Damping mechanism for an in-line piston engine, engine and aircraft thereof

Abstract

The utility model relates to engine transmission technical field especially a kind of damping mechanism of in-line piston engine, engine and its aircraft, including damping gear, damping gear is made of multiple laminated arrangement lamella gear combination, it is provided with friction plate between adjacent lamella gear, butterfly spring is provided between adjacent lamella gear and friction plate, damping gear is provided with multiple installation cavities that pass through the side of damping gear around in circumferential direction, damping spring is provided in each installation cavity, damping spring is divided into multiple groups according to appearance size and stiffness coefficient, damping gear and damping spring are supported by inner support, the utility model can effectively absorb the periodic high-frequency vibration load generated in the running process of engine crankshaft transmitted by damping gear and the inertial impact load when engine starts or stops by the setting of damping spring, to reach the effect of reducing engine vibration and improving reliability.

Description

Technical Field

[0001] This utility model relates to the field of engine transmission technology, specifically to a shock absorption mechanism for an inline piston engine, the engine itself, and its aircraft. Background Technology

[0002] In recent years, unmanned aerial vehicles (UAVs) using 4-cylinder piston engines directly driving propellers, typical of small manned aircraft, have gradually entered the market. However, the vast majority of 4-cylinder piston engines used in small manned aircraft currently employ a horizontally opposed arrangement, limiting the application of UAVs equipped with inline 4-cylinder piston engines. Existing inline piston engines, aero engines, and the crankshaft power output mechanisms of aircraft exhibit significant shortcomings in vibration damping performance. In particular, the periodic high-frequency vibration loads generated during the rotation of the engine's piston-connecting rod-crankshaft, and the inertial impact loads generated by gear meshing during engine start-up and shutdown, cannot be effectively absorbed by the crankshaft drive gears and the power output mechanism, resulting in substantial vibrations in the transmission system. This vibration not only affects the engine's operational stability but may also adversely impact the aircraft's flight performance. Traditional vibration damping solutions often struggle to meet the damping requirements of high-speed engine operation and various states such as start-up and shutdown, and their complex structures make them unsuitable for application in space-constrained aircraft. The lack of a compact vibration damping mechanism in existing technologies that can effectively absorb multi-directional vibrations, adapt to different operating conditions, and is structurally sound severely restricts the application and development of inline piston engines in the aviation field. Therefore, existing technologies urgently need improvement to address these issues. Summary of the Invention

[0003] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a shock absorption mechanism for an inline piston engine, the engine and its aircraft.

[0004] To achieve the above objectives, this utility model provides the following technical solution: a damping mechanism for an inline piston engine, comprising a damping gear, wherein the damping gear is composed of multiple stacked thin-plate gears, friction plates are disposed between adjacent thin-plate gears, and disc springs are disposed between adjacent thin-plate gears and friction plates. All thin-plate gears, friction plates, and disc springs are coaxially arranged. Multiple mounting cavities penetrating the side of the damping gear are evenly arranged around the inner circumference of the damping gear, and each mounting cavity penetrates the corresponding positions of all thin-plate gears and friction plates. The mounting cavity is provided with damping springs along the circumferential direction, and the size of the mounting cavity corresponding to each damping spring is adapted to the corresponding damping spring. The damping gear is provided with an outer pressure plate covering all mounting cavities on the outer side of one of the outermost thin gears. The damping gear is provided with an inner bracket on the outer side of the other outermost thin gear. The inner bracket is coaxially matched with the center of the damping gear shaft hole and supports the damping gear and damping spring. The damping spring and damping gear are assembled into a whole by the inner bracket and the outer pressure plate through fastening bolts.

[0005] In some embodiments, the thin-plate gear, friction plate, inner support and outer pressure plate are each provided with multiple through holes that are uniformly arranged around and concentrically arranged in the circumferential direction, and each through hole is provided with a fastening bolt.

[0006] In some embodiments, a rubber sleeve is fitted onto the portion of the fastening bolt corresponding to the through hole, and the outer wall of the rubber sleeve abuts against the inner wall of the through hole.

[0007] In some embodiments, an internal spline is provided in the central hole of the inner bracket, and the inner bracket is keyed and fixed to the drive shaft of the power output mechanism.

[0008] In some embodiments, the damping springs are divided into two groups according to their shape, size, and stiffness coefficient. The first group of damping springs has no gap between its two ends and the two end walls of the mounting cavity, while the second group of damping springs has a gap between its two ends and the two end walls of the mounting cavity.

[0009] In some embodiments, the inner surfaces of the inner support and the outer pressure plate are symmetrically provided with mounting grooves that are consistent with the geometric center of the corresponding mounting cavity and whose shape and size match each other.

[0010] In some embodiments, the mounting slots on the inner bracket and the outer pressure plate are divided into two groups according to size, and are respectively matched to install the corresponding shock-absorbing springs. There is no gap between the first group of mounting slots and the end face of the corresponding shock-absorbing spring, while there is a gap between the second group of mounting slots and the end face of the corresponding shock-absorbing spring. Each pair of mounting slots on the inner bracket and the outer pressure plate, together with the corresponding mounting cavity, forms a sealed space for installing the shock-absorbing spring.

[0011] In some embodiments, the tooth body thickness of the thin-plate gear is greater than the wheel body thickness, the tooth body sides of adjacent thin-plate gears abut against each other, and the wheel body sidewalls of adjacent thin-plate gears form a gap for accommodating the disc spring and friction plate.

[0012] To achieve the above objectives, the present invention also provides the following technical solution: an engine equipped with the aforementioned shock absorption mechanism.

[0013] To achieve the above objectives, this utility model also provides the following technical solution: an aircraft equipped with the aforementioned engine.

[0014] Compared with the prior art, the beneficial effects of this utility model are: through the combination of shock-absorbing gears and shock-absorbing springs, the periodic high-frequency vibration load generated by the crankshaft connecting rod mechanism during high-speed engine operation can be effectively absorbed. At the same time, it can also effectively absorb the impact energy brought to the entire engine system during engine start-up and shutdown, especially during heavy load start-up or braking. The entire shock-absorbing structure is simple and compact, occupies a small space, and has the advantage of improving the space carrying capacity of aircraft.

