liquid viscous damping. Compared with liquids, the viscosity of air changes little with temperature, so its performance is relatively stable, and it can withstand large displacements, thus being able to be used to suppress large-amplitude vibrations at low engine speeds.

[0033] Specifically, as Figure 2As shown, the air damping shock absorber assembly 3 includes a cylinder body 31, a piston 32, a spring 33, and a head 34. The cylinder body 31 is a straight-through cylinder with openings at both ends. The piston 32 is slidably connected in the cylinder body 31. The piston 32 includes a plug body 321 and a plug rod 322. Plug rods 322 extending along the axial direction of the cylinder body 31 are respectively arranged on both sides of the plug body 321. A groove is formed in the circumferential direction of the plug body 321 for installing a sealing ring. When the piston 32 is located in the cylinder body 31, the plug body 321 is located in the middle region of the cylinder body 31. The plug body 321 divides the interior of the cylinder body 31 along the axial direction of the cylinder body 31 into two air damping chambers 35. Due to the sealing ring arranged on the plug body 321, the left and right air damping chambers 35 are relatively isolated, and when the piston 32 slides along the cylinder body 31, the air damping chambers 35 on both sides can also be effectively isolated. A guide shaft 323 is further connected to the end side of the plug rod 322. The guide shaft 323 extends out of the end side of the cylinder body 31 as an extension of the plug rod 322. The guide shaft 323 is rigidly connected to the plug rod, and the guide shaft 323 can actually be regarded as a part of the piston 32. The outer end side of the guide shaft 323 is connected with the head 34. Graphite bronze bushings 38 are nested on the inner wall of the cylinder body 31 near both ends of the cylinder body 31. The guide shaft 323 is sleeved in the graphite bronze bushing 38 to slide back and forth along the axial direction of the cylinder body 31. The graphite bronze bushing 38 can play a role in limiting and guiding. The outer diameter of the plug body 321 is approximately the same as the inner diameter of the cylinder body 31. The graphite bronze bushing 38 can play a role in limiting the piston 32 in the axial direction of the cylinder body 31. Moreover, the graphite bronze bushing 38 has high load-bearing capacity, is impact-resistant, high-temperature-resistant, and has strong self-lubricating ability, and is suitable for reciprocating motion occasions, ensuring that the piston 32 can perform reciprocating motion stably for a long time to achieve a good shock absorption effect. The region between the graphite bronze bushing 38 and the plug body 321 in the cylinder body 31 is the air damping chamber 35. A through port 36 for communicating the air damping chamber 35 with the outside is formed on the wall surface of the cylinder body 31, and through ports 36 are respectively formed on the wall surfaces of each air damping chamber 35. A spring 33 for shock absorption is arranged between the piston 32 and the cylinder body 31. The spring 33 acts between the cylinder body 31 and the piston 32. Thus, when the piston 32 slides relative to the cylinder body 31 under external vibration impact, the spring 33 generates elastic deformation for shock absorption and releases elastic force to drive the piston 32 to reset. Specifically, springs 33 are respectively arranged in the air damping chambers 35 on both sides of the plug body 321, and a retaining ring 39 is arranged at the inner end side of the graphite bronze bushing 38. The plug rod 322 passes through the retaining ring 39 to be connected with the guide shaft 323. A sealing ring located between the retaining ring 39 and the plug rod 322 is arranged on the inner ring surface of the retaining ring 39, and a sealing ring located between the retaining ring 39 and the cylinder body 31 is arranged on the outer ring surface of the retaining ring 39 to maintain the seal at the shaft end when the piston 32 slides relative to the cylinder body 31. The spring 33 is sleeved on the plug rod 322 and is located between the retaining ring 39 and the plug body 321;A support base 310 is provided on the cylinder body 31. The cylinder body 31 is fixedly connected to the machine body 4 through the support base 310. The head 34 on the end side of the piston 32 abuts against the base 1. Specifically, the base 1 is provided with arm surfaces 11 located at both axial ends of the air damping shock absorber assembly 3 and abutting against the heads 34 at both ends respectively. In other words, the air damping shock absorber assembly 3 is clamped between the two arm surfaces 11. The piston 32 composed of the plug body 321, the plug rod 322 and the guide shaft 323 is a rigid member. The head 34 in the shape of a spherical head is also rigidly connected to the piston 32. Therefore, the assembly formed by combining the two heads 34 and the piston 32 together is also a rigid member. The axial length of this assembly is fixed. The two arm surfaces 11 abut against the heads 34 respectively. Thus, the assembly formed by combining the two heads 34 and the piston 32 is stationary relative to the base 1 in the telescopic shock absorption direction of the air damping shock absorber assembly 3. The base 1 vibrates with the engine, and this assembly will vibrate together with the base 1. Furthermore, this assembly reciprocally slides relative to the cylinder body 31. The air damping chamber 35 and the spring 33 cooperate to buffer and damp the reciprocal sliding of the piston 32, consume and absorb the vibration energy during the operation of the engine, and improve the overall shock absorption effect.;

