Rear shock absorber for engine shock absorption system

Abstract

The invention discloses a rear shock absorber for an engine shock absorption system, the rear shock absorber comprises a main support assembly, and an installation method comprises the following steps: connecting the main support assembly with an aircraft frame by using a screw rod I with a ball bearing and a screw rod II with a ball bearing; therefore, the rear shock absorber and the aircraft frame are installed and connected. According to the rear shock absorber, the first screw with the ball bearing and the second screw with the ball bearing are designed on the side portion of the rear shock absorber to connect the main support assembly and the aircraft frame, so that the rear shock absorber can obtain more installation redundancy in all directions, and installation gaps can be compensated; and the safety, reliability and convenience of installation and use of the rear shock absorber are improved.

Description

Technical Field

[0001] The present invention relates to a rear shock absorber, and more particularly to a rear shock absorber for an engine vibration damping system, belonging to the technical field of vibration damping of turboprop engines. Background Art

[0002] A turboprop engine is an engine that combines jet thrust and propeller thrust. It combines the characteristics of jet engines and propeller engines and has better performance in aspects such as low-speed flight and short takeoff and landing. Therefore, turboprop engines are widely used in aircraft such as small airplanes, helicopters, and unmanned aerial vehicles.

[0003] When a turboprop engine operates, due to the rotation of the propeller, relatively large vibrations will be generated. Therefore, the vibration problem of turboprop engines may be more prominent compared to other types of aero engines. Vibration will have an adverse impact on the working performance of the engine itself, may cause wear and fatigue of engine components, thereby shortening its service life. At the same time, vibration will also damage the airframe structure of the aircraft, such as inducing structural fatigue cracks, etc., thus endangering the life and safety of the fuselage. Therefore, shock absorbers are generally installed between the engine and the aircraft frame to absorb and isolate vibration energy.

[0004] Along the length of the turboprop engine, the side close to the turboprop is set as the front side of the engine, and the opposite side is the rear side of the engine. After installing the shock absorber, according to its position relative to the engine, the shock absorber can be divided into a front shock absorber, a front upper shock absorber, and a rear shock absorber.

[0005] When the rear shock absorber is connected to one side of the aircraft frame, due to the complex structure, high installation accuracy, and harsh loading conditions of the rubber vibration isolation device of the engine vibration damping system, the performance requirements for the engine vibration isolation installation system are relatively high, and the installation difficulty is relatively large. Therefore, it is necessary to optimize the existing rear shock absorber, considering the harsh conditions during its installation and use, to improve the safety, reliability, and convenience during the installation of the rear shock absorber.

[0006] The Chinese invention patent application with the publication number of CN116039935A and the publication date of May 2, 2023 discloses a vibration damping installation system for the engine of a large turboprop passenger aircraft, which includes: a turboprop engine having a front mounting surface near the propeller side and a rear mounting surface near the turbine combustion chamber side. There are two mounting points and three front mounting joints on the front mounting surface, and two rear mounting joints on the rear mounting surface. Among them, a mechanical or hydraulic torque compensation device is installed at the two mounting points; the three front mounting joints include a first front mounting joint and two second front mounting joints. The first front mounting joint is located at the vertex of the front mounting surface, and the two second front mounting joints are symmetrically arranged on the left and right along the longitudinal vertical plane of the engine. A front upper vibration damping device is installed at the first front mounting joint, and a front side vibration damping device is installed at the second front mounting joint; the two rear mounting joints are symmetrically arranged on the left and right along the longitudinal vertical plane of the engine. A rear side vibration damping device is installed at the two rear mounting joints, and two bolts passing through the rubber components are used to connect with the aircraft mounting frame.

[0007] The connection and installation method in this application is different from that in the patent document.

[0008] In summary, how to design a rear side shock absorber for an engine vibration damping system so that the rear side shock absorber can obtain more installation redundancy in all directions, compensate for installation gaps, and improve the safety, reliability and convenience of the installation and use of the rear side shock absorber is a technical problem that needs to be solved urgently. Summary of the Invention

[0009] The technical problem to be solved by the present invention is to provide a mounting method between a rear side shock absorber for a turboprop engine and an aircraft frame to solve the defects existing in the prior art, so that the rear side shock absorber can obtain more installation redundancy in all directions, can compensate for installation gaps, and improve the safety, reliability and convenience of the installation and use of the rear side shock absorber.