[0015] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. The embodiments of this application will provide a detailed description and understanding of the application. Attached Figure Description

[0016] Figure 1 This is a structural diagram of the present invention;

[0017] Figure 2 This is a diagram of the internal structure of the present invention after the outer pressure plate has been removed;

[0018] Figure 3 This is an exploded view of the present invention;

[0019] Figure 4 This is a structural diagram of a shock-absorbing gear;

[0020] Figure 5 This is a sectional view of the shock-absorbing gear;

[0021] Figure 6 This is an exploded cross-sectional view of a shock-absorbing gear.

[0022] Figure 7 for Figure 6 Main view of the intermediate damping gear;

[0023] Figure 8 This is a structural diagram of a fastening screw;

[0024] Figure 9 This is a schematic diagram showing the connection between the damping gear and the crankshaft power output mechanism.

[0025] In the diagram: 1. Shock-absorbing gear; 2. Mounting cavity; 3. Shock-absorbing spring; 4. Inner bracket; 5. Fastening screw; 6. Outer pressure plate; 7. Mounting groove; 8. Spline; 9. Through hole; 10. Drive shaft; 11. Thin-plate gear; 12. Friction plate; 13. Disc spring; 14. Rubber sleeve; 15. Gear body; 16. Wheel body; 17. Accommodation clearance. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0027] In traditional inline piston engine crankshaft power output mechanisms, the gear meshing transmission system faces the dual effects of high-frequency vibration loads and inertial impact loads. When the engine is in its rated speed range, the periodic torsional vibration generated by the crankshaft rotation is directly transmitted to the power output shaft through rigidly connected transmission gears. However, during engine start-stop, the gear meshing surface experiences transient impact loads due to sudden changes in speed. This type of vibration energy cannot be effectively dissipated through damping mechanisms in existing integral gear structures, resulting in a wideband vibration response in the transmission system, directly affecting the stability of the power transmission link.

[0028] For example, in the power system of an unmanned aerial vehicle (UAV) using an inline four-cylinder piston engine, the crankshaft gear and the input gear of the propeller reducer form a rigid meshing transmission. When the engine operates in the 2000-3000 rpm range, the second-order inertial force generated by the crankshaft system induces periodic impact vibrations at a frequency of 66-100 Hz on the gear meshing surface. This high-frequency vibration is transmitted to the airframe structure through the gearbox housing, causing asymmetric vibration modes in the propeller shaft system. Simultaneously, the instantaneous impact acceleration generated at the gear meshing clearance during engine cold starts can reach 12g, leading to fretting wear on the reducer bearing housing.

[0029] If the above problems are not addressed, continuous high-cycle fatigue loads will lead to pitting failure on the gear teeth, accelerated expansion of radial clearance in the transmission shaft support bearings, and consequently, gear meshing phase misalignment. This vicious cycle will significantly reduce power transmission efficiency, causing propeller thrust fluctuations to exceed safety thresholds. More seriously, undamped vibration energy is transmitted to the flight control system through the airframe, potentially causing accumulated measurement errors in gyroscope sensors and directly affecting flight attitude control accuracy.

[0030] To address the aforementioned issues, this application first redesigns the vibration energy transmission path of the gear system, attempting to transform the integral gear structure into a split-type damping structure. Considering that traditional integral gears cannot form an effective damping interface, this study explores incorporating a stacked structure within the gear that allows for relative slippage, using a combination of friction plates and elastic elements to dissipate vibration energy. Simultaneously, to cope with load characteristics under different operating conditions, multiple sets of adjustable stiffness springs are arranged circumferentially around the gear, with some springs providing initial preload and others retaining buffer margin. By comparing the dynamic characteristics of the integral damping gear and the split-type composite structure, it is found that the stacked thin-plate gear combined with disc springs can effectively disperse high-frequency vibration energy, while the circumferentially arranged damping spring group can absorb impact loads of different amplitudes in stages. Ultimately, the thin-plate gear, friction plates, and disc springs are combined to form the main damping unit, which, together with the circumferential damping springs, forms a secondary damping system, thus constructing a multi-stage damping mechanism.

[0031] In this regard, such as Figures 1 to 9 As shown, this application proposes a damping mechanism for an inline piston engine, including a damping gear 1. The damping gear 1 is composed of multiple stacked thin-plate gears 11. Friction plates 12 are disposed between adjacent thin-plate gears 11, and disc springs 13 are disposed between adjacent thin-plate gears 11 and friction plates 12. All thin-plate gears 11, friction plates 12, and disc springs 13 are coaxially arranged. Multiple mounting cavities 2 are evenly arranged around the inner circumference of the damping gear 1, penetrating the side of the damping gear 1. Each mounting cavity 2 penetrates the corresponding position of all thin-plate gears 11 and friction plates 12. A damping spring 3 is provided in each cavity 2 along the circumferential direction, and the size of the mounting cavity 2 corresponding to each damping spring 3 is adapted to the corresponding damping spring 3. An outer pressure plate 6 is provided on the outer side of the outermost thin plate gear 11 of the damping gear 1 to cover all mounting cavities 2. An inner bracket 4 is provided on the outer side of the other outermost thin plate gear 11 of the damping gear 1. The inner bracket 4 is coaxially matched with the center of the shaft hole of the damping gear 1 and supports the damping gear 1 and the damping spring 3. The damping spring 3 and the damping gear 1 are assembled into a whole by the inner bracket 4 and the outer pressure plate 6 through fastening bolts.

[0032] The thin-plate gear assembly consists of multiple stacked thin-plate gears 11. Friction plates 12 and disc springs 13 are arranged between adjacent thin-plate gears 11. Specifically, the thin-plate gears 11 made of metal or composite materials can be stacked alternately. The preload of the friction plates 12 and disc springs 13 generates contact surface friction damping, dispersing vibration energy and reducing the amplitude transmitted to the transmission system. The mounting cavity 2 is uniformly arranged around the inner circumference of the damping gear 1 and runs through all the thin-plate gears 11 and friction plates 12. Specifically, it can adopt a cylindrical or rectangular cavity structure, with the cavity axis parallel to the gear axis. The uniform distribution achieves multi-directional vibration absorption and reduces local stress concentration. The damping spring 3 is set in the mounting cavity 2 and its size is adapted to the cavity. Specifically, it can be a helical spring or a wave spring. The two ends of the spring contact the cavity end wall or maintain a gap. The combination of springs with different stiffnesses matches the absorption requirements of high-frequency vibration and low-frequency impact. The outer pressure plate 6 and the inner bracket 4 cover both sides of the shock-absorbing gear 1 and are assembled into a whole by fastening bolts. Specifically, an annular metal pressure plate and a bracket structure with an inner spline 8 can be adopted. The axial stability of the stacked gear assembly is maintained by the bolt preload, while the shock-absorbing spring 3 is supported to avoid radial displacement.

