A dynamic vibration damping device, an aeroengine and an aircraft

Abstract

The application relates to a dynamic damping device, an aero-engine and an unmanned aerial vehicle, and belongs to the technical field of aerospace, and solves the problem that the existing vehicle piston engine is adapted to the unmanned aerial vehicle, the engine vibrates violently, and the existing damper does not meet the application requirements of the unmanned aerial vehicle. The application 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 abutted; the first cavity and the second cavity are both variable cavities, the inside of each cavity is provided with fluid medium, and the first cavity and the second cavity are communicated with each other. The application can realize the force of offsetting the engine vibration, and the cost is low.

Description

Technical Field

[0001] This invention relates to the field of aerospace technology, and in particular to a dynamic vibration reduction device, an aero-engine, and an aircraft. Background Technology

[0002] To reduce costs, vehicle piston engines are often adapted for use in domestic aircraft. Since most vehicle engines use an inline configuration, the vertical vibrations during the adaptation process cause severe impacts on the UAV frame.

[0003] Currently, vehicle engines utilize rubber shock absorbers, semi-autonomous shock absorbers, and active shock absorbers when mounted on vehicles. Among these, rubber shock absorbers have poor damping performance, and achieving ideal damping requires a large amount of rubber and a large space for placement, which does not meet the weight reduction requirements of aircraft. Semi-active and active shock absorbers, on the other hand, require the addition of control systems, and their structural designs are extremely complex and costly, making them unsuitable for mass production. Summary of the Invention

[0004] Based on the above analysis, the present invention aims to provide a dynamic damping device, an aero-engine, and an aircraft to solve the problem that the engine vibration is severe when the piston engine of a vehicle is adapted to an aircraft, and that the existing damping devices do not meet the application requirements of the aircraft.

[0005] The objective of this invention is mainly achieved through the following technical solutions:

[0006] In a first aspect, the present invention provides a dynamic damping device, comprising a first damping component and a second damping component; the second damping component is stacked on top of the first damping component; the first damping component includes a first sealing cover, a first cavity, and a second cavity disposed in sequence.

[0007] Both the first cavity and the second cavity are variable cavities, each containing a fluid medium; 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 cap and a second end cap disposed at both ends thereof, the first end cap and the second end cap being slidable along the inner wall surface of the first cylinder;

[0010] The second cavity includes a second cylindrical body and a third end cap disposed at its end; the third end cap is slidable along the inner wall surface of the second cylindrical body.

[0011] Furthermore, the first shock-absorbing assembly also includes a second sealing cover and a third sealing cover, wherein the second sealing cover abuts against the second end cover, and 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 cap, and the other end of the first spring is connected to the second end cap;

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

[0014] Furthermore, the first shock-absorbing assembly also includes a housing, which is disposed outside the first cavity and the second cavity.

[0015] Furthermore, the first damping component also includes a first flow channel and / or a second flow channel; the two ends of the first flow channel and the second flow channel are respectively connected to the first cavity and the second cavity.

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

[0017] The first sealing cover has a groove on its outside, and the first arc-shaped notch is engaged in the groove; the second arc-shaped notch is engaged in the outer wall surface of the housing.

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

[0019] The dynamic damping device is mounted on the mounting bracket, and the mounting bracket is mounted 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, which is sleeved on the second end of the upper damping member of the second damping assembly.

[0022] Furthermore, the upper part of the support body has an elongated through hole.

[0023] Furthermore, the lower part 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 damping component includes an upper damping member and a lower damping member. The upper damping member has a first end and a second end. The diameter of the first end is larger than the diameter of the second end. The second end is connected to the end face of the lower damping member.

[0026] The upper shock absorber has a first heat dissipation groove at its first end, and the lower shock absorber has a second heat dissipation groove at its end face. The two air circulation holes are respectively provided with the first heat dissipation groove and the second heat dissipation groove.

