Dynamic damping device, aero-engine and aircraft

Abstract

The invention relates to a dynamic damping device, an aero-engine and an unmanned aerial vehicle, belongs to the technical field of aerospace, and solves the problems that in the prior art, when a vehicle piston engine at the present stage is matched with the unmanned aerial vehicle, the engine vibrates violently, and an existing damper does not meet the application requirement of the unmanned aerial vehicle. The damping device comprises a first damping assembly and a second damping assembly. The second damping assembly is stacked on the upper portion of the first damping assembly. The first damping assembly comprises a first sealing cover, a first cavity and a second cavity which are sequentially arranged in an abutting mode. The first cavity and the second cavity are variable cavities, and fluid media are arranged in the first cavity and the second cavity; and the first cavity and the second cavity are communicated with each other. The vibration force of the engine can be counteracted, and the cost is low.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and in particular to a dynamic shock absorbing device, an aero-engine and an aircraft. Background Art

[0002] To reduce costs, vehicle piston engines are often adapted to domestic aircraft. Since most vehicle engines use an inline configuration, the adaptation process can result in severe vertical engine vibration, which can severely impact the UAV frame.

[0003] Currently, vehicle engines utilize rubber, semi-autonomous, and active shock absorbers. Rubber shock absorbers, however, offer limited damping performance. Achieving optimal damping requires heavy rubber and extensive space, which doesn't meet the weight reduction requirements of aircraft. Semi-active and active shock absorbers, on the other hand, require additional control systems, resulting in extremely complex and costly designs and unsuitable for mass production. Summary of the Invention

[0004] In view of the above analysis, the embodiments of the present invention aim to provide a dynamic shock absorbing device, an aircraft engine and an aircraft to solve the problem that the current vehicle piston engine vibrates violently when adapted to an aircraft and the shock absorbers of the prior art do not meet the application requirements of the aircraft.

[0005] The purpose of the present invention is mainly achieved through the following technical solutions:

[0006] A first aspect of the present invention provides a dynamic damping device, comprising a first damping assembly and a second damping assembly; the second damping assembly is stacked on top of the first damping assembly; the first damping assembly comprises a first sealing cover, a first cavity, and a second cavity, which are sequentially abutted against each other;

[0007] The first cavity and the second cavity are both variable cavities, and contain fluid medium therein; the first cavity and the second cavity are interconnected;

[0008] The first cavity includes a first spring, and the second cavity includes a second spring.

[0009] Furthermore, the first cavity includes a first cylinder and a first end cover and a second end cover provided at both ends thereof, and the first end cover and the second end cover are capable of sliding along the inner wall surface of the first cylinder;

[0010] The second cavity includes a second cylinder and a third end cover arranged at the end thereof; the third end cover can slide along the inner wall surface of the second cylinder.

[0011] Furthermore, the first shock-absorbing assembly further includes a second sealing cover and a third sealing cover, the second sealing cover abuts against the second end cover, the third sealing cover abuts against the third end cover; the second sealing cover abuts against the third sealing cover.

[0012] Furthermore, one end of the first spring is connected to the first end cover, and the other end of the first spring is connected to the second end cover;

[0013] One end of the second spring is connected to the third end cover, and the other end of the second spring is connected to the bottom of the second cavity.

[0014] Furthermore, the first shock absorbing assembly further includes a shell, and the shell is arranged outside the first cavity and the second cavity.

[0015] Furthermore, the first shock absorbing assembly further includes a first flow channel and / or a second flow channel; both ends of the first flow channel and the second flow channel are connected to the first cavity and the second cavity respectively.

[0016] Furthermore, it also includes a pre-installed clip; the pre-installed clip includes a clip body, and the clip body has folded edges at both ends; the clip body is provided with a through hole along the length direction; the folded edge is provided with a first arc-shaped notch and a second arc-shaped notch;

[0017] A clamping groove is provided on the outside of the first sealing cover, and the first arc-shaped notch is clamped in the clamping groove; the second arc-shaped notch is clamped on the outer wall surface of the shell.

[0018] A second aspect of the present invention provides an aircraft engine comprising an engine body, a mounting bracket, and the dynamic vibration damping device;

[0019] The dynamic vibration damping device is arranged on the mounting bracket, and the mounting bracket is arranged on the engine body.