[0033] The core innovation of this application lies in the composite damping structure of the laminated thin-plate gear 11, friction plate 12, and butterfly spring 13, combined with the modular layout of the circumferentially distributed shock-absorbing spring 3, to form a multi-stage shock absorption mechanism. At the same time, the rigid constraints of the outer pressure plate 6 and the inner bracket 4 are used to achieve compact assembly, effectively absorbing the high-frequency vibration of the crankshaft and the impact load of the gear in a limited space, thereby improving the smoothness of engine operation.

[0034] The working process and principle of this application are as follows: The damping gear 1 is composed of multiple stacked thin-plate gears 11. Friction plates 12 are arranged between adjacent thin-plate gears 11, and butterfly springs 13 are arranged between adjacent thin-plate gears 11 and friction plates 12. The thin-plate gears 11, friction plates 12, and butterfly springs 13 are arranged with coaxial central holes to form the main damping unit. Multiple mounting cavities 2 are evenly arranged around the inner circumference of the damping gear 1, penetrating the side of the damping gear 1. The mounting cavities 2 penetrate all corresponding positions of the thin-plate gears 11 and friction plates 12. A damping spring 3 is arranged circumferentially in each mounting cavity 2, and the size of the mounting cavity 2 is adapted to the damping spring 3. An outer pressure plate 6 is provided on one outer side of the damping gear 1 to cover all mounting cavities 2, and an inner bracket 4 is provided on the other outer side. The inner bracket 4 is coaxially matched with the center of the shaft hole of the damping gear 1, supporting the damping gear 1 and the damping spring 3. The damping spring 3 and the damping gear 1 are assembled into a whole by the inner bracket 4 and the outer pressure plate 6 through fastening bolts.

[0035] When the engine is running, the periodic torsional vibrations generated by the crankshaft rotation are transmitted through the damping gear 1. The friction plates 12 and the disc springs 13 between the thin-plate gears 11 form the main damping unit, absorbing high-frequency vibration energy through friction and elastic deformation. The damping springs 3 in the mounting cavity 2 serve as a secondary damping system, further absorbing impact loads of different amplitudes. The inner bracket 4 and the outer pressure plate 6 are assembled into a whole by fastening bolts, ensuring the structural stability of the damping gear 1.

[0036] This multi-stage damping mechanism effectively disperses high-frequency vibration energy and absorbs impact loads of different amplitudes in stages. The laminated structure of the thin-plate gear 11 increases the gear's flexibility and improves its vibration absorption capacity. The combination of the friction plate 12 and the disc spring 13 generates frictional damping and elastic damping, effectively dissipating vibration energy. The circumferentially arranged damping spring 3 can cope with the load characteristics under different working conditions, providing initial preload and buffer margin.

[0037] As a preferred embodiment, the solution of this application is specifically implemented as follows:

[0038] The damping gear 1 is composed of multiple thin-plate gears 11 stacked together. The thin-plate gears 11 are made of high-strength alloy steel, and their surfaces are heat-treated and precision-machined. Friction plates 12 are provided between adjacent thin-plate gears 11, and the friction plates 12 are made of wear-resistant composite material. A disc spring 13 is provided between adjacent thin-plate gears 11 and friction plates 12, and the disc spring 13 is made of elastic alloy material.

[0039] The thin-plate gear 11, friction plate 12, and disc spring 13 are all provided with coaxial central holes and aligned through the central axis. Multiple mounting cavities 2 are evenly arranged around the inner circumference of the damping gear 1, and the mounting cavities 2 penetrate the side of the damping gear 1 and all the thin-plate gears 11 and friction plates 12. A damping spring 3 is arranged circumferentially within each mounting cavity 2, and the damping spring 3 is made of a high-elasticity alloy material.

[0040] An outer pressure plate 6 is provided on one outer side of the shock-absorbing gear 1. The outer pressure plate 6 is made of high-strength lightweight alloy material and is used to cover all the mounting cavities 2. An inner bracket 4 is provided on the other outer side. The inner bracket 4 is also made of high-strength lightweight alloy material and is coaxially matched with the center of the shaft hole of the shock-absorbing gear 1 to support the shock-absorbing gear 1 and the shock-absorbing spring 3.

[0041] The damping spring 3 and the damping gear 1 are assembled into a whole by the inner bracket 4 and the outer pressure plate 6 through high-strength fastening bolts. The fastening bolts are made of aerospace-grade alloy material, which has high strength and fatigue resistance.

[0042] During assembly, the thin-plate gear 11, friction plate 12, and disc spring 13 are first stacked in sequence to form the main structure of the damping gear 1. Then, the damping spring 3 is installed into the mounting cavity 2. Next, the inner bracket 4 and the outer pressure plate 6 are installed on both sides of the damping gear 1. Finally, the entire structure is fastened into a whole using fastening bolts.

[0043] Through the above-described solution, this application effectively addresses the high-frequency vibration and impact load problems generated during the operation of inline piston engines. The multi-layered structure and multi-stage damping mechanism of the damping gear 1 significantly reduce the vibration amplitude of the transmission system and improve the engine's operational smoothness. Due to the adoption of a split-type damping structure, this solution can simultaneously meet the damping requirements of various states, including high-speed engine operation, start-up, and shutdown. Furthermore, this solution has a compact structure, making it easy to apply in space-constrained aircraft, thus enhancing the application potential of inline piston engines in fields such as unmanned aerial vehicles (UAVs).

[0044] like Figure 5-6 As shown, this application further proposes that the thickness of the tooth body portion 15 of the thin-plate gear 11 is greater than the thickness of the wheel body portion 16, the sides of the tooth body portions 15 between adjacent thin-plate gears 11 abut against each other, and the sidewalls of the wheel body portions 16 between adjacent thin-plate gears 11 form a receiving gap 17 for accommodating the disc spring 13 and the friction plate 12.