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

[0028] A third aspect of the invention provides an aircraft including 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 with the prior art, the dynamic damping device of the present invention includes a first damping component and a second damping component. The second damping component mainly reduces low-frequency vibration of the engine, while the first damping component reduces low-frequency vibration of the engine and provides high-stiffness damping. The first damping component includes a variable first cavity and a second cavity that are connected to each other. When the engine vibrates downwards, it exerts a downward force on the first sealing cover, causing it to press down on the first cavity. The fluid medium in the first cavity flows to the second cavity, increasing its volume. Since the lower end of the second cavity is closed, the top of the second cavity exerts an upward thrust on the bottom of the first cavity to increase its internal volume. The first spring inside the first cavity and the fluid medium inside it transmit this upward thrust to the top of the first cavity and the first sealing cover, counteracting the downward force exerted by the engine on the first sealing cover and reducing the engine's downward vibration. When the engine vibrates upwards, it exerts an upward force on the first sealing cover, causing it to lift the top of the first cavity, increasing its volume. The fluid medium in the second cavity flows to the first cavity. The bottom of the first cavity exerts a downward force on the second cavity, causing the first spring in the first cavity to extend. To reset, the first spring pulls the top of the first cavity and the first sealing cover downwards, counteracting the upward force exerted by the engine on the first sealing cover and reducing the engine's upward vibration. Therefore, the first damping component cancels out both upward and downward vibrations of the engine with the same force. This reduces vibration transmission to the frame by over 95% when counteracting engine vibrations at high speeds and power, increasing the stiffness of the first damping component and protecting the UAV frame. Furthermore, the first damping component automatically adjusts its damping stiffness to follow the engine's vibration frequency without requiring additional control electronics or logic, resulting in extremely low cost and suitability for mass production and application.

[0031] (2) In this invention, the first sealing cover is abutted against the first cavity, and the first cavity and the second cavity are abutted against each other through the second sealing cover and the third sealing cover. The second sealing cover abuts against the second cover plate, the third sealing cover abuts against the third cover plate, and the second sealing cover abuts against the third sealing cover. When the first sealing cover is subjected to vibration, the force can be transmitted relatively smoothly to the first cavity, the second cavity, the second sealing cover, and the third sealing cover through the sequential abutting action, so that the components inside the first shock absorption assembly can work together to counteract the external force on the first sealing cover.

[0032] (3) Springs are installed in the first and second cavities. On the one hand, they play a buffering role when the dynamic damping device is subjected to external vibration force; on the other hand, they provide force to the end caps at both ends to resist external force.

[0033] (4) In order to reduce the need for engine installation height centering adjustments, the dynamic damping device of this invention is also equipped with a pre-installed clip to ensure that the dynamic damping device can maintain a fixed height before 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 upper and lower parts to lock the upper first sealing cover and the lower flange, ensuring the reliability of the connection between the pre-installed clip and the engine; the main body is provided with a long through hole, which has a weight reduction effect.

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

[0035] (6) To avoid the neck of the housing 11 of the first shock-absorbing component 1, the main body of the mounting bracket is designed with an arc-shaped structure corresponding to the neck of the housing 11. To make the structure lightweight, the arc-shaped structure is provided with an elongated through hole. To make the mounting bracket 4 have a weight-reduction effect, the mounting bracket 4 is designed as a shell structure, forming a load-bearing structure with high load-bearing capacity and high rigidity with a smaller component thickness, and serving the dual function of a load-bearing structure and an enclosure structure, thus saving structural materials.

[0036] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the specification or be learned by practicing the invention. The objectives and other advantages of this invention can be realized and obtained from the content specifically pointed out in the text and accompanying drawings. Attached Figure Description

[0037] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0038] Figure 1 This is a schematic diagram of the dynamic vibration damping device in Example 1;

[0039] Figure 2 This is a schematic diagram of the internal structure of the first shock-absorbing component in Embodiment 1;

[0040] Figure 3 This is a schematic diagram of the state of the first damping component when the engine vibrates downward in Example 1.

[0041] Figure 4 This is a schematic diagram of the state of the first damping component when the engine vibrates upward in Example 1.