[0020] Furthermore, the mounting bracket includes a bracket body and a sleeve portion;

[0021] The sleeve portion has a central through hole, and the central through hole is sleeved on the second end of the upper shock absorbing member of the second shock absorbing assembly.

[0022] Furthermore, the upper portion of the bracket body has an elongated through hole.

[0023] Furthermore, the lower portion of the bracket body has a mounting hole for connecting the mounting bracket to the engine body.

[0024] Furthermore, the sleeve portion of the mounting bracket is provided with two air circulation holes;

[0025] The second shock absorbing assembly includes an upper shock absorbing member and a lower shock absorbing member, the upper shock absorbing member has a first end and a second end, the diameter of the first end is larger than the diameter of the second end, and the second end is connected to the end surface of the lower shock absorbing member;

[0026] A first heat dissipation slot is provided at the first end of the upper shock absorber, a second heat dissipation slot is provided at the end surface of the lower shock absorber, and the two air circulation holes are respectively provided corresponding to the first heat dissipation slot and the second heat dissipation slot.

[0027] Furthermore, the mounting bracket is a shell structure.

[0028] A third aspect of the present invention provides an aircraft comprising the aforementioned aircraft engine.

[0029] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0030] (1) Compared to the prior art, the dynamic damping device of the present invention includes a first damping assembly and a second damping assembly. The second damping assembly primarily reduces low-frequency vibrations of the engine, while the first damping assembly reduces low-frequency vibrations of the engine and provides high-rigidity vibration reduction. The first damping assembly includes a first cavity and a second cavity that are connected and variable. When the engine vibrates downward, the engine applies a downward force to the first sealing cover, and the first sealing cover presses down the first cavity. The fluid medium in the first cavity flows into the second cavity, and the volume of the second cavity increases. Since the lower end of the second cavity is closed, the top of the second cavity applies an upward thrust to the bottom of the first cavity to increase the internal volume. The first spring inside the first cavity and the fluid medium inside it transmit the upward thrust to the top of the first cavity and the first sealing cover, forming an offset with the downward force applied by the engine to the first sealing cover, thereby reducing the downward vibration of the engine; when the engine vibrates upward, the engine applies an upward force to the first sealing cover, and the first sealing cover drives the top of the first cavity upward, the volume of the first cavity increases, and the fluid medium in the second cavity flows into the first cavity; the bottom of the first cavity applies a downward force to the second cavity, and the first spring of the first cavity extends. In order to reset, the first spring pulls the top of the first cavity and the first sealing cover downward, thereby forming an offset with the upward force applied by the engine to the first sealing cover, thereby reducing the upward vibration of the engine. Therefore, the first damping assembly counteracts both upward and downward engine vibrations with the same force. When offsetting engine vibration at high speed and power, the vibration transmitted to the frame is reduced by over 95%, increasing the stiffness of the first damping assembly and protecting the UAV frame. Furthermore, the first damping assembly automatically adjusts its damping stiffness to the engine's vibration frequency, eliminating the need for additional control electronics and logic. This makes it extremely cost-effective and suitable for large-scale deployment.

[0031] (2) In the present invention, the first sealing cover is arranged in abutment with the first cavity, the first cavity and the second cavity are arranged in abutment with each other through the second sealing cover and the third sealing cover, the second sealing cover is arranged in abutment with the second cover plate, the third sealing cover is arranged in abutment with the third cover plate, and the second sealing cover is arranged in abutment with the third sealing cover. When the first sealing cover is subjected to vibration, the force can be smoothly transmitted to the first cavity, the second cavity, the second sealing cover, and the third sealing cover by abutting in sequence, so that the components inside the first shock absorbing assembly can work together to offset the external force applied to the first sealing cover.

[0032] (3) Springs are provided in the first cavity and the second cavity. On the one hand, they play a buffering role when the dynamic shock absorbing device is subjected to external vibration force; on the other hand, they give force to the end covers at both ends to resist external force.

[0033] (4) To reduce the need for centering adjustments to the engine mounting height, the present invention also provides a pre-installed clip to ensure that the dynamic shock absorber maintains a fixed height until it is fully installed on the engine and frame. The pre-installed clip has a first arc-shaped notch and a second arc-shaped notch at the top and bottom to engage the upper first sealing cover and the lower flange, ensuring the reliability of the connection between the pre-installed clip and the engine. A long through hole is provided on the main body to reduce weight.