[0045] Among them, the tooth body 15 is the tooth on the rim of the thin-plate gear 11, and the wheel body 16 is the wheel body inside the thin-plate gear 11. The thickness of the tooth body 15 is set to be greater than the thickness of the wheel body 16, so that the side of the tooth body 15 is relative to the outer protruding ring of the wheel body 16. When two adjacent thin-plate gears 11 are assembled and engaged, the two tooth bodies 15 abut against each other, and a receiving gap 17 is formed between the two wheel bodies 16. The receiving gap 17 is used to install the disc spring 13 and the friction plate 12.

[0046] Through the above technical solution, this application achieves a reliable and stable connection between the components of the shock-absorbing gear 1, effectively preventing the overall structure from becoming unstable due to gaps between the upper tooth body parts 15 of the thin plate gear 11 after assembly, which would cause insufficient clamping force on the friction plate 12, the disc spring 13, or the shock-absorbing spring 3.

[0047] This application further proposes that the thin-plate gear 11, friction plate 12, inner bracket 4 and outer pressure plate 6 each have multiple through holes 9 evenly and concentrically arranged around the circumference, and each through hole 9 is provided with a fastening bolt.

[0048] Among them, the through holes 9 are distributed at equal angular intervals in the circumferential direction, and their number is an integer multiple of the number of mounting cavities 2; the diameter of the fastening bolts forms a clearance fit with the inner diameter of the through holes 9, and the bolt heads are respectively pressed onto the outer surfaces of the outer pressure plate 6 and the inner bracket 4; the axis of the through holes 9 is parallel to the center line of the shaft hole of the shock-absorbing gear 1, and all the through holes 9 form a continuous through channel after the multi-layer structure is stacked.

[0049] Specifically, by sequentially passing the fastening bolts through the corresponding through holes 9 of the outer pressure plate 6, the thin-plate gear set 11, the friction plate set 12, and the inner bracket 4, the multi-layer structure is rigidly constrained axially. When the engine is running, the clearance fit between the fastening bolts and the through holes 9 allows for slight radial deformation, avoiding stress concentration caused by rigid connections. The uniform distribution of the through holes 9 ensures that the bolt load is evenly transmitted along the circumference, preventing structural deformation caused by local overload. The bolt preload keeps the disc spring 13 at its designed compression, ensuring stable pressure between the friction plates 12, thereby maintaining the damping characteristics of the shock-absorbing gear 1. This structure, while ensuring assembly accuracy, absorbs high-frequency vibration energy through the fit between the bolts and the through holes 9, reducing the resonance risk of the power transmission system.

[0050] As a preferred embodiment, the solution of this application is implemented as follows: The thin-plate gear 11, friction plate 12, inner support 4, and outer pressure plate 6 each have multiple through holes 9 evenly and concentrically arranged around their circumference, and a fastening bolt is inserted into each through hole 9. Specifically, the thin-plate gear 11, friction plate 12, inner support 4, and outer pressure plate 6 each have eight through holes 9, which are evenly distributed circumferentially on each component. The diameter of the through holes 9 is 10 mm, and the diameter of the fastening bolt is 9.5 mm. The fastening bolt is made of high-strength alloy steel, and the bolt length is selected according to the thickness of the shock-absorbing gear 1 to ensure that the bolt can completely penetrate all components and be effectively fixed.

[0051] Through the above technical solution, this application achieves reliable connection and fixation of all components of the vibration damping gear 1. This improves the overall structural stability of the vibration damping gear 1 and effectively prevents relative displacement of the components under high-speed rotation and vibration conditions. Furthermore, the uniform distribution of force is achieved through multiple evenly distributed through holes 9 and fastening bolts, avoiding localized stress concentration and improving the service life and reliability of the vibration damping gear 1. At the same time, this design also facilitates the assembly and maintenance of the vibration damping gear 1, improving the product's practicality and maintainability.

[0052] This application further proposes that a rubber sleeve 14 be fitted onto the fastening bolt portion inside the through hole 9, with the outer wall of the rubber sleeve 14 abutting against the inner wall of the through hole 9.

[0053] The rubber sleeve 14 is made of elastic material, with its inner diameter matching the outer diameter of the fastening bolt and its outer diameter matching the inner diameter of the through hole 9. The sleeve length covers the entire stroke of the bolt section inside the through hole 9, and both ends of the sleeve are flush with the end faces of the inner bracket 4 or the outer pressure plate 6, respectively. The outer wall of the sleeve forms an interference fit with the inner wall of the through hole 9, and the inner wall of the sleeve forms a clearance fit with the bolt shank.

[0054] Specifically, when the engine vibrates during operation, the relative movement between the fastening bolt and the through hole 9 is elastically absorbed by the rubber sleeve 14. The interference fit between the outer wall of the sleeve and the inner wall of the through hole 9 generates radial damping, suppressing the lateral displacement of the bolt shank; the clearance fit between the inner wall of the sleeve and the bolt shank allows for slight axial displacement, avoiding rigid constraints. The sleeve covers the entire length of the through hole 9, forming a continuous damping interface to prevent local stress concentration. This structure effectively isolates the vibration transmission path while maintaining the bolt preload, improving the durability and operational stability of the damping mechanism, and preventing hard contact between the bolt shank and the inner wall of the through hole 9.

[0055] As a preferred embodiment, the solution of this application is implemented as follows: A rubber sleeve 14 is fitted onto the portion of the fastening bolt corresponding to the through hole 9. The outer wall of the rubber sleeve 14 abuts against the inner wall of the through hole 9. The rubber sleeve 14 is made of natural rubber material with a hardness of 60-70 Shore A. The length of the rubber sleeve 14 is equal to the length of the through hole 9, and its diameter is slightly larger than the inner diameter of the through hole 9 to ensure a tight fit with the inner wall of the through hole 9. The diameter of the fastening bolt is slightly smaller than the inner diameter of the rubber sleeve 14 to facilitate installation. During installation, the rubber sleeve 14 is first pressed into the through hole 9, and then the fastening bolt is passed through the rubber sleeve 14.

[0056] Through the above technical solution, this application achieves buffering and vibration reduction between the fastening bolt and the through hole 9. The elastic deformation capacity of the rubber sleeve 14 absorbs the vibration and impact between the fastening bolt and the through hole 9, reducing friction and hard contact between the bolt and the through hole 9, and extending the service life of the bolt and the through hole 9. At the same time, the rubber sleeve 14 also plays a sealing role, preventing dust and impurities from entering the interior of the through hole 9. In addition, the presence of the rubber sleeve 14 makes the installation and removal of the fastening bolt more convenient, improving maintenance efficiency.