[0042] Figure 5 This is a schematic diagram of the structure of the second shock absorption component in Example 1;

[0043] Figure 6 This is a schematic diagram of the upper shock absorber in Example 1;

[0044] Figure 7 This is a schematic diagram of the lower shock absorber in Example 1;

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

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

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

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

[0049] Figure label:

[0050] 1-First shock absorber assembly, 11-Housing, 111-First support structure, 112-Second support structure, 12-First sealing cap, 121-First injection hole, 13-First cavity, 131-First cylinder, 132-First end cap, 1321-Second injection hole, 1322-Sealing ball, 133-Second end cap, 134-First spring, 14-Second cavity, 141-Second cylinder, 142-Third end cap, 143 - Second spring, 15- First flow channel, 16- Second flow channel, 17- Second sealing cover, 18- Third sealing cover, 2- Second damping assembly, 21- Upper damping component, 211- First heat dissipation slot, 22- Lower damping component, 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 Implementation

[0051] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which 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 intended to limit the scope of the present invention.

[0052] Example 1

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

[0054] The first cavity 13 and the second cavity 14 are both variable cavities, each containing a fluid medium; the first cavity 13 and the second cavity 14 are interconnected.

[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 damping device in this embodiment includes a first damping component 1 and a second damping component 2. The second damping component 2 mainly reduces the low-frequency vibration of the engine, while the first damping component 1 reduces the low-frequency vibration of the engine and provides high-stiffness damping.

[0057] Specifically, the first damping assembly 1 includes a variable first cavity 13 and a second cavity 14 that are connected to each other. When the engine vibrates downward, the engine exerts a downward force on the first sealing cover 12, which presses down on the first cavity 13. The fluid medium in the first cavity 13 flows to 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 exerts an upward thrust on 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, which counteracts the downward force exerted by the engine on the first sealing cover 12, reducing the downward vibration of the engine.

[0058] When the engine vibrates upward, the engine exerts an upward force on the first sealing cover 12. The first sealing cover 12 causes the top of the first cavity 13 to rise, increasing the volume of the first cavity 13. The fluid medium in the second cavity 14 flows into the first cavity 13. The bottom of the first cavity 13 exerts a downward force on the second cavity 14. 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, which counteracts the upward force exerted by the engine on the first sealing cover 12, reducing the upward vibration of the engine.

[0059] Therefore, the first damping component 1 cancels out both upward and downward vibrations of the engine with the same force. In this embodiment, the vibration transmitted to the frame is reduced by more than 95% in counteracting engine vibrations at high speeds and high power, increasing the stiffness of the first damping component 1 and protecting the UAV frame. Simultaneously, the first damping component 1 automatically adjusts its damping stiffness according to the engine vibration frequency, requiring no additional control electronics or logic, resulting in extremely low cost and suitability for mass production and application.

[0060] Specifically, such as Figure 1 As shown, the dynamic damping device includes a first damping component 1 and a second damping component 2, with the second damping component 2 positioned above the first damping component 1.

[0061] like Figure 2 As shown, the first damping component 1 further 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 disposed on the upper part of the housing 11, and 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, to ensure reliable operation of the first sealing cover 12, the first sealing cover 12 is provided with a conical portion, which is located outside the boss and faces the first cavity 13. Specifically, the end of the conical portion abuts against the outer side of the shoulder of the housing 11. Preferably, the conical portion is an elastic body. Exemplarily, the conical portion is made of rubber, and the first sealing cover 12 forms elastic contact with the housing 11, providing a buffering effect when the first sealing cover 12 is subjected to vibration. At the same time, when the boss moves inside the housing 11, the conical portion supports the cover body of the first sealing cover 12. To better provide support, the conical portion is designed as a solid structure.

[0064] The first cavity 13 and the second cavity 14 are longitudinally disposed inside the housing 11 in an abutting manner. The first cavity 13 and the second cavity 14 are filled with a fluid medium. For example, in this embodiment, the fluid medium 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 both ends thereon. The first end cap 132 is disposed on the upper part of the first cavity 13. The upper end surface of the first end cap 132 abuts against the first sealing cap 12, and the first sealing cap 12 can move up and down with the first end cap 132. Exemplarily, the upper part of the first end cap 132 is provided with a groove, and the protrusion at the lower part of the first sealing cap 12 is embedded in the groove to form a fitting.

[0066] The second end cap 133 is disposed at the lower part of the first cavity 13. The first end cap 132 and the second end cap 133 can slide along the inner wall surface of the first cavity 13 so that the volume of the first cavity 13 is variable.