[0034] The specific working process of the air damping shock absorber assembly 3 is as follows: When the engine is operating, it generates vibrations in the rotational direction. Since the telescopic damping direction of the air damping shock absorber assembly 3 is parallel to the plane where the engine's rotational direction lies, the rotational vibrations will drive the base 1 to generate a vibration offset in the axial direction relative to the cylinder body 31. This vibration offset is directly transmitted to the piston 32 through the abutment of the arm surface 11 and the head 34. The piston 32 moves axially relative to the cylinder body 31. Taking the vibration to the right as an example, the piston 32 will move to the right, and the air damping chamber 35 on the right side of the piston 32 is compressed in volume, and the air pressure in the right air damping chamber 35 increases. Thus, the air in the air damping chamber 35 will be discharged out through the port 36 to dissipate the vibration energy. At the same time, the spring 33 in the right air damping chamber 35 will also be compressed to consume the vibration energy. Meanwhile, the volume of the air damping chamber 35 on the left side increases, resulting in a decrease in air pressure, and the external air will enter the air damping chamber 35 on the left side through the port 36 to restore the air pressure in the left air damping chamber 35. Then the vibration will move to the left, and the spring 33 in the right air damping chamber 35 will rebound, causing the air damping chamber 35 on the left side to be compressed and its volume to become smaller. The increase in air pressure in the left air damping chamber 35 will discharge gas to dissipate the vibration energy, and the spring 33 in the left air damping chamber 35 will also be compressed to consume the vibration energy. Meanwhile, the volume of the air damping chamber 35 on the right side increases, resulting in a decrease in air pressure, and the external air will be replenished into the air damping chamber 35 on the right side through the port 36 to restore the air pressure in the right air damping chamber 35. This process repeats to achieve the purpose of shock absorption and buffering. The air damping chamber 35 and the spring 33 cooperate with each other to effectively dampen vibrations and absorb and consume the vibration energy, improving the overall shock absorption effect.

[0035] The damping of squeezing the air damping chamber 35 to discharge air varies with the opening degree of the port 36. By adjusting the opening degree of the port 36, the damping coefficient of the air damping shock absorber assembly 3 can be adjusted to flexibly meet different shock absorption requirements. Specifically, a regulating valve 37 for adjusting the opening degree is provided on the port 36, which can be adjusted for the engine model to obtain targeted damping that meets different frequency bands, thereby flexibly meeting different shock absorption requirements and enhancing the shock absorption benefit.

[0036] The air damping shock absorber assembly 3 is used to damp the vibration in the engine rotation direction. It is necessary to avoid the adverse impact of the vibration along the thrust line direction on the air damping shock absorber assembly 3. It is necessary to decompose the engine vibration so that the air damping shock absorber assembly 3 is only affected by the vibration in the engine rotation direction. Specifically, the head 34 is spherical, and the part of the base 1 in contact with the head 34 is a plane perpendicular to the telescopic damping direction of the air damping shock absorber assembly 3. That is, the part of the arm surface 11 in contact with the head 34 is a plane along the thrust line direction. When the engine works, the vibration along the thrust line direction will cause the base 1 to move back and forth along the thrust line direction. As a result, the plane of the base 1 in contact with the head 34 slides relative to the head 34 along the thrust line direction. Since this plane is a plane along the thrust line direction, it will not generate a force on the head 34 along the telescopic damping direction of the air damping shock absorber assembly 3. Thus, the vibration of the engine along the thrust line direction will not act on the air damping shock absorber assembly 3, achieving the decomposition of vibrations in different directions. The air damping shock absorber assembly 3 only needs to damp the vibration in the engine rotation direction, making the damping more targeted, and the air damping shock absorber assembly 3 can more accurately meet the damping requirements in the engine rotation direction.

[0037] As Figure 3 shown, in this embodiment, the support column assembly 2 includes a support column body 21. The axial direction of the support column body 21 is along the thrust line direction. Along its axial direction, a first retaining piece 22, a first damping pad 23, a second damping pad 24, and a second retaining piece 25 are sequentially arranged on the support column body 21. The base 1 is clamped and connected between the first damping pad 23 and the second damping pad 24. Specifically, a through hole for the support column body 21 to pass through is provided on the base 1. The first retaining piece 22 is integrally formed with the support column body 21. The first damping pad 23 and the second damping pad 24 are sleeved on the support column body 21. The first damping pad 23 is located on the lower surface of the base 1, while the second damping pad 24 is located on the upper surface of the base 1. The second retaining piece 25 is located on the upper surface of the second damping pad 24. The second retaining piece 25 is screwed to the support column body 21 or locked and fixed by fasteners such as nuts. The second retaining piece 25 and the first retaining piece 22 clamp the first damping pad 23, the base 1, and the second damping pad 24 between them to achieve connection. The first damping pad 23 and the second damping pad 24 are specifically made of rubber pads, with a small deformation stroke, which can not only meet the damping requirements in the thrust line direction but also meet the requirements of the aircraft for thrust response.