[0057] This application further proposes that an internal spline 8 be provided in the center hole of the inner bracket 4, and the inner bracket 4 and the drive shaft 10 of the power output mechanism are connected and fixed by a key.

[0058] The internal spline 8 has a clearance fit with the external spline 8 of the drive shaft 10, and the axial length of the spline 8 teeth is the same as the thickness of the inner support 4. A preset gap is maintained between the tooth tip surface of the internal spline 8 and the tooth root surface of the external spline 8 of the drive shaft 10, allowing for radial displacement at the micrometer level. The tooth flank surface of the internal spline 8 is nitrided, and the surface hardness reaches HRC60 or higher. The inner support 4 is connected and installed at the end of the drive shaft 10 via the spline 8. The end of the drive shaft 10 is machined with an external spline 8 structure that matches the internal spline 8, and the tooth width of the external spline 8 is 0.05-0.1 mm smaller than that of the internal spline 8.

[0059] Specifically, the inner spline 8 and the outer spline 8 of the drive shaft 10 are fitted with an intermediate fit tolerance grade of IT7, and are pressed into place using hydraulic tools during assembly. During engine operation, the inner bracket 4 transmits torque through the side contact of the spline 8 teeth, and the tooth tip clearance absorbs the radial runout of the drive shaft 10. When the engine starts or stops, the spline 8 connection restricts the circumferential displacement between the inner bracket 4 and the drive shaft 10, preventing loosening of the connection due to inertial impact. The nitrided layer of the spline 8 teeth reduces wear on the meshing surfaces and extends service life. The coaxiality of the inner bracket 4 and the drive shaft 10 is automatically corrected through the spline 8 fit, ensuring the concentric rotation of the damping gear 1.

[0060] As a preferred embodiment, the solution of this application is implemented as follows: An internal spline 8 is provided in the central hole of the inner bracket 4, and the inner bracket 4 and the drive shaft 10 of the power output mechanism are fixed by a key connection. The central hole of the inner bracket 4 can be machined into an internal spline 8 structure, for example, a spur spline 8 or a helical spline 8. The outer surface of the drive shaft 10 of the power output mechanism is correspondingly machined into an external spline 8 structure that matches the internal spline 8 in the central hole of the inner bracket 4. During installation, the drive shaft 10 is inserted into the central hole of the inner bracket 4, so that the spline 8 structures of the two mesh with each other, thereby forming a reliable key connection. This connection method can transmit a large torque while ensuring the coaxiality between the inner bracket 4 and the drive shaft 10.

[0061] Through the above technical solution, this application achieves a reliable connection between the inner support 4 and the drive shaft 10 of the power output mechanism. The keyed connection structure enhances the connection strength between the inner support 4 and the drive shaft 10, effectively preventing relative slippage or separation during high-speed rotation. Simultaneously, the use of the spline 8 structure improves the efficiency of power transmission and reduces energy loss during transmission. Furthermore, this connection method facilitates disassembly and maintenance, which helps to improve the service life and reliability of the entire shock absorption mechanism.

[0062] This application further proposes that the damping springs 3 are divided into two groups according to their shape, size and stiffness coefficient. The first group of damping springs 3 has no gap between its two ends and the two end walls of the mounting cavity 2, while the second group of damping springs 3 has a gap between its two ends and the two end walls of the mounting cavity 2.

[0063] The first set of damping springs 3 has a higher stiffness coefficient than the second set, and its length matches the axial dimension of the mounting cavity 2, forming a pre-compressed state. The axial length of the second set of damping springs 3 is less than the axial dimension of the mounting cavity 2, allowing the springs to generate axial displacement within the gap range. A limiting structure is formed at the end of the mounting cavity 2. The end face of the first set of springs directly contacts the end wall of the mounting cavity 2, while a buffer gap of 0.5-2mm is maintained between the end face of the second set of springs and the end wall of the mounting cavity 2. The two sets of springs are arranged alternately in the circumferential direction to cover vibration loads of different frequency ranges.

[0064] Specifically, during normal engine operation, the first set of damping springs 3 absorbs high-frequency vibration energy through its high stiffness, and its gapless structure ensures the continuity of the vibration transmission path. During engine start-stop, the second set of damping springs 3 allows for axial compression deformation through gaps, using its low stiffness to buffer inertial impact loads. When the impact force exceeds a preset threshold, the gaps in the second set of springs close, triggering a two-stage damping mechanism. The geometry of the mounting cavity 2 forms an interference fit with the outer diameter of the spring to prevent radial displacement of the spring. Through the stiffness difference and gap fit between the two sets of springs, selective dissipation of vibration energy under different operating conditions is achieved, while avoiding the problem of an excessively narrow damping frequency band caused by a single spring parameter.

[0065] As a preferred embodiment, the solution of this application is implemented as follows: The damping springs 3 are divided into two groups according to their shape, size, and stiffness coefficient. There is no gap between the two ends of the first group of damping springs 3 and the two end walls of the mounting cavity 2. A gap is provided between the two ends of the second group of damping springs 3 and the two end walls of the mounting cavity 2. Specifically, the first group of damping springs 3 can be compression springs with a diameter of 10mm, a free length of 30mm, and a wire diameter of 1mm, with both ends directly contacting the end walls of the mounting cavity 2. The second group of damping springs 3 can be compression springs with a diameter of 8mm, a free length of 25mm, and a wire diameter of 0.8mm, with a 2mm gap between its two ends and the end walls of the mounting cavity 2. Therefore, when the damping gear 1 is subjected to different degrees of impact, the two groups of springs can function sequentially to achieve graded damping.

[0066] Through the above technical solution, this application can provide effective vibration reduction under various operating conditions such as high-speed engine operation and start-up / stop. The first set of damping springs 3 continuously provides vibration reduction during normal operation, while the second set of damping springs 3 activates when encountering a larger impact, further enhancing the vibration reduction effect. This graded vibration reduction mechanism can adapt to different levels of vibration, effectively reducing the vibration of the transmission system and improving the smoothness of engine operation. At the same time, this solution has a simple structure, is easy to apply on space-constrained aircraft, and can significantly improve flight performance.