[0067] Furthermore, one end of the first spring 134 is connected to the first end cap 132, and the other end of the first spring 134 is connected to the second end cap 133. When the volume of the first cavity 13 decreases, the first spring 134 is compressed. The first spring 134 acts as a buffer, and when the first shock-absorbing assembly 1 is subjected to an external force, the first spring 134 provides a reaction force to the first end cap 132 and the second end cap 133 at both ends to counteract the external force.

[0068] The second cavity 14 includes a second cylinder 141 and a third end cap 142 disposed on its upper part. The third end cap 142 is slidable along the inner wall surface of the second cavity 14, forming 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 cap 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 provided between the first end cap 132 and the second end cap 133 of the first cavity 13, and a second spring 143 is provided between the third end cap 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 and absorbing and buffering vibration energy, protecting the dynamic damping device from vibration damage.

[0071] The first shock absorber assembly 1 also includes a second sealing cover 17 and a third sealing cover 18, which are disposed between the second end cover 133 and the third end cover 142.

[0072] Both the second sealing cover 17 and the third sealing cover 18 are cylindrical in shape, and each has a tapered portion on its exterior to ensure reliable operation under stress. Specifically, the tapered direction of the second sealing cover 17 faces one end of the first cavity 13, and the tapered direction of the third sealing cover 18 faces one end of the second cavity 14. The tapered portion is a solid structure to support the movement of the main bodies of the second sealing cover 17 and the third sealing cover 18. Similar to the first sealing cover 12, the tapered portions of the second sealing cover 17 and the third sealing cover 18 are elastic bodies to provide cushioning during operation; exemplarily, the tapered portions are made of rubber.

[0073] A first support structure 111 and a second support structure 112 are sequentially arranged in the middle of the housing 11. Both the first support structure 111 and the second support structure 112 have through holes in the middle. The conical part of the second sealing cover 17 abuts against the first support structure 111, and the main cylindrical part of the second sealing cover 17 extends into the first support structure 111 to fit and connect with the second end cover 133. The conical part of the third sealing cover 18 abuts against the second support structure 112, and the main cylindrical part of the third sealing cover 18 extends into the second support structure 112 to fit and connect with the third end cover 142.

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

[0075] In this embodiment, the first sealing cover 12 is abutted against the first cavity 13, and the first cavity 13 and the second cavity 14 are abutted against 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 to the first cavity 13, the second cavity 14, the second sealing cover 17, and the third sealing cover 18 in a relatively smooth manner through the abutting method, so that the components inside the first shock absorption assembly 1 can work together to counteract the external force on the first sealing cover 12.

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

[0077] The first cavity 13 and the second cavity 14 are interconnected through one or more fluid channels. To ensure even force distribution on both sides and to prevent the device from becoming unusable if one channel is damaged, a first channel 15 and a second channel 16 are respectively located 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 connected to the first cavity 13 and the second cavity 14, respectively, allowing hydraulic oil inside the first cavity 13 and the second cavity 14 to circulate between them. For example, one end of the first channel 15 passes through the lower sidewall of the first cylinder 131, and the other end passes through the lower sidewall of the second cylinder 141. One end of the second channel 16 passes through the upper sidewall of the first cavity 131, and the other end passes through the upper sidewall 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 full.

[0079] When using, such as Figure 3 As shown, when the engine vibrates the first sealing cover 12 downwards, 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. Inside the second cavity 14, the second spring 143 extends, increasing the amount of hydraulic oil. Both the hydraulic oil and the second spring 143 push the third end cover 142 and the third sealing cover 18 upwards. The third end cover 142 and the third sealing cover 18 push the hydraulic oil in the first cavity 13 upwards; 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 the first end cover 132 upwards, and the first end cover 132 pushes the first sealing cover 12 upwards, 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 upwards, the dynamic damping device moves upwards accordingly. The first sealing cover 12 moves upwards, and the first end cover 132, which is fitted and connected to the first sealing cover 12, moves upwards accordingly. The second end cover 133 remains stationary. The hydraulic oil in the first cavity 13 increases, increasing its volume. The hydraulic oil in the second cavity 14 flows to the first cavity 13, decreasing the volume of the second cavity 14. The second spring 143 inside the second cavity 14 is compressed, reducing the hydraulic oil volume. Both the fluid and the spring pull the third end cover 142 and the third sealing cover 18 downwards. The third end cover 142 and the third sealing cover 18 pull the first cavity 13 downwards. The hydraulic oil in the first cavity 13 and the first spring 134 pull the first end cover 142 downwards. The first end cover 142 pulls the first sealing cover 12 downwards, counteracting the upward force of the first sealing cover 12 and reducing the upward vibration force.