[0010] To solve the above technical problem, the technical solution adopted by the present invention is: a rear side shock absorber for an engine vibration damping system, the rear side shock absorber includes a main support assembly, and the main support assembly is connected to the aircraft frame by using a screw one with a ball bearing and a screw two with a ball bearing, so that the rear side shock absorber is installed and connected to the aircraft frame.

[0011] Preferably, a ball bearing two mounting hole and a ball bearing three mounting hole are provided on the main support assembly, the ball bearing in the screw one with a ball bearing is a ball bearing two, and the ball bearing in the screw two with a ball bearing is a ball bearing three; After installation, the ball bearing II is arranged at the position between one end of the screw rod I and the ball bearing II mounting hole, so that one end of the screw rod I is cooperatively connected with the main support assembly through the ball bearing II. The ball bearing III is arranged at the position between one end of the screw rod II and the ball bearing III mounting hole, so that one end of the screw rod II is cooperatively connected with the main support assembly through the ball bearing III. The other ends of the screw rod I and the screw rod II are both connected to the aircraft frame.

[0012] Preferably, an installation arm I and an installation arm II are arranged on the aircraft frame. An installation through hole I is arranged at one end of the installation arm I, and an installation through hole II is arranged at one end of the installation arm II; During connection, the other end of the screw rod I is passed through the installation through hole I and then locked with the installation nut I, and the other end of the screw rod II is passed through the installation through hole II and then locked with the installation nut II, so that the other ends of the screw rod I and the screw rod II are both connected to the aircraft frame.

[0013] Preferably, the main support assembly includes a main support frame body and a rotating arm. A connecting arm and a hanging ear are arranged on one side of the main support frame body. The connecting arm and the hanging ear are of an integral structure with the main support frame body. One end of the rotating arm is hinged to the hanging ear. The ball bearing II mounting hole is arranged on the connecting arm, and the ball bearing III mounting hole is arranged at the other end of the rotating arm; During connection, first connect the screw rod I with the ball bearing to the installation arm I. After connection, adjust the installation position of the screw rod II with the ball bearing according to the actual position of the installation through hole II, and then connect the screw rod II with the ball bearing to the installation arm II.

[0014] Preferably, the rear shock absorber further includes a rubber component I and a rubber component II. The main support assembly is arranged between the rubber component I and the rubber component II; During installation, the main bolt is sequentially passed through the middle position of the rubber component II, the main support assembly, and the middle position of the rubber component I and then locked with the nut, so as to press the rubber component II and the rubber component I on the bottom surface and the top surface of the main support assembly, and make the rubber bodies in the rubber component II and the rubber component I in a pre-compressed state.

[0015] Preferably, both the rubber component II and the rubber component I include a top plate, a bottom plate I, and a bottom plate II. The rubber bodies in the rubber component II and the rubber component I both include a rubber stack I and a rubber stack II. The bottom plate I is vulcanized and bonded to the top plate through the rubber stack I, the bottom plate II is vulcanized and bonded to the top plate through the rubber stack II. The rubber stack I and the rubber stack II are respectively located at both ends of the top plate. A through hole is opened at the middle position of the top plate; During installation, the main bolt passes through the through holes of the second rubber component, the main bracket component, and the through holes of the first rubber component in sequence and is then locked with a nut. After locking, the first bottom plate and the second bottom plate of the second rubber component are in contact with the bottom surface of the main bracket component, and the first bottom plate and the second bottom plate of the first rubber component are in contact with the top surface of the main bracket component.

[0016] Preferably, the main bolt passing through the main bracket component is cooperatively connected with one end of the mounting frame component through a first ball bearing. An outer sleeve one and an outer sleeve two are also sleeved outside the main bolt; the outer sleeve one is located between the top plate of the first rubber component and the first ball bearing, and the outer sleeve two is located between the top plate of the second rubber component and the first ball bearing; Before pre-compression, one end of the outer sleeve one is in contact with the top plate of the first rubber component, and a gap H1 is left between the other end of the outer sleeve one and the end face of the inner ring of the first ball bearing. One end of the outer sleeve two is in contact with the top plate of the second rubber component, and a gap H2 is left between the other end of the outer sleeve two and the end face of the other end of the inner ring of the first ball bearing; when the main bolt is locked for pre-compression, both the gap H1 and the gap H2 become zero; By designing the values of the gap H1 and the gap H2, the control of the pre-compression amount of the rubber bodies in the second rubber component and the first rubber component is achieved.