[0067] This application further proposes that each of the inner support 4 and the outer pressure plate 6 has symmetrically arranged mounting grooves 7 on its inner surface corresponding to each mounting cavity 2, with the grooves 7 having the same geometric center as the corresponding mounting cavity 2 and matching each other in shape and size. The mounting grooves 7 are divided into two groups according to size, each matching a corresponding damping spring 3. There is no gap between the first group of mounting grooves 7 and the end face of the corresponding damping spring 3, while a gap is provided between the second group of mounting grooves 7 and the end face of the corresponding damping spring 3. Each pair of mounting grooves 7 on the inner support 4 and the outer pressure plate 6, together with the corresponding mounting cavity 2, forms a sealed space for mounting the damping spring 3.

[0068] The geometric center of the mounting groove 7 coincides with the central axis of the mounting cavity 2, ensuring uniform force on the damping spring 3. The depth of the first set of mounting grooves 7 is equal to the thickness of the corresponding end of the damping spring 3, forming a zero-clearance fit. The depth of the second set of mounting grooves 7 is 0.3-0.5 mm greater than the thickness of the corresponding end of the damping spring 3, forming a predetermined clearance. The contour shape of the mounting groove 7 is consistent with the end face shape of the damping spring 3, for example, a circular groove is used to match the annular end face of the helical spring. The sealed space is formed by the sidewalls of the mounting cavity 2 and the sidewalls of the mounting groove 7, and its axial length is 1-2 mm shorter than the length of the damping spring 3 in its free state.

[0069] Specifically, during assembly, the first set of damping springs 3 is pressed into the corresponding mounting groove 7, with its end face fully contacting the bottom of the groove for rigid fixation. After the second set of damping springs 3 is installed in the mounting groove 7, a 0.3 mm gap is maintained between the end face and the bottom of the groove, allowing the spring to undergo axial deformation during vibration. When the engine is running, the first set of springs mainly absorbs high-frequency vibrations, while the second set of springs buffers low-frequency impacts through the deformation allowance of the gap. The sealed space formed by the mounting groove 7 and the mounting cavity 2 restricts the radial displacement of the springs, preventing friction between the springs and the sidewalls of the cavity. The mounting grooves 7 of the inner bracket 4 and the outer pressure plate 6 are rigidly connected to the damping gear 1 through bolt preload, ensuring that the installation position accuracy of each set of springs is controlled within ±0.05 mm.

[0070] As a preferred embodiment, the solution of this application is implemented as follows: On the inner surfaces of both the inner bracket 4 and the outer pressure plate 6, symmetrical mounting grooves 7 are provided at each mounting cavity 2, corresponding to the geometric center of the corresponding mounting cavity 2 and matching in shape and size. Specifically, multiple circular grooves are machined on the inner surfaces of the inner bracket 4 and the outer pressure plate 6, and these grooves correspond one-to-one with the mounting cavities 2 in the radial direction. The diameter of the groove is equal to the diameter of the mounting cavity 2, and the depth is 2-3 mm. The center of the groove is on the same radial line as the center of the corresponding mounting cavity 2. Thus, each mounting groove 7 and the corresponding mounting cavity 2 form a closed space for accommodating the shock-absorbing spring 3.

[0071] Through the above technical solution, this application achieves stable installation of the damping spring 3. The enclosed space formed by the mounting groove 7 and the mounting cavity 2 prevents the damping spring 3 from shifting or falling off during operation, ensuring the reliability and durability of the damping mechanism. Simultaneously, the mounting groove 7 increases the contact area between the damping spring 3 and the inner support 4 and the outer pressure plate 6, which is beneficial for the transmission and dispersion of damping force, further improving the damping effect. Furthermore, the symmetrical arrangement of the mounting groove 7 ensures a uniform distribution of damping force, avoids localized stress concentration, and extends the service life of the damping mechanism.

[0072] This application further proposes that the mounting slots 7 on the inner bracket 4 and the outer pressure plate 6 are divided into two groups according to their size, and are respectively matched to install the corresponding shock-absorbing springs 3. There is no gap between the first group of mounting slots 7 and the end face of the corresponding shock-absorbing spring 3, while there is a gap between the second group of mounting slots 7 and the end face of the corresponding shock-absorbing spring 3. Each pair of mounting slots 7 on the inner bracket 4 and the outer pressure plate 6 together with the corresponding mounting cavity 2 forms a sealed space for installing the shock-absorbing spring 3.

[0073] The mounting grooves 7 are divided into two groups. The depth and width of the first group of mounting grooves 7 match the end face dimensions of the first group of damping springs 3, and the depth and width of the second group of mounting grooves 7 match the end face dimensions of the second group of damping springs 3. The geometric center of the mounting grooves 7 coincides with the geometric center of the mounting cavity 2, and the sidewalls of the mounting grooves 7 form surface contact with the outer contour of the end of the damping springs 3. The bottom surface of the first group of mounting grooves 7 is completely fitted with the end face of the damping springs 3, while a gap of 0.5-1.2mm is maintained between the bottom surface of the second group of mounting grooves 7 and the end face of the damping springs 3. The opening edge of the mounting groove 7 and the opening edge of the mounting cavity 2 are transitioned by a chamfer, and the sealed space is formed by the continuous connection of the inner wall surface of the mounting groove 7 and the inner wall surface of the mounting cavity 2.

[0074] Specifically, during assembly, the first set of damping springs 3 is pressed into the first set of mounting slots 7, with its end face directly contacting the bottom surface of the mounting slot 7, and fixed through an interference fit. After the second set of damping springs 3 is installed into the second set of mounting slots 7, a buffer gap is formed between its end face and the bottom surface of the mounting slot 7. When the engine is running, the first set of damping springs 3 transmits high-frequency vibrations through rigid contact, while the second set of damping springs 3 absorbs low-frequency impacts using the gap. The sealed space formed by the mounting slots 7 and the mounting cavity 2 restricts the radial displacement of the damping springs 3, preventing the springs from deflecting during vibration. The grouped design of the mounting slots 7 allows damping springs 3 of different stiffnesses to obtain corresponding mounting positioning references, ensuring that the preload of each set of springs is evenly distributed.

[0075] As a preferred embodiment, the solution of this application is implemented as follows: The mounting slots 7 on the inner bracket 4 and the outer pressure plate 6 are divided into two groups according to their size, and are respectively matched to install the corresponding shock-absorbing springs 3. There is no gap between the first group of mounting slots 7 and the end face of the corresponding shock-absorbing spring 3, while there is a gap between the second group of mounting slots 7 and the end face of the corresponding shock-absorbing spring 3. Each pair of mounting slots 7 on the inner bracket 4 and the outer pressure plate 6, together with the corresponding mounting slots, forms a sealed space for installing the shock-absorbing spring 3.