[0034] (5) The dynamic shock absorbing device of the present invention is arranged on a mounting bracket and is arranged on the engine body through the mounting bracket. The sleeve portion of the mounting bracket is provided with two air circulation holes, and the air circulation holes are arranged corresponding to the first heat dissipation groove of the upper shock absorber and the second heat dissipation groove of the lower shock absorber. When the second shock absorber assembly is compressed, the upper shock absorber and the lower shock absorber discharge the air in the first heat dissipation groove and the second heat dissipation groove, and discharge it into the atmosphere through the extrusion gap on the plane of the second shock absorber assembly installation of the mounting bracket; when the second shock absorber assembly is extended, fresh cold air enters the first heat dissipation groove and the second heat dissipation groove of the second shock absorber assembly through the extrusion gap, thereby increasing the heat dissipation function.

[0035] (6) To avoid the neck of the housing 11 of the first shock-absorbing assembly 1, the mounting bracket body is configured as an arc-shaped structure at the position corresponding to the neck of the housing 11. To reduce the weight of the structure, the arc-shaped structure is provided with an elongated through-hole. To achieve a weight-reducing effect on the mounting bracket 4, the mounting bracket 4 is configured as a shell structure. With a relatively small component thickness, a load-bearing structure with high load-bearing capacity and high rigidity is formed, and the mounting bracket 4 serves as both a load-bearing structure and a protective structure, thereby saving structural materials.

[0036] In the present invention, the above-mentioned technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of the present invention will be described in the following content, and some advantages will become apparent from the description or be learned through practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained as particularly pointed out in the text and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like parts throughout the drawings.

[0038] Figure 1 Schematic diagram of the structure of the dynamic shock absorbing device of Example 1;

[0039] Figure 2 This is a schematic diagram of the internal structure of the first shock absorbing assembly of Example 1;

[0040] Figure 3 This is a schematic diagram of the state of the first shock absorbing assembly when the engine of Example 1 vibrates downward;

[0041] Figure 4 This is a schematic diagram of the state of the first shock absorbing assembly when the engine of Example 1 vibrates upward;

[0042] Figure 5 This is a schematic structural diagram of the second shock absorbing assembly of Example 1;

[0043] Figure 6 Schematic diagram of the structure of the upper shock absorbing member of Example 1;

[0044] Figure 7 Schematic diagram of the structure of the lower shock absorbing member of Example 1;

[0045] Figure 8 This is a schematic structural diagram of the pre-installed clip of Example 1;

[0046] Figure 9 This is a schematic structural diagram of the aircraft engine of Example 2;

[0047] Figure 10 This is a schematic structural diagram of a dynamic vibration damping device with a mounting bracket according to Example 2;

[0048] Figure 11 This is a schematic structural diagram of the mounting bracket of Example 2.

[0049] Reference numerals:

[0050] 1-first shock absorber assembly, 11-housing, 111-first supporting structure, 112-second supporting structure, 12-first sealing cover, 121-first liquid injection hole, 13-first cavity, 131-first cylinder, 132-first end cover, 1321-second liquid injection hole, 1322-sealing ball, 133-second end cover, 134-first spring, 14-second cavity, 141-second cylinder, 142-third end cover, 143 -Second spring, 15-First flow channel, 16-Second flow channel, 17-Second sealing cover, 18-Third sealing cover, 2-Second shock absorber assembly, 21-Upper shock absorber, 211-First heat dissipation slot, 22-Lower shock absorber, 221-Second heat dissipation slot, 3-Pre-installed clip, 31-Clip body, 32-First arc-shaped notch, 33-Second arc-shaped notch, 34-Through hole, 4-Mounting bracket, 41-Air circulation hole, 5-Engine body. DETAILED DESCRIPTION

[0051] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein the accompanying drawings constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0052] Example 1

[0053] A specific embodiment of the present invention, as Figure 1 As shown, a dynamic shock absorbing device is disclosed, comprising a first shock absorbing assembly 1 and a second shock absorbing assembly 2; Figure 2 As shown, the first shock absorbing assembly 1 includes a first sealing cover 12, a first cavity 13 and a second cavity 14 which are sequentially abutted against each other;

[0054] The first cavity 13 and the second cavity 14 are both variable cavities, and contain fluid medium therein; the first cavity 13 and the second cavity 14 are communicated with each other.