[0038] Further, the support column assembly 2 further includes another set of a first retaining piece 22, a first damping pad 23, a second damping pad 24, and a second retaining piece 25 that are sequentially arranged along the axial direction of the support column body 21. The machine body 4 is clamped and connected between the first damping pad 23 and the second damping pad 24 of the other set. Similarly, a through hole for the support column body 21 to pass through is provided on the machine body 4. The first retaining piece 22 of the other set is still integrally formed with the support column body 21. The second retaining piece 25 of the other set is screwed to the support column body 21 or locked and fixed through fasteners such as nuts. The second retaining piece 25 and the first retaining piece 22 clamp the first damping pad 23, the machine body 4, and the second damping pad 24 between the two to achieve connection. Thus, the entire support column assembly 2 has a two-stage damping pad buffer structure. The first damping pads 23 and the second damping pads 24 on both sides of the base 1 are the first-stage damping pad buffer structure, and the first damping pads 23 and the second damping pads 24 on both sides of the machine body 4 are the second-stage damping pad buffer structure, effectively improving the damping and buffering effect along the thrust line direction.

[0039] Further, the diameter of the through hole of the base 1 is larger than the outer diameter of the support column body 21. A flexible collar 26 is provided between the through hole and the support column body 21, so that the support column body 21 and the through hole are in a non-rigid fit in the engine rotation plane direction, leaving a damping movement space. Moreover, the flexible collar 26 fills the gap between the support column body 21 and the through hole. The flexible collar 26 can undergo elastic deformation, which not only ensures a damping movement space but also plays a limiting role, ensuring the positional accuracy and stability of the base 1 connected to the support column body 21 and preventing the base 1 from shifting relative to the support column body 21. In this embodiment, the collar 26 is integrated with the first damping pad 23, reducing the number of components and facilitating manufacturing and assembly.

[0040] In this embodiment, the base 1 includes a base plate and an engine bottom plate. The engine is rigidly connected to the engine bottom plate, and the engine bottom plate is then connected to the base plate through rigid support columns. The combination of the base plate and the engine bottom plate constitutes a rigid frame structure, which can stably carry the engine to ensure the stable operation of the engine.

[0041] Embodiment 2

[0042] The air damping shock absorber assembly in Embodiment 1 is of a double-headed structure, such as Figure 4 and Figure 5As shown, the difference from the first embodiment is that the air damping shock absorber assembly can also adopt a single-head structure. Specifically, the air damping shock absorber assembly 3 includes a cylinder body 31, a piston 32, a spring 33, and a head 34. One end of the cylinder body 31 is closed and the other end is open. The piston 32 is slidably connected in the cylinder body 31. A head 34 is provided at the part where the piston 32 passes through the cylinder body 31. An air damping chamber 35 is formed between the piston 32 and the bottom of the cylinder body 31. A through port 36 for communicating the air damping chamber 35 with the outside is opened on the wall surface of the cylinder body 31. A regulating valve 37 for adjusting the opening degree is provided on the through port 36. A spring 33 is provided between the piston 32 and the cylinder body 31. The spring 33 can be specifically arranged in the air damping chamber 35, or as Figure 6 shown, the spring 33 is arranged outside the cylinder body 31. It is only necessary to ensure that the spring 33 is compressed while the air damping chamber 35 is compressed, so that the spring 33 can release elastic force to drive the piston 32 to reset and rebound. The cylinder body 31 is connected to the machine body 4. The head 34 abuts against the base 1. The telescopic damping direction of the air damping shock absorber assembly 3 is parallel to the plane where the engine rotation direction is located. Similarly, the head 34 is a spherical head. The part of the base 1 that abuts against the head 34 is a plane perpendicular to the telescopic damping direction of the air damping shock absorber assembly 3. Thus, vibrations in different directions are similarly decomposed. The air damping shock absorber assembly 3 in this embodiment only dampens the vibrations in the engine rotation direction.

