A vibration damping structure for a small two-stroke engine test bench

Abstract

This utility model discloses a vibration damping structure for a small two-stroke engine test bench. A first mounting plate has first through holes extending through its thickness at each of its four corners, symmetrical about the longitudinal and transverse centerlines of the first mounting plate. Corresponding to each first through hole, a first groove is recessed on its right side, communicating with the first through hole. Four mounting posts are vertically protruding from the left side, centrally symmetrical about their geometric center. The projections of the mounting posts on the left side are offset from the projections of the first through holes. A first rubber damping pad is T-shaped, with a second through hole in the middle, the smaller end protruding from the first through hole, and the larger end close to the left side of the first mounting plate. Four second rubber damping pads are located within the first grooves, their height exceeding the depth of the first groove. A third through hole is located in the middle of each second rubber damping pad, through which the smaller end is partially fitted. A fixing plate is located on the left side of the first mounting plate for connecting the test bench. An engine mounting plate is located on the right side of the first mounting plate, with fourth through holes at each of its four corners corresponding to the second through holes.

Description

Technical Field

[0001] This utility model relates to the field of testing bench technology, and in particular to a vibration damping structure for a small two-stroke engine testing bench. Background Technology

[0002] In the field of small power machinery, small two-stroke engines are widely used due to their compact structure, high power density, and fast response speed. The operating characteristics of these engines dictate that their speeds are generally high during operation, especially under full load or during shifts in operating conditions. The reciprocating motion of the engine block and the rotation of the crankshaft generate high-frequency vibrations exceeding 100Hz. If this high-frequency vibration is not effectively controlled, it will be directly transmitted to the main body of the test bench through the rigid connection between the engine and the test bench, easily causing resonance in the test bench structure, leading to loosening of the test bench frame bolts, wear of support components, and shortening the overall service life of the test bench. It will also interfere with the engine performance testing process. When the vibration is transmitted to test sensors (such as speed sensors and fuel consumption sensors), it will cause deviations