[0055] The first cavity 13 includes a first spring 134 , and the second cavity 14 includes a second spring 143 .

[0056] Compared with the prior art, the dynamic shock absorbing device of this embodiment includes a first shock absorbing assembly 1 and a second shock absorbing assembly 2. The second shock absorbing assembly 2 mainly reduces the low-frequency vibration of the engine, and the first shock absorbing assembly 1 reduces the low-frequency vibration of the engine and high-rigidity shock absorption.

[0057] Specifically, the first shock-absorbing assembly 1 includes a first cavity 13 and a second cavity 14 that are interconnected and variable. When the engine vibrates downward, the engine applies a downward force to the first sealing cover 12, which presses down on the first cavity 13. The fluid medium in the first cavity 13 flows into the second cavity 14, increasing the volume of the second cavity 14. Since the lower end of the second cavity 14 is closed, the top of the second cavity 14 applies an upward thrust to the bottom of the first cavity 13 to increase the internal volume. The first spring 134 inside the first cavity 13 and the fluid medium therein transmit the upward thrust to the top of the first cavity 13 and the first sealing cover 12, counteracting the downward force applied by the engine to the first sealing cover 12 and reducing the downward vibration of the engine.

[0058] When the engine vibrates upward, the engine applies an upward force to the first sealing cover 12, and the first sealing cover 12 drives the top of the first cavity 13 upward, the volume of the first cavity 13 increases, and the fluid medium in the second cavity 14 flows into the first cavity 13; the bottom of the first cavity 13 applies a downward force to the second cavity 14, and the first spring 134 of the first cavity 13 extends. In order to reset, the first spring 134 pulls the top of the first cavity 13 and the first sealing cover 12 downward, forming a counteracting force with the upward force applied by the engine to the first sealing cover 12, thereby reducing the upward vibration of the engine.

[0059] Therefore, both upward and downward engine vibrations are offset by the same force from the first damping assembly 1. This embodiment reduces vibration transmitted to the frame by over 95% when offsetting engine vibrations at high speeds and high power, improving the stiffness of the first damping assembly 1 and protecting the UAV frame. Furthermore, the first damping assembly 1 automatically adjusts its damping stiffness to the engine's vibration frequency, eliminating the need for additional control electronics and logic. This makes it extremely cost-effective and suitable for large-scale deployment.

[0060] Specifically, if Figure 1 As shown, the dynamic shock absorbing device includes a first shock absorbing assembly 1 and a second shock absorbing assembly 2 , and the second shock absorbing assembly 2 is arranged above the first shock absorbing assembly 1 .

[0061] like Figure 2 As shown, further, the first shock absorbing assembly 1 also includes a housing 11 , a first flow channel 15 and a second flow channel 16 .

[0062] The first sealing cover 12 abuts against the first cavity 13. The first sealing cover 12 includes a cover body and a boss. The cover body is arranged on the upper part of the housing 11. The boss extends into the interior of the housing 11 and abuts against the first cavity 13. The first sealing cover 12 is made of metal.

[0063] Furthermore, in order to ensure reliable operation of the first sealing cover 12, the first sealing cover 12 is provided with a conical portion, which is arranged on the outside of the boss, with the conical direction facing the first cavity 13. Specifically, the end of the conical portion abuts against the outside of the shoulder of the shell 11. Preferably, the conical portion is an elastomer. For example, the conical portion is made of rubber material, and the first sealing cover 12 forms an elastic contact with the shell 11, which plays a buffering role when the first sealing cover 12 is subjected to the force of vibration; at the same time, when the boss moves inside the shell 11, the conical portion plays a role in supporting the cover body of the first sealing cover 12. In order to better play a supporting role, the conical portion is set to a solid structure.

[0064] The first cavity 13 and the second cavity 14 are longitudinally arranged in abutting relation inside the housing 11. Fluid medium is arranged inside the first cavity 13 and the second cavity 14. For example, the fluid medium in this embodiment is hydraulic oil.