[0017] Preferably, flanges are provided on the outer peripheral surfaces of one ends of the outer sleeve one and the outer sleeve two, and counterbores are provided on the top plates of the first rubber component and the second rubber component; When one ends of the outer sleeve one and the outer sleeve two are in contact with the top plates, the end parts of one ends of the outer sleeve one and the outer sleeve two are respectively inserted into the counterbores on the top plates of the first rubber component and the second rubber component, and the flanges on the end parts of one ends of the outer sleeve one and the outer sleeve two are respectively in contact with the top plates of the first rubber component and the second rubber component. At this time, gaps H3 are left between the end parts of one ends of the outer sleeve one and the outer sleeve two and the bottom surfaces of the counterbores on the top plates of the first rubber component and the second rubber component.

[0018] The beneficial effects of the present invention are as follows: The present invention connects the main support assembly to the aircraft frame by designing a screw rod one with a ball bearing and a screw rod two with a ball bearing on the side of the rear shock absorber, so that the rear shock absorber can obtain more installation redundancy in all directions, can compensate for the installation gap, and improves the safety, reliability and convenience of the installation and use of the rear shock absorber. By designing the matching structure between the hanging ear and the swing arm, the installation position of the screw rod two with a ball bearing can be adjusted according to the actual position of the installation through hole two, so that the screw rod two with a ball bearing can be conveniently connected to the installation arm two, thereby further improving the convenience of the installation and use of the rear shock absorber. By designing the connecting arm and the main support frame body as an integral structure, compared with the prior art, one hinge point is reduced, so that the rear shock absorber is more stable when performing shock absorption work. The connection position of the main bolt is set at the position between the two rubber piles of the rubber component two and the rubber component one. In this way, as long as a main bolt is used to press the rubber component two and the rubber component one on the bottom surface and the top surface of the main support assembly, the rubber bodies in the rubber component two and the rubber component one can be pre-compressed. Therefore, compared with the prior art, the connection structure of one connection bolt is reduced, the pre-compression structure of the rubber component is simplified, the installation steps are simplified, and the weight of the entire rear shock absorber device is reduced, meeting the requirements of lightweight design. In addition, this setting also reduces the area of the third metal skeleton in the prior art, further reducing the weight of the entire rear shock absorber device. By designing the values of the gap H1 and the gap H2, the pre-compression amount of the rubber bodies in the rubber component two and the rubber component one can be accurately controlled. After the bolt and nut reach the designed tightening torque, the sleeve generates metal rigid limit to ensure the designed compression state of the rubber, ensuring that the rubber parts do not loosen under the engine load condition of the rear shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a three-dimensional structural schematic diagram of the rear shock absorber in the embodiment of the present invention; Figure 2 is an exploded structural schematic diagram of the rear shock absorber in the embodiment of the present invention; Figure 3 is an axial sectional structural schematic diagram of the rear shock absorber in the embodiment of the present invention; Figure 4 is a three-dimensional structural schematic diagram of the main support assembly in the embodiment of the present invention; Figure 5 is a three-dimensional structural schematic diagram when the main support assembly and the aircraft frame are installed and connected in the embodiment of the present invention; Figure 6 is a three-dimensional structural schematic of the rubber component one in the embodiment of the present invention Figure 1 ; Figure 7Schematic top view structure of the rear shock absorber in the embodiment of the present invention; Figure 8 Schematic three-dimensional structure of rubber component one in the embodiment of the present invention Figure 2 ; Figure 9 Schematic three-dimensional structure of the mounting frame assembly in the embodiment of the present invention; Figure 10 is Figure 3 Schematic partial axial sectional structure at the main bolt in; Figure 11 is Figure 10 Enlarged structure schematic of part A in; Figure 12 is Figure 10 Enlarged structure schematic of part B in; In the figure: 1. Rubber component one, 2. Rubber component two, 3. Main bracket assembly, 311. Main bracket frame, 312. Rotating arm, 313. Connecting arm, 314. Hanging ear, 315. Through hole one, 316. Through hole two, 317. Ball bearing two mounting hole, 318. Ball bearing three mounting hole, 319. Through hole three, 4. Mounting frame assembly, 411. Mounting frame frame, 412. Ball bearing one mounting hole, 5. Main bolt, 6. Nut, 7. Ball bearing one, 711. Inner ring, 8. Screw rod one, 9. Screw rod two, 10. Ball bearing two, 11. Ball bearing three, 12. Aircraft frame, 121. Mounting arm one, 122. Mounting arm two, 13. Mounting nut one, 14. Mounting nut two, 15. Connecting pin shaft, 16. Top plate, 161. Counterbore, 17. Bottom plate one, 18. Bottom plate two, 19. Rubber stack one, 20. Rubber stack two, 21. Through hole, 22. Positioning protrusion one, 23. Positioning protrusion two, 24. Screw, 25. Sleeve one, 26. Sleeve two, 27. Flange. Detailed implementation manners