[0076] Specifically, multiple mounting slots 7, such as eight, can be provided on the inner bracket 4 and the outer pressure plate 6. Four mounting slots 7 form the first group, and the other four form the second group. The depth of the first group of mounting slots 7 is the same as the height of the corresponding damping spring 3, ensuring a tight fit between the end face of the damping spring 3 and the bottom surface of the mounting slot 7. The depth of the second group of mounting slots 7 is slightly greater than the height of the corresponding damping spring 3, leaving a certain gap, for example, 0.5-1mm, between the end face of the damping spring 3 and the bottom surface of the mounting slot 7.

[0077] During installation, the damping springs 3 are placed into their corresponding mounting slots 7, and then the inner bracket 4 and the outer pressure plate 6 are installed on both sides of the damping gear 1, aligning the mounting slots 7 with the mounting plates. Thus, each damping spring 3 is enclosed within the sealed space formed by the mounting slots 7 and the mounting plates, effectively preventing the damping springs 3 from falling off or shifting.

[0078] Through the above technical solution, this application achieves graded vibration reduction under different operating conditions. The damping springs 3 in the first set of mounting slots 7 can quickly respond to small vibrations, providing basic vibration reduction. The damping springs 3 in the second set of mounting slots 7 function when larger vibrations occur, further enhancing the vibration reduction effect. Simultaneously, the sealed mounting structure ensures the stability and reliability of the vibration damping components, extending their service life. Furthermore, the structure is simple in design, easy to assemble and maintain, and suitable for space-constrained aircraft applications.

[0079] This application further proposes an engine equipped with a shock absorption mechanism.

[0080] The damping mechanism assembles the damping gear 1 and the damping spring 3 into a whole through the inner bracket 4 and the outer pressure plate 6. The inner bracket 4 is connected and fixed to the drive shaft 10 by the inner spline 8 of the central hole. The outer pressure plate 6 covers the mounting cavity 2. The inner surfaces of the inner bracket 4 and the outer pressure plate 6 are provided with mounting grooves 7 that are consistent with the geometric center of the mounting cavity 2. The mounting grooves 7 are divided into two groups, which are matched with damping springs 3 with and without gaps, respectively. The mounting grooves 7 and the mounting cavity 2 together form a sealed space.

[0081] Specifically, during engine operation, the thin-plate gear 11 of the damping gear 1 and the friction plate 12 generate damping through the disc spring 13, absorbing the inertial impact generated by gear meshing. The damping springs 3 in the mounting cavity 2 are divided into two groups according to their stiffness coefficients. The first group of damping springs 3 is installed without gaps in the mounting groove 7, directly transmitting and buffering high-frequency vibrations. The second group of damping springs 3 retains gaps in the mounting groove 7, allowing elastic deformation to absorb the instantaneous impact load during start-up and shutdown. The inner bracket 4 and the outer pressure plate 6 are fixed to the damping mechanism on the drive shaft 10 by fastening bolts. The rubber sleeve 14 isolates the vibration transmission between the bolts and the through hole 9. The keyed connection of the inner bracket 4 ensures the coaxiality of power transmission, and the sealed structure of the outer pressure plate 6 prevents the damping components from shifting during high-speed operation. Through the synergistic effect of the damping gear 1 and the damping springs 3, the different vibration modes generated by the engine during high-speed operation, start-up, and shutdown are suppressed in layers. At the same time, the overall structure achieves a compact layout through coaxial assembly, adapting to the space constraints of the aircraft.

[0082] As a preferred embodiment, the solution of this application is implemented as follows: A damping gear 1 assembly is assembled at the end of the engine crankshaft. This assembly is rigidly connected to the crankshaft through the spline 8 structure of the inner bracket 4. The outer pressure plate 6 is axially locked to the inner bracket 4 by eight sets of M10 high-strength bolts, pressing and fixing the main body of the damping gear 1, which consists of multi-layer thin-plate gears 11 and friction plates 12. Twelve rectangular mounting cavities 2 distributed circumferentially on the damping gear 1 are each equipped with a cylindrical helical spring with a diameter of 8mm. Six springs are in a pre-compressed state in the mounting cavity 2, while the other six springs have a 0.5mm clearance at both ends. The inner bracket 4 and the outer pressure plate 6 are respectively machined with annular positioning grooves with a depth of 3mm, which, together with the mounting cavity 2 of the damping gear 1, form a closed spring accommodating space.

[0083] Through the above technical solution, the engine can effectively suppress the torsional vibration of the crankshaft output during operation. The preloaded spring assembly absorbs high-frequency vibration energy, while the gapped spring assembly buffers the inertial impact during start-stop. The multi-layer thin-plate gear 11 structure dissipates vibration energy through the damping effect between the friction plates 12. The overall structure achieves multi-condition adaptive vibration reduction while maintaining power transmission rigidity. This integrated design reduces the axial dimension of the engine by approximately 15% compared to traditional vibration reduction solutions, making it particularly suitable for the space constraints of aircraft power compartments.

[0084] This application further proposes an aircraft equipped with an engine, the engine including a shock-absorbing mechanism, the shock-absorbing mechanism including a shock-absorbing gear 1 composed of a multi-layer thin plate gear 11, a friction plate 12 and a disc spring 13, the shock-absorbing gear 1 having an internal mounting cavity 2 and a shock-absorbing spring 3, the shock-absorbing gear 1 and the shock-absorbing spring 3 being fixed as a whole by an inner bracket 4 and an outer pressure plate 6.

[0085] The aircraft is equipped with an engine with a shock-absorbing mechanism. The inner bracket 4 of the shock-absorbing mechanism is connected to the engine drive shaft 10 via a spline 8. The shock-absorbing spring 3 is divided into two groups. The first group of springs has no gap between its two ends and the mounting cavity 2, while the second group of springs has a gap between its two ends and the mounting cavity 2. The inner bracket 4 and the outer pressure plate 6 are provided with mounting grooves 7 corresponding to the mounting cavity 2, forming a sealed space to fix the shock-absorbing spring 3.