[0065] The first cavity 13 includes a first cylindrical body 131 and a first end cap 132 and a second end cap 133 disposed at its ends. The first end cap 132 is disposed at the upper portion of the first cavity 13. The upper end surface of the first end cap 132 abuts against the first sealing cover 12, and the first sealing cover 12 can move up and down with the first end cap 132. For example, a groove is provided on the upper portion of the first end cap 132, and a boss on the lower portion of the first sealing cover 12 is embedded in the groove, forming a chimeric arrangement.

[0066] The second end cover 133 is disposed at the lower portion of the first cavity 13. The first end cover 132 and the second end cover 133 can slide along the inner wall surface of the first cavity 13 to make the volume of the first cavity 13 variable.

[0067] Furthermore, one end of first spring 134 is connected to first end cap 132, and the other end of first spring 134 is connected to second end cap 133. When the volume of first cavity 13 decreases, first spring 134 is compressed. First spring 134 acts as a buffer. When external forces act on first shock absorber assembly 1, first spring 134 applies a counterforce to first end cap 132 and second end cap 133 at its ends to offset the external forces.

[0068] The second cavity 14 includes a second cylinder 141 and a third end cap 142 disposed on the upper portion thereof. The third end cap 142 can slide along the inner wall of the second cavity 14 to form a variable second cavity 14 with the bottom of the second cylinder 141.

[0069] Furthermore, one end of the second spring 143 is connected to the third end cover 142, and the other end of the second spring 143 is connected to the bottom of the second cavity 14. When the internal volume of the second cavity 14 decreases, the second spring 143 is compressed.

[0070] In this embodiment, a first spring 134 is arranged between the first end cover 132 and the second end cover 133 of the first cavity 13, and a second spring 143 is arranged between the third end cover 142 of the second cavity 14 and the bottom of the cylinder. The first spring 134 and the second spring 143 can generate elastic deformation when the cavity is subjected to external force, thereby providing corresponding elastic force, absorbing and buffering vibration energy, and protecting the dynamic shock absorption device from vibration damage.

[0071] The first shock absorbing assembly 1 further includes a second sealing cover 17 and a third sealing cover 18 . The second sealing cover 17 and the third sealing cover 18 are disposed between the second end cover 133 and the third end cover 142 and abut against each other.

[0072] The main bodies of the second and third sealing covers 17, 18 are both cylindrical. To ensure reliable operation when subjected to force, they are each provided with a tapered portion on the outside. Specifically, the tapered direction of the second sealing cover 17 is toward one end of the first cavity 13, and the tapered direction of the third sealing cover 18 is toward one end of the second cavity 14. To support the movement of the main bodies of the second and third sealing covers 17, 18, the tapered portions are solid structures. Similar to the first sealing cover 12, the tapered portions of the second and third sealing covers 17, 18 are both elastomers to provide cushioning during operation. For example, the tapered portions are made of rubber.

[0073] A first supporting structure 111 and a second supporting structure 112 are sequentially provided in the middle of the shell 11. A through hole is provided in the middle of the first supporting structure 111 and the second supporting structure 112. The conical portion of the second sealing cover 17 abuts against the first supporting structure 111, and the main cylindrical portion of the second sealing cover 17 extends into the first supporting structure 111 to be interlocked and connected with the second end cover 133; the conical portion of the third sealing cover 18 abuts against the second supporting structure 112, and the main cylindrical portion of the third sealing cover 18 extends into the second supporting structure 112 to be interlocked and connected with the third end cover 142.

[0074] The upper end of the cylindrical portion of the second sealing cover 17 is embedded in the groove of the second end cover 133, and the lower end is in contact with the third end cover 142. The lower end of the cylindrical portion of the third sealing cover 18 is embedded in the groove of the third end cover 142, and the upper end is in contact with the second end cover 133.

[0075] In this embodiment, the first sealing cover 12 is arranged in abutment with the first cavity 13, and the first cavity 13 and the second cavity 14 are arranged in abutment with each other through the second sealing cover 17 and the third sealing cover 18. When the first sealing cover 12 is subjected to vibration, the force can be transmitted relatively smoothly to the first cavity 13, the second cavity 14 and the second sealing cover 17 and the third sealing cover 18 by abutting in sequence, so that the components inside the first shock absorbing assembly 1 can work together to offset the external force applied to the first sealing cover 12.