[0020] The technical solutions of the present invention will be further elaborated in detail below in conjunction with the accompanying drawings and specific embodiments.

[0021] Embodiment: As Figures 1 to 3As shown in the figure, this embodiment discloses an installation method between a rear shock absorber for a turboprop engine and an aircraft frame. The rear shock absorber includes a first rubber component 1, a second rubber component 2, a main bracket component 3 disposed between the first rubber component 1 and the second rubber component 2, and a mounting bracket component 4 disposed on one side of the main bracket component 3. One end of the mounting bracket component 4 is inserted into the main bracket component 3. A main bolt 5 is sequentially passed through the second rubber component 2, the main bracket component 3, and the first rubber component 1 and then locked with a nut 6, so as to press the second rubber component 2 and the first rubber component 1 against the bottom surface and the top surface of the main bracket component 3, such that the rubber bodies in the second rubber component 2 and the first rubber component 1 are in a pre-compressed state. The main bolt 5 passing through the main bracket component 3 is connected to one end of the mounting bracket component 4 through a first ball bearing 7. The other end of the mounting bracket component 4 is connected to a turboprop engine (not shown in the figure), and the other side of the main bracket component 3 is connected to an aircraft frame (not shown in the figure) through a first screw rod 8 with a ball bearing and a second screw rod 9 with a ball bearing. By installing the above-mentioned rear shock absorber between the turboprop engine and the aircraft frame, vibration energy is absorbed and isolated, the service life of the turboprop engine is increased, and the safety of the aircraft body is ensured.

[0022] As Figure 4 and Figure 5 shown in the figure, a second ball bearing mounting hole 317 and a third ball bearing mounting hole 318 are provided on the other side of the main bracket component 3. The ball bearing in the first screw rod 8 with a ball bearing is a second ball bearing 10, and the ball bearing in the second screw rod 9 with a ball bearing is a third ball bearing 11. After installation, the second ball bearing 10 is disposed at a position between one end of the first screw rod 8 and the second ball bearing mounting hole 317, such that one end of the first screw rod 8 is connected to the other side of the main bracket component 3 through the second ball bearing 10. The third ball bearing 11 is disposed at a position between one end of the second screw rod 9 and the third ball bearing mounting hole 318, such that one end of the second screw rod 9 is connected to the other side of the main bracket component 3 through the third ball bearing 11. The other ends of the first screw rod 8 and the second screw rod 9 are both connected to the aircraft frame 12, so that the other side of the main bracket component 3 is connected to the aircraft frame 12 through the first screw rod 8 with a ball bearing and the second screw rod 9 with a ball bearing through the above structure.

[0023] In this embodiment, the main bracket component is connected to the aircraft frame by designing the first screw rod with a ball bearing and the second screw rod with a ball bearing, that is, through a connecting arm and an ear with ball bearings, and a bolt passes through its ball bearing to be connected to the aircraft mounting frame; while a bolt passing through the rubber component only serves to lock and pre-compress the two rubber components, so that the rear shock absorber can obtain more installation redundancy in all directions, can compensate for the installation gap, and improves the safety, reliability, and convenience of the installation and use of the rear shock absorber.