[0086] Specifically, when the engine starts or stops, the thin-plate gear 11 of the damping gear 1 and the friction plate 12 are damped by the disc spring 13, absorbing the gear meshing impact. When the engine is running, the first set of damping springs 3 directly transmits high-frequency vibrations, while the second set of damping springs 3 buffers low-frequency inertial loads through gaps. The mounting slots 7 of the inner bracket 4 and the outer pressure plate 6 mate with the end faces of the damping springs 3, ensuring that the springs are directionally compressed within the sealed space, avoiding lateral displacement. Through the synergistic effect of the multi-stage damping structure, the vibration energy of the engine under different operating conditions is absorbed step by step, reducing the vibration amplitude transmitted to the aircraft fuselage, while maintaining a compact overall structure to meet the space constraints of the aircraft.

[0087] As a preferred embodiment, the solution of this application is implemented as follows: An engine containing a shock-absorbing mechanism is fixedly installed inside the engine compartment of the aircraft. The shock-absorbing gear 1 is rigidly connected to the drive shaft 10 through the internal spline 8. The outer pressure plate 6 and the inner bracket 4 are pressed together as an integral structure by fastening bolts in the through hole 9. The shock-absorbing spring 3 is enclosed in the sealed space formed by the mounting cavity 2 and the mounting groove 7. The two ends of the first set of shock-absorbing springs 3 have no gap with the end wall of the mounting cavity 2, while the two ends of the second set of shock-absorbing springs 3 retain a movable gap. When the engine is running, the periodic vibration output by the crankshaft is attenuated by the damping effect of the interlayer friction plate 12 of the thin-plate gear 11 and the disc spring 13. The inertial impact load is absorbed in segments by the shock-absorbing springs 3 with different stiffnesses. The gap of the second set of shock-absorbing springs 3 allows it to compress and deform under low-frequency, large-amplitude conditions.

[0088] Through the above technical solution, this application effectively suppresses the combined vibration load generated by the inline piston engine during high-speed rotation and start-stop, solving the problem that traditional damping structures cannot simultaneously absorb high-frequency vibration and impact loads. The interlayer damping effect of the thin-plate gear 11 and the friction plate 12 reduces high-frequency vibration energy, and the combined design of the two sets of damping springs 3 achieves wide-frequency vibration attenuation. The sealed installation structure forms multiple damping paths within a limited space, thereby improving the operational stability of the aircraft's power system and preventing vibration from being transmitted to the aircraft body through the drive shaft 10.

[0089] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

[0090] Although embodiments of this application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A damping mechanism for an inline piston engine, characterized in that: The device includes a damping gear (1), which is composed of multiple stacked thin-plate gears (11). Friction plates (12) are arranged between adjacent thin-plate gears (11), and a butterfly spring (13) is arranged between adjacent thin-plate gears (11) and friction plates (12). All thin-plate gears (11), friction plates (12), and butterfly springs (13) are coaxially arranged. Multiple mounting cavities (2) are evenly arranged around the inner circumference of the damping gear (1), penetrating the side of the damping gear (1). The mounting cavities (2) all penetrate the corresponding positions of all thin-plate gears (11) and friction plates (12). Each mounting cavity (2) is provided with a damping device along the circumferential direction. Spring (3), and the size of the mounting cavity (2) corresponding to each shock absorber spring (3) is adapted to the corresponding shock absorber spring (3). The shock absorber gear (1) is provided with an outer pressure plate (6) covering all mounting cavities (2) on the outer side of one of the outermost thin plate gears (11). The shock absorber gear (1) is provided with an inner bracket (4) on the outer side of the other outermost thin plate gear (11). The inner bracket (4) is coaxially matched with the center of the shaft hole of the shock absorber gear (1) and supports the shock absorber gear (1) and the shock absorber spring (3). The shock absorber spring (3) and the shock absorber gear (1) are assembled into a whole by the inner bracket (4) and the outer pressure plate (6) through fastening bolts.

2. The damping mechanism for an inline piston engine according to claim 1, characterized in that: The thin-plate gear (11), friction plate (12), inner bracket (4) and outer pressure plate (6) are each uniformly and concentrically arranged with multiple through holes (9) along the circumferential direction, and each through hole (9) is provided with a fastening bolt.

3. The damping mechanism for an inline piston engine according to claim 2, characterized in that: A rubber sleeve (14) is fitted onto the portion of the fastening bolt corresponding to the through hole (9), and the outer wall of the rubber sleeve (14) abuts against the inner wall of the through hole (9).

4. The damping mechanism for an inline piston engine according to claim 1, characterized in that: An internal spline (8) is provided in the center hole of the inner bracket (4), and the inner bracket (4) is connected and fixed to the drive shaft (10) of the power output mechanism by a key.

5. The damping mechanism for an inline piston engine according to claim 1, characterized in that: The damping springs (3) are divided into two groups according to their shape, size and stiffness coefficient. The first group of damping springs (3) has no gap between its two ends and the two end walls of the mounting cavity (2), while the second group of damping springs (3) has a gap between its two ends and the two end walls of the mounting cavity (2).

6. The damping mechanism for an inline piston engine according to claim 5, characterized in that: On the inner surface of the inner bracket (4) and the outer pressure plate (6), there are symmetrical mounting grooves (7) that are consistent with the geometric center of the corresponding mounting cavity (2) and match each other in shape and size.

7. The damping mechanism for an inline piston engine according to claim 6, characterized in that: The mounting slots (7) on the inner bracket (4) and the outer pressure plate (6) are divided into two groups according to their size, and are respectively matched to install the corresponding shock-absorbing springs (3). There is no gap between the first group of mounting slots (7) and the end face of the corresponding shock-absorbing springs (3), and there is a gap between the second group of mounting slots (7) and the end face of the corresponding shock-absorbing springs (3). Each pair of mounting slots (7) on the inner bracket (4) and the outer pressure plate (6) together with the corresponding mounting cavity (2) form a sealed space for installing the shock-absorbing springs (3).

8. The damping mechanism for an inline piston engine according to claim 1, characterized in that: The tooth body (15) of the thin-plate gear (11) is thicker than the wheel body (16). The sides of the tooth body (15) of adjacent thin-plate gears (11) abut against each other, and the sidewalls of the wheel body (16) of adjacent thin-plate gears (11) form a gap for accommodating the disc spring (13) and the friction plate (12).

9. An engine, characterized in that: It is equipped with a shock-absorbing mechanism according to any one of claims 1-8.

10. An aircraft, characterized in that, It is equipped with the engine as described in claim 9.

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