[0076] Furthermore, a first injection hole 121 is provided in the center of the first sealing cover 12, and a second injection hole 1321 is provided in the center of the first end cover 132 for injecting hydraulic oil into the first cavity 13. A sealing ball 1322 is provided at the second injection hole 1321, which acts as a one-way valve, allowing liquid to flow into the cavity from the sealing ball 1322 in one direction and preventing it from flowing out.

[0077] The first cavity 13 and the second cavity 14 are connected to each other through one or more fluid channels. In order to make the force on both sides uniform and prevent the device from being unusable when one channel is damaged, the first channel 15 and the second channel 16 are respectively arranged on both sides of the first cavity 13 and the second cavity 14. The two ends of the first channel 15 and the second channel 16 are respectively connected to the first cavity 13 and the second cavity 14, so that the hydraulic oil inside the first cavity 13 and the second cavity 14 can circulate with each other. For example, one end of the first channel 15 passes through the lower side wall of the first cylinder 131, and the other end passes through the lower side wall of the second cylinder 141. One end of the second channel 16 passes through the upper side wall of the first cavity 131, and the other end passes through the upper side wall of the second cylinder 141.

[0078] In the initial state, the hydraulic oil in the first cavity 13, the second cavity 14, the first flow channel 15, and the second flow channel 16 is fully filled.

[0079] When using, Figure 3 As shown, when the engine vibrates the first sealing cover 12 downward, the first sealing cover 12 presses down on the first cavity 13, and the hydraulic oil in the first cavity 13 flows to the second cavity 14, increasing the volume of the second cavity 14. The second spring 143 inside the second cavity 14 extends, increasing the amount of hydraulic oil. The hydraulic oil and the second spring 143 both push upward on the third end cover 142 and the third sealing cover 18, which push upward on the hydraulic oil in the first cavity 13. The volume of the first cavity 13 decreases, and the first spring 134 is compressed. The hydraulic oil in the first cavity 13 and the first spring 134 push upward on the first end cover 132, which pushes upward on the first sealing cover 12, counteracting the downward force of the first sealing cover 12 and offsetting the downward vibration force.

[0080] like Figure 4As shown, when the engine vibrates upward, the dynamic shock absorbing device moves upward accordingly. The first sealing cover 12 moves upward, and the first end cover 132 connected to the first sealing cover 12 moves upward accordingly. The second end cover 133 does not move. The hydraulic oil in the first cavity 13 increases, and the volume increases. The hydraulic oil in the second cavity 14 flows to the first cavity 13, and the volume of the second cavity 14 decreases; the second spring 143 inside the second cavity 14 is compressed, and the hydraulic oil decreases. The liquid and the spring both pull the third end cover 142 and the third sealing cover 18 downward. The third end cover 142 and the third sealing cover 18 pull the first cavity 13 downward. The hydraulic oil in the first cavity 13 and the first spring 134 pull down the first end cover 142. The first end cover 142 pulls down the first sealing cover 12, forming a counteracting force with the upward force of the first sealing cover 12, reducing the force of upward vibration.

[0081] Compared to the prior art, this embodiment allows hydraulic oil to circulate between the first and second cavities 13, 14, and the components to abut against each other, so that both upward and downward engine vibrations are offset by the first shock-absorbing assembly 1 with the same force. When offsetting engine vibrations at high speeds and high power, the vibration transmitted to the frame is reduced by over 95%, improving the stiffness of the first shock-absorbing assembly 1 and protecting the UAV frame. At the same time, the first shock-absorbing assembly 1 automatically changes its damping stiffness in accordance with the engine vibration frequency, eliminating the need for additional control electronics and control logic. This results in extremely low cost and is suitable for large-scale promotion and application.

[0082] The second shock absorbing component 2 is stacked on the upper part of the first shock absorbing component 1. The second shock absorbing component 2 is made of rubber. Figure 5 As shown, the second shock absorbing assembly 2 includes an upper shock absorbing member 21 and a lower shock absorbing member 22. For example, Figure 6 As shown, the upper shock absorber 21 has a first end and a second end, and the first end is provided with a first heat dissipation groove 211. For example, the first end and the second end are cylindrical, and the diameter of the first end is larger than the diameter of the second end. Figure 7 As shown, the lower shock absorbing member 22 is cylindrical, and the end surface is provided with a second heat dissipation groove 221. The second end is arranged in contact with the end surface of the lower shock absorbing member 22 and is connected by bolts.