[0024] An installation arm one 121 and an installation arm two 122 are arranged on an aircraft frame 12. An installation through hole one (not shown in the figure) is arranged at one end of the installation arm one 121, and an installation through hole two (not shown in the figure) is arranged at one end of the installation arm two 122. When connecting, the other end of a screw rod one 8 passes through the installation through hole one and is locked with an installation nut one 13, and the other end of a screw rod two 9 passes through the installation through hole two and is locked with an installation nut two 14, so that the other ends of the screw rod one 8 and the screw rod two 9 are both connected to the aircraft frame 12.

[0025] The main support assembly 3 includes a main support frame body 311 and a rotating arm 312. A connecting arm 313 and a hanging ear 314 are arranged on one side of the main support frame body 311. The connecting arm 313 and the hanging ear 314 are of an integral structure with the main support frame body 311. One end of the rotating arm 312 is hinged to the hanging ear 314 through a connecting pin shaft 15. A ball bearing two installation hole 317 is arranged on the connecting arm 313, and a ball bearing three installation hole 318 is arranged at the other end of the rotating arm 312. Due to the influence of various factors, the relative positions between the installation through hole one and the installation through hole two on the aircraft frame 12 are not determined. Therefore, during connection in the prior art, the situation of difficult installation often occurs. When installing in this embodiment, first connect the screw rod one 8 with a ball bearing to the installation arm one. After connection, due to the hinged structure between the rotating arm 312 and the hanging ear 314, the installation position of the screw rod two 9 with a ball bearing can be adjusted according to the actual position of the installation through hole two, so that the screw rod two 9 with a ball bearing can be conveniently connected to the installation arm two, thereby further improving the convenience of installation and use of the rear shock absorber. In addition, the connecting arm 313 and the main support frame body 311 are designed into an integral structure. In this way, compared with the prior art, one hinged point is reduced, so that the rear shock absorber is more stable during the shock absorption work.

[0026] The structures of the rubber component two 2 and the rubber component one 1 are the same. Taking the rubber component one 1 as an example, as Figure 6 shown, the rubber component one 1 includes a top plate 16, a bottom plate one 17 and a bottom plate two 18. The rubber body includes a rubber stack one 19 and a rubber stack two 20. The bottom plate one 17 is vulcanized and bonded to the top plate 16 through the rubber stack one 19, and the bottom plate two 18 is vulcanized and bonded to the top plate 16 through the rubber stack two 20. The rubber stack one 19 and the rubber stack two 20 are respectively located at both ends of the top plate 16. A through hole 21 is opened at the middle position of the top plate 16. When installing, a main bolt 5 sequentially passes through the through hole 21 of the rubber component two 2, the main support assembly 3 and the through hole 21 of the rubber component one 1 and is locked with a nut 6. After locking, the bottom plate one 17 and the bottom plate two 18 of the rubber component two 2 are in contact with the bottom surface of the main support assembly 3, and the bottom plate one 17 and the bottom plate two 18 of the rubber component one 1 are in contact with the top surface of the main support assembly 3. AsFigure 7 As shown, it can be seen that in this embodiment, the connection position of the main bolt 5 is set at the position between the two rubber stacks of the second rubber component 2 and the first rubber component 1. In this way, as long as the second rubber component 2 and the first rubber component 1 are pressed against the bottom surface and the top surface of the main bracket assembly 3 by using one main bolt 5, the rubber bodies in the second rubber component 2 and the first rubber component 1 can be pre-compressed. Thus, compared with the prior art, the connection structure of one connecting bolt is reduced, the pre-compression structure of the rubber component is simplified, the installation steps are simplified, and the weight of the entire rear shock absorber is reduced, meeting the requirements of lightweight design. In addition, with such a setting, the area of the third metal skeleton (i.e., the top plate in this embodiment) in the prior art is also reduced, further reducing the weight of the entire rear shock absorber.