[0081] Compared to existing technologies, this embodiment utilizes the mutual flow of hydraulic oil within the first cavity 13 and the second cavity 14, with components abutting against each other. Both upward and downward vibrations of the engine are counteracted by the first damping component 1 with the same force. When counteracting engine vibrations at high speeds and high power, the vibration transmitted to the frame is reduced by more than 95%, increasing the stiffness of the first damping component 1 and protecting the UAV frame. Simultaneously, the first damping component 1 automatically adjusts its damping stiffness according to the engine vibration frequency, requiring no additional control electronics or logic, resulting in extremely low cost and suitability for mass production and application.

[0082] The second damping component 2 is stacked on top of the first damping component 1. The second damping component 2 is made of rubber. Figure 5 As shown, the second damping assembly 2 includes an upper damping member 21 and a lower damping member 22. Exemplarily, as... Figure 6 As shown, the upper shock absorber 21 has a first end and a second end, with a first heat dissipation groove 211 provided at the first end. Exemplarily, both the first and second ends are cylindrical, with the diameter of the first end being larger than the diameter of the second end. Figure 7 As shown, the lower damping component 22 is cylindrical, and a second heat dissipation groove 221 is provided on its end face. The second end is connected to the end face of the lower damping component 22 by bolts.

[0083] Furthermore, in order to reduce the need for centering adjustments at the installation height of the aircraft engine, the dynamic damping device is also equipped with pre-installed clips 3 to ensure that the dynamic damping device can maintain a fixed height before it is fully installed on the aircraft engine and 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 a lightweight effect. The folded edges include an upper folded edge and a lower folded edge; the upper folded edge has a first arc-shaped notch 32, and the lower folded edge has a second arc-shaped notch 33. A groove is provided on the outside of the first sealing cover 12; the first arc-shaped notch 32 is engaged in the groove, and the second arc-shaped notch 33 is engaged with the outer wall surface of the housing 11.

[0085] Example 2

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

[0087] like Figure 9 and Figure 10 As shown, in this embodiment, to achieve a weight reduction effect, the mounting bracket 4 is configured as a shell structure. The shell structure is a spatial curved surface structure composed of spatial curved plates or edge members. Its thickness is much smaller than other dimensions of the shell, which has excellent spatial force transmission performance. It can form a load-bearing structure with high load-bearing capacity and high rigidity with a small component thickness, covering a large span space without the need for spatial pillars. It has the dual function of a load-bearing structure and an enclosure structure, saving structural materials.

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

[0089] To avoid obstructing the neck of the housing 11 of the first shock absorber assembly 1, the bracket body is designed with an arc-shaped structure 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. The portion of the bracket body corresponding to the outer wall of the housing 11 has two longitudinal through holes for mounting bolts to fix the mounting bracket 4 to the engine body 5.

[0090] The sleeve has a central through hole and is sleeved onto the second end of the upper damping member 21 of the second damping 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, which are correspondingly provided with the first heat dissipation groove 211 and the second heat dissipation groove 221.

[0092] During the continuous compression and extension reciprocating motion of the second damping component 2, heat is generated inside the rubber due to friction. Over time, this shortens the rubber's lifespan and makes it more susceptible to damage. To address this, a first heat dissipation groove 211 and a second heat dissipation groove 221 are designed in the upper damping component 21 and the lower damping component 22, respectively. Additionally, two air vents 31 are provided at the mounting location of the second damping component 2 on the mounting bracket 4 to enhance heat dissipation. When the second damping component 2 is compressed, the upper and lower damping components 21 and 22 expel air from the first and second heat dissipation grooves 211 and 221, releasing it into the atmosphere through the compression gaps on the mounting surface of the second damping component 2 on the mounting bracket 4. When the second damping component 2 extends, fresh, cool air enters the first and second heat dissipation grooves 211 and 221 through the compression gaps.