[0083] Furthermore, in order to reduce the centering adjustment of the aircraft engine installation height, the dynamic shock absorbing device is also provided with a pre-installed clip 3 to ensure that the dynamic shock absorbing device can always maintain a fixed height before being fully installed on the aircraft engine and the frame.

[0084] The pre-installed clip 3 includes a clip body 31 with folded edges at both ends. A long through-hole 34 is provided along the length of the clip body 31 to achieve lightweighting. The folded edges include an upper folded edge and a lower folded edge. The upper folded edge has a first arcuate notch 32, and the lower folded edge has a second arcuate notch 33. A slot is provided on the exterior of the first sealing cover 12. The first arcuate notch 32 is secured to the slot, while the second arcuate notch 33 is secured to the outer wall of the housing 11.

[0085] Example 2

[0086] This embodiment provides an aircraft engine, such as Figure 8 As shown, it includes an engine body 5, a mounting bracket 4 and the dynamic shock absorbing device of embodiment 1.

[0087] like Figure 9 and Figure 10 As shown, in this embodiment, to achieve a weight-reducing effect, the mounting bracket 4 is configured as a shell structure. The shell structure is a spatially curved surface structure composed of a spatially curved plate or edge-added components. Its thickness is much smaller than the other dimensions of the shell, resulting in excellent spatial force transmission performance. With a relatively small component thickness, a load-bearing structure with high load capacity and high rigidity can be formed. This structure can cover large spans without the need for spatial struts, serving as both a load-bearing structure and a protective enclosure, thus conserving structural materials.

[0088] Specifically, the mounting bracket 4 includes a bracket body and a sleeve portion.

[0089] To avoid the neck of the housing 11 of the first damping assembly 1, the bracket body is designed as an arc-shaped structure corresponding to the neck of the housing 11. To reduce weight, the arc-shaped structure is provided with an elongated through-hole. Two longitudinal through-holes are provided in the portion of the bracket body corresponding to the outer wall of the housing 11 for mounting bolts to secure the mounting bracket 4 to the engine block 5.

[0090] The sleeve portion has a central through hole and is sleeved on the second end of the upper shock absorbing member 21 of the second shock absorbing assembly 2 through the central through hole.

[0091] Furthermore, the sleeve portion of the mounting bracket 4 is provided with two air circulation holes 41 , and the air circulation holes 41 are provided corresponding to the first heat dissipation slot 211 and the second heat dissipation slot 221 .

[0092] During the continuous compression and extension reciprocating motion of the second damping assembly 2, friction generates heat within the rubber. Over time, this shortens the rubber's lifespan and makes it susceptible to wear. Therefore, a first heat dissipation slot 211 and a second heat dissipation slot 221 are designed in the upper damping member 21 and the lower damping member 22, respectively. Two air circulation holes 31 are also provided at the mounting point of the second damping assembly 2 on the mounting bracket 4 to enhance heat dissipation. When the second damping assembly 2 is compressed, the upper and lower damping members 21 and 22 expel air from the first and second heat dissipation slots 211 and 221 and expel it into the atmosphere through an extrusion gap formed on the plane of the mounting point of the second damping assembly 2 on the mounting bracket 4. When the second damping assembly 2 is extended, fresh, cool air enters the first and second heat dissipation slots 211 and 221 of the second damping assembly through the extrusion gap.

[0093] Compared with the prior art, the advantages of the aircraft engine according to the embodiment of the present invention are the same as those of the above-mentioned dynamic damping device, which will not be described in detail here.

[0094] Example 3

[0095] This embodiment provides an aircraft, including the aviation engine of embodiment 2.

[0096] Compared with the prior art, the advantages of the aircraft according to the embodiment of the present invention are the same as those of the above-mentioned dynamic shock absorbing device and aircraft engine, which will not be described in detail here.

[0097] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed by the present invention should be covered by the scope of protection of the present invention.

Claims

1. A dynamic shock absorbing device, characterized in that: The invention comprises a first shock absorbing assembly (1) and a second shock absorbing assembly (2), wherein the second shock absorbing assembly (2) is stacked on the upper portion of the first shock absorbing assembly (1); the first shock absorbing assembly (1) comprises a first sealing cover (12), a first cavity (13) and a second cavity (14) which are sequentially abutted against each other; The first cavity (13) and the second cavity (14) are both variable cavities, and contain a fluid medium therein; the first cavity (13) and the second cavity (14) are communicated with each other; The first cavity (13) includes a first spring (134), and the second cavity (14) includes a second spring (143).