[0027] As Figure 4 and Figure 8 shown, a first through hole 315 and a second through hole 316 are formed in the main bracket frame 311. Positioning protrusions 22 and 23 are respectively provided on the bottom plates 17 and 18 of the second rubber component 2 and the first rubber component 1, and the shapes of the positioning protrusions 22 and 23 match the first through hole 315 and the second through hole 316. When the second rubber component 2 and the first rubber component 1 are pressed against the bottom surface and the top surface of the main bracket assembly 3, the positioning protrusions 22 and 23 of the first rubber component 1 are respectively inserted into one end of the first through hole 315 and one end of the second through hole 316 on the main bracket frame 311, and the positioning protrusions 22 and 23 of the second rubber component 2 are respectively inserted into the other end of the first through hole 315 and the other end of the second through hole 316 on the main bracket frame 311, so as to position the positions of the second rubber component 2 and the first rubber component 1 when they are pressed against the bottom surface and the top surface of the main bracket assembly 3. This can further improve the assembly accuracy and assembly speed of the rear shock absorber; in addition, the weight of the main bracket frame can also be reduced by the formed first through hole and second through hole, further meeting the requirements of lightweight design.

[0028] As Figure 4 and Figure 9 shown, the mounting frame assembly 4 includes a mounting frame body 411. A first ball bearing mounting hole 412 is provided at one end of the mounting frame body 411. A third through hole 319 is also formed in the main bracket frame 311 at the position between the first through hole 315 and the second through hole 316; As Figure 3As shown, after one end of the mounting frame assembly 4 is inserted into one side of the main bracket assembly 3, the central axis of the first ball bearing mounting hole 412 coincides with the central axis of the third through hole 319; after installation, the first ball bearing 7 is disposed at a position between the outer rod body of the main bolt 5 and the first ball bearing mounting hole 412, so that the main bolt 5 passing through the main bracket assembly 3 is cooperatively connected with one end of the mounting frame assembly 4 through the first ball bearing 7. As Figure 9 shown, the other end of the mounting frame housing 411 is connected to a turboprop engine (not shown in the figure) by screws 24.

[0029] In order to further precisely control the pre-compression amount of the rubber bodies in the second rubber assembly and the first rubber assembly, the applicant has made further improvements. As Figure 10 and Figure 11 shown, a first sleeve 25 and a second sleeve 26 are also sleeved outside the main bolt 5; the first sleeve 25 is located at a position between the top plate 16 of the first rubber assembly 1 and the first ball bearing 7, and the second sleeve 26 is located at a position between the top plate 16 of the second rubber assembly 2 and the first ball bearing 7. Before pre-compression, one end of the first sleeve 25 contacts the top plate 16 of the first rubber assembly 1, and a gap H1 is left between the other end of the first sleeve 25 and one end face of the inner ring 711 of the first ball bearing 7. One end of the second sleeve 26 contacts the top plate 16 of the second rubber assembly 2, and a gap H2 is left between the other end of the second sleeve 26 and the other end face of the inner ring 711 of the first ball bearing 7; after the main bolt 5 is tightened for pre-compression, both the gap H1 and the gap H2 are zero, that is, the other end of the first sleeve 25 contacts one end face of the inner ring 711 of the first ball bearing 7, and the other end of the second sleeve 26 contacts the other end face of the inner ring 711 of the first ball bearing 7. In this way, by using the rigid limit between the sleeve and the ball bearing, the pre-compression amount of the rubber bodies in the second rubber assembly and the first rubber assembly can be precisely controlled by designing the values of the gaps H1 and H2. After the bolt and nut reach the designed tightening torque, the sleeve generates metal rigid limit to ensure the designed compression state of the rubber, and ensure that the rubber parts do not loosen under the engine load condition of the rear shock absorber. In addition, it should be noted that after pre-compression, the first sleeve and the second sleeve can also be used to axially limit the ball bearing.

[0030] As Figure 12As shown in the figure, on the outer peripheral surfaces of one ends of the first sleeve 25 and the second sleeve 26, there are both flanges 27 provided. On the top plates 16 of the first rubber component 1 and the second rubber component 2, there are both counterbores 161 provided. When one ends of the first sleeve 25 and the second sleeve 26 contact the top plate 16, the one ends of the first sleeve 25 and the second sleeve 26 are respectively inserted into the counterbores 161 on the top plates 16 of the first rubber component 1 and the second rubber component 2, and the flanges 27 on the one ends of the first sleeve 25 and the second sleeve 26 are respectively in contact with the top plates 16 of the first rubber component 1 and the second rubber component 2. At this time, there are gaps H3 left between the one ends of the first sleeve 25 and the second sleeve 26 and the bottom surfaces of the counterbores 161 on the top plates 16 of the first rubber component 1 and the second rubber component 2.