[0093] Compared with the prior art, the advantages of the aero-engine in this embodiment of the invention are the same as those of the dynamic vibration reduction device described above, and will not be repeated here.

[0094] Example 3

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

[0096] Compared with the prior art, the advantages of the aircraft in this embodiment of the invention are the same as those of the dynamic shock absorption device and the aero engine described above, and will not be repeated here.

[0097] The above description is only a preferred 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 conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A dynamic vibration damping device, characterized in that, It includes a first damping component and a second damping component, with the second damping component stacked on top of the first damping component; the first damping component includes a first sealing cover, a first cavity, a second sealing cover, a third sealing cover, and a second cavity arranged in sequence, as well as a housing and a pre-installed clip; the housing is disposed outside the first cavity and the second cavity; Both the first cavity and the second cavity are variable cavities containing a fluid medium. The first cavity and the second cavity are interconnected through a first flow channel and / or a second flow channel. The first cavity includes a first spring, a first cylinder, and a first end cap and a second end cap disposed at both ends of the first cylinder. The first end cap and the second end cap are slidable along the inner wall surface of the first cylinder. The second cavity includes a second spring, a second cylinder, and a third end cap disposed at the end of the second cylinder. The third end cap is slidable along the inner wall surface of the second cylinder. The first spring connects the first end cap and the second end cap, and the second spring connects the third end cap and the bottom of the second cavity. Both the second and third sealing caps are cylindrical in shape, and each has an elastic conical portion on its exterior. The conical direction of the elastic conical portion of the second sealing cap faces one end of the first cavity, and the conical direction of the elastic conical portion of the third sealing cap faces one end of the second cavity. A first support structure and a second support structure are sequentially arranged axially in the middle of the housing. Both the first and second support structures have through holes in the middle. The conical portion of the second sealing cap abuts against the first support structure, and its upper end is fitted into the second end cap. The conical portion of the third sealing cap abuts against the second support structure, and its lower end is fitted into the third end cap. The upper end of the cylindrical portion of the second sealing cap is embedded in the groove of the second end cap, and its lower end abuts against the third sealing cap. The lower end of the cylindrical portion of the third sealing cap is embedded in the groove of the third end cap, and its upper end abuts against the second sealing cap. The pre-installed clip includes a clip body with folded edges at both ends and through holes along its length; the folded edges have a first arc-shaped notch and a second arc-shaped notch; the outside of the first sealing cover is provided with a slot, the first arc-shaped notch is engaged in the slot; the second arc-shaped notch is engaged in the outer wall surface of the housing.

2. An aircraft engine, characterized in that, Includes the engine body, mounting bracket, and the dynamic damping device as described in claim 1; The dynamic damping device is mounted on the mounting bracket, which is mounted on the engine body; The mounting bracket includes the bracket body and the socket part; The sleeve has a central through hole, which is sleeved on the second end of the upper damping member of the second damping assembly.

3. The aero-engine according to claim 2, characterized in that, The upper part of the main body of the support has an elongated through hole.

4. The aero-engine according to claim 3, characterized in that, The lower part of the bracket body is provided with mounting holes for connecting the mounting bracket to the engine body.

5. The aero-engine according to claim 4, characterized in that, The mounting bracket has two air vents in its socket section; The second damping component includes an upper damping member and a lower damping member. The upper damping member has a first end and a second end. The diameter of the first end is larger than the diameter of the second end. The second end is connected to the end face of the lower damping member. The upper shock absorber has a first heat dissipation groove at its first end, and the lower shock absorber has a second heat dissipation groove at its end face. Two air circulation holes are respectively provided corresponding to the first and second heat dissipation grooves.

6. The aero-engine according to any one of claims 2-5, characterized in that, The mounting bracket is a shell structure.

7. An aircraft, characterized in that, Includes the aircraft engine described in any one of claims 2-6.

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