2. The dynamic vibration damping device according to claim 1, characterized in that: The first cavity (13) comprises a first cylinder (131) and a first end cover (132) and a second end cover (133) provided at both ends thereof, wherein the first end cover (132) and the second end cover (133) are capable of sliding along the inner wall surface of the first cylinder (131); The second cavity (14) comprises a second cylinder (141) and a third end cover (142) arranged at the end; the third end cover (142) is capable of sliding along the inner wall surface of the second cylinder (141).

3. The dynamic vibration damping device according to claim 2, characterized in that: The first shock absorbing assembly (1) further comprises a second sealing cover (17) and a third sealing cover (18), wherein the second sealing cover (17) abuts against the second end cover (133), the third sealing cover (18) abuts against the third end cover (142), and the second sealing cover (17) abuts against the third sealing cover (18).

4. The dynamic vibration damping device according to claim 2, characterized in that: One end of the first spring (134) is connected to the first end cover (132), and the other end of the first spring (134) is connected to the second end cover (133); One end of the second spring (143) is connected to the third end cover (142), and the other end of the second spring (143) is connected to the bottom of the second cavity (14).

5. The dynamic vibration damping device according to claim 1, characterized in that: The first shock absorbing assembly (1) further comprises a shell (11), wherein the shell (11) is arranged outside the first cavity (13) and the second cavity (14).

6. The dynamic vibration damping device according to claim 1, characterized in that: The first shock absorbing assembly further comprises a first flow channel (15) and / or a second flow channel (16); both ends of the first flow channel (15) and the second flow channel (16) are connected to the first cavity (13) and the second cavity (14) respectively.

7. The dynamic vibration damping device according to claim 5, characterized in that: It also includes a pre-installed clip (3); the pre-installed clip (3) includes a clip body (31), and the clip body (31) has folded edges at both ends; a through hole (34) is provided on the clip body (31) along the length direction; the folded edge is provided with a first arc-shaped notch (32) and a second arc-shaped notch (33); A clamping groove is provided on the outside of the first sealing cover (12), and the first arc-shaped notch (32) is clamped in the clamping groove; the second arc-shaped notch (33) is clamped on the outer wall surface of the housing (11).

8. An aircraft engine, characterized in that: It comprises an engine body (5), a mounting bracket (4) and a dynamic vibration damping device according to any one of claims 1 to 7; The dynamic vibration damping device is arranged on the mounting bracket (4), and the mounting bracket (4) is arranged on the engine body (5).

9. The aircraft engine according to claim 8, characterized in that: The mounting bracket (4) comprises a bracket body and a sleeve portion; The sleeve portion has a central through hole, and the central through hole is sleeved on the second end of the upper shock absorbing member (21) of the second shock absorbing assembly (2).

10. The aircraft engine according to claim 9, characterized in that: The upper portion of the bracket body is provided with an elongated through hole.

11. The aircraft engine according to claim 9, characterized in that: A mounting hole is provided at the lower portion of the bracket body for connecting the mounting bracket (4) to the engine body (5).

12. The aircraft engine according to claim 9, characterized in that: The sleeve portion of the mounting bracket (4) is provided with two air circulation holes (41); The second shock absorbing assembly (2) comprises an upper shock absorbing member (21) and a lower shock absorbing member (22), the upper shock absorbing member (21) having a first end and a second end, the diameter of the first end being larger than the diameter of the second end, and the second end being connected to an end surface of the lower shock absorbing member (22); A first heat dissipation groove (211) is provided at the first end of the upper shock-absorbing member (21), a second heat dissipation groove (221) is provided at the end surface of the lower shock-absorbing member (22), and the two air circulation holes (41) are respectively provided corresponding to the first heat dissipation groove (211) and the second heat dissipation groove (221).

13. The aircraft engine according to any one of claims 8 to 12, characterized in that: The mounting bracket (4) is a shell structure.

14. An aircraft, characterized in that: Including the aircraft engine described in any one of claims 8-13.

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