[0043] Further, along the telescopic damping direction of the air damping shock absorber assembly 3, the air damping shock absorber assemblies 3 arranged in mirror symmetry are provided between the base 1 and the machine body 4. It can be as Figure 4 shown, the heads 34 of the two air damping shock absorber assemblies 3 are arranged back to back, or it can be as Figure 7 shown, the heads 34 of the two air damping shock absorber assemblies 3 are arranged opposite to each other. When adopting this method, in the natural state without vibration, the spring 33 of the air damping shock absorber assembly 3 needs to be in a pre-compressed deformation state, that is, the spring 33 needs to have a certain amount of compression deformation, so as to avoid the situation that when the part of the base 1 that abuts against the head 34 moves in the reverse direction of the head 34 and separates from the head 34 during vibration, and then collides with the head 34 when moving back, ensuring that the damping function can be reliably realized.

[0044] The above is only the preferred embodiment of the present invention. It should be noted that the above preferred embodiment should not be regarded as a limitation of the present invention. The protection scope of the present invention should be subject to the scope defined by the claims. For those of ordinary skill in the art of this technology, without departing from the spirit and scope of the present invention, several improvements and refinements can still be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A vibration damping device for an aircraft engine, characterized in that, It includes a base (1), a support column assembly (2) and an air damping shock absorber assembly (3). The engine is connected to the base (1), and the base (1) is connected to the body (4) through the support column assembly (2) whose axis is along the thrust line direction. A vibration damping pad for damping vibration in the thrust line direction is provided on the support column assembly (2). An air damping shock absorber assembly (3) is further provided between the base (1) and the body (4). The telescopic damping direction of the air damping shock absorber assembly (3) is parallel to the plane where the engine rotation direction is located to damp vibration in the engine rotation direction. The air damping shock absorber assembly (3) includes a cylinder body (31), a piston (32), a spring (33) and a head (34). The piston (32) is slidably connected in the cylinder body (31). The spring (33) is provided between the piston (32) and the cylinder body (31). A head (34) is provided at the part where the piston (32) passes through the cylinder body (31). The cylinder body (31) is connected to the body (4), and the head (34) abuts against the base (1). The head (34) is a spherical head, and the part of the base (1) that abuts against the head (34) is a plane perpendicular to the telescopic damping direction of the air damping shock absorber assembly (3).

2. The aircraft engine vibration damping device according to claim 1, characterized in that An air damping chamber (35) is formed between the piston (32) and the inside of the cylinder body (31). A through port (36) for communicating the air damping chamber (35) with the outside is opened on the wall surface of the cylinder body (31).

3. The aircraft engine vibration damping device according to claim 2, characterized in that, A regulating valve (37) for adjusting the opening degree is provided on the through port (36).

4. The aircraft engine vibration damping device according to claim 2, characterized in that, A graphite copper sleeve (38) is nested in the cylinder body (31), and the piston (32) is sleeved in the graphite copper sleeve (38) to slide along the cylinder body (31).

5. The aircraft engine vibration damping device according to any one of claims 2 to 4, characterized in that, Along the telescopic damping direction of the air damping shock absorber assembly (3), the air damping shock absorber assemblies (3) arranged in mirror symmetry are provided between the base (1) and the body (4).

6. The aircraft engine vibration damping device according to any one of claims 2 to 4, characterized in that The cylinder body (31) of the air damping shock absorber assembly (3) is a through cylinder with both ends open. The piston (32) includes a plug body (321) and a plug rod (322). Plug rods (322) extending along the cylinder body (31) are respectively provided on both sides of the plug body (321). A head (34) is provided at the part where the plug rod (322) passes through the cylinder body (31). The plug body (321) divides the inside of the cylinder body (31) into two air damping chambers (35). Through ports (36) communicating with the outside are provided on the wall surfaces of each air damping chamber (35). Springs (33) acting between the cylinder body (31) and the piston (32) are respectively provided on both sides of the plug body (321). Arm surfaces (11) that abut against the heads (34) at both ends are provided on the base (1) at the axial two ends of the air damping shock absorber assembly (3).

7. The aircraft engine vibration damping device according to claim 1, wherein The support column assembly (2) includes a support column body (21). Along its axial direction, a first retaining piece (22), a first damping pad (23), a second damping pad (24), and a second retaining piece (25) are sequentially arranged on the support column body (21). The base (1) is clamped and connected between the first damping pad (23) and the second damping pad (24).

8. The aircraft engine vibration damping device according to claim 7, characterized in that, A through hole for the support column body (21) to pass through is formed on the base (1). The diameter of the through hole is larger than the outer diameter of the support column body (21). A flexible collar (26) is arranged between the through hole and the support column body (21).

9. The aircraft engine vibration damping device according to claim 7, characterized in that, The support column assembly (2) further includes another set of a first retaining piece (22), a first damping pad (23), a second damping pad (24), and a second retaining piece (25) sequentially arranged along the axial direction of the support column body (21). The machine body (4) is clamped and connected between the first damping pad (23) and the second damping pad (24) of the other set.

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