[0031] In summary, in the present invention, by designing a first screw rod with a ball bearing and a second screw rod with a ball bearing on the side of the rear shock absorber to connect the main support assembly to the aircraft frame, the rear shock absorber can obtain more installation redundancy in all directions, can compensate for the installation gap, and improves the safety, reliability and convenience of the installation and use of the rear shock absorber. By designing the matching structure between the lug and the swing arm, the installation position of the second screw rod with a ball bearing can be adjusted according to the actual position of the second installation through hole, so that the second screw rod with a ball bearing can be conveniently connected to the second installation arm, thereby further improving the convenience of the installation and use of the rear shock absorber. By designing the connecting arm and the main support frame body as an integral structure, compared with the prior art, one hinge point is reduced, so that the rear shock absorber is more stable when performing shock absorption work. The connection position of the main bolt is set at the position between the two rubber stacks of the second rubber component and the first rubber component. In this way, as long as a main bolt is used to press the second rubber component and the first rubber component against the bottom surface and the top surface of the main support assembly, the rubber bodies in the second rubber component and the first rubber component can be pre-compressed. Therefore, compared with the prior art, the connection structure of one connecting bolt is reduced, the pre-compression structure of the rubber component is simplified, the installation steps are simplified and the weight of the entire rear shock absorber device is reduced, meeting the requirements of lightweight design. In addition, by setting in this way, the area of the third metal skeleton in the prior art is also reduced, further reducing the weight of the entire rear shock absorber device. By designing the values of the gap H1 and the gap H2, the pre-compression amount of the rubber bodies in the second rubber component and the first rubber component can be accurately controlled. After the bolt and nut reach the designed tightening torque, the sleeve generates metal rigid limit to ensure the designed compression state of the rubber, ensuring that the rubber parts do not loosen under the engine load condition of the rear shock absorber.

[0032] The "multiple" mentioned in the embodiments refers to a quantity of "two or more". The above embodiments are only for illustrating the present invention and not for limiting the present invention. Those skilled in the relevant technical field can also make various changes or transformations without departing from the spirit and scope of the present invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the present invention, and the protection scope of the present invention should be defined by each claim.

Claims

1. A rear shock absorber for an engine vibration reduction system, the rear shock absorber comprising a main bracket assembly, characterized in that: The main support assembly is connected to the aircraft frame by using a screw rod 1 with a ball bearing and a screw rod 2 with a ball bearing, so that the rear shock absorber is installed and connected to the aircraft frame.

2. The rear shock absorber for the engine vibration reduction system according to claim 1, characterized in that: The main bracket assembly is provided with a second ball bearing mounting hole and a third ball bearing mounting hole, the ball bearing in the first screw with a ball bearing is the second ball bearing, and the ball bearing in the second screw with a ball bearing is the third ball bearing; After installation, ball bearing two is arranged at a position between one end of screw rod one and the mounting hole of ball bearing two, so that one end of screw rod one is connected with the main bracket assembly through ball bearing two, ball bearing three is arranged at a position between one end of screw rod two and the mounting hole of ball bearing three, so that one end of screw rod two is connected with the main bracket assembly through ball bearing three, and the other ends of screw rod one and screw rod two are connected to the aircraft frame.

3. The rear shock absorber for the engine vibration reduction system according to claim 2, characterized in that: A mounting arm 1 and a mounting arm 2 are provided on the aircraft frame, a mounting through hole 1 is provided on one end of the mounting arm 1, and a mounting through hole 2 is provided on one end of the mounting arm 2; When connecting, the other end of screw rod one is passed through installation through hole one and then locked with installation nut one, and the other end of screw rod two is passed through installation through hole two and then locked with installation nut two, so that the other ends of screw rod one and screw rod two are connected to the aircraft frame.

4. The rear shock absorber for the engine vibration reduction system according to claim 3, characterized in that: The main support assembly includes a main support frame and a rotating arm, a connecting arm and a hanging ear are arranged on one side of the main support frame, the connecting arm and the hanging ear are an integral structure with the main support frame, one end of the rotating arm is hinged to the hanging ear, a second mounting hole of the ball bearing is arranged on the connecting arm, and a third mounting hole of the ball bearing is arranged on the other end of the rotating arm; When connecting, first connect the screw rod 1 with the ball bearing to the mounting arm 1. After the connection is completed, adjust the installation position of the screw rod 2 with the ball bearing according to the actual position of the mounting through hole 2, and then connect the screw rod 2 with the ball bearing to the mounting arm 2.

5. The rear shock absorber for an engine vibration reduction system according to any one of claims 1 to 4, characterized in that: The rear shock absorber further comprises a rubber component 1 and a rubber component 2, and the main bracket component is arranged between the rubber component 1 and the rubber component 2; During installation, the main bolt is passed through the middle position of rubber component 2, the middle position of the main bracket component and the rubber component 1 in sequence and then locked with the nut, so that the rubber component 2 and the rubber component 1 are pressed against the bottom and top surfaces of the main bracket component, so that the rubber bodies in the rubber component 2 and the rubber component 1 are in a pre-compressed state.

6. The rear shock absorber for the engine vibration reduction system according to claim 5, characterized in that: The rubber component 2 and the rubber component 1 both include a top plate, a bottom plate 1 and a bottom plate 2, the rubber bodies in the rubber component 2 and the rubber component 1 both include a rubber pile 1 and a rubber pile 2, the bottom plate 1 is vulcanized and bonded to the top plate through the rubber pile 1, the bottom plate 2 is vulcanized and bonded to the top plate through the rubber pile 2, the rubber pile 1 and the rubber pile 2 are respectively located at the two ends of the top plate, and a through hole is opened in the middle of the top plate; During installation, the main bolt passes through the through hole of rubber component 2, the main bracket component and the through hole of rubber component 1 in sequence and is then locked with the nut. After locking, the bottom plate 1 and bottom plate 2 of rubber component 2 are in contact with the bottom surface of the main bracket component, and the bottom plate 1 and bottom plate 2 of rubber component 1 are in contact with the top surface of the main bracket component.

7. The rear shock absorber for the engine vibration reduction system according to claim 6, characterized in that: The main bolt passing through the main bracket assembly is connected with one end of the mounting frame assembly through the ball bearing 1, and the outer part of the main bolt is also sleeved with a shaft sleeve 1 and a shaft sleeve 2; the shaft sleeve 1 is located between the top plate of the rubber assembly 1 and the ball bearing 1, and the shaft sleeve 2 is located between the top plate of the rubber assembly 2 and the ball bearing 1; Before pre-compression, one end of the sleeve 1 contacts the top plate of the rubber component 1, and a gap H1 is left between the other end of the sleeve 1 and the end face of one end of the inner ring of the ball bearing 1; one end of the sleeve 2 contacts the top plate of the rubber component 2, and a gap H2 is left between the other end of the sleeve 2 and the end face of the other end of the inner ring of the ball bearing 1; after the main bolt is tightened for pre-compression, the gaps H1 and H2 are both zero; By designing the values ​​of the gap H1 and the gap H2, the pre-compression amount of the rubber body in the rubber component 2 and the rubber component 1 can be controlled.

8. The rear shock absorber for the engine vibration reduction system according to claim 7, characterized in that: A flange is provided on the outer peripheral surface of one end of the shaft sleeve 1 and the shaft sleeve 2, and a countersunk hole is provided on the top plate of the rubber component 1 and the rubber component 2; When one end of the sleeve 1 and the sleeve 2 contacts with the top plate, one end of the sleeve 1 and the sleeve 2 is respectively inserted into the countersunk holes on the top plates of the rubber components 1 and 2, and the flanges on one end of the sleeve 1 and the sleeve 2 are respectively contacted with the top plates of the rubber components 1 and 2. At this time, a gap H3 is left between one end of the sleeve 1 and the sleeve 2 and the bottom surface of the countersunk holes on the top plates of the rubber components 1 and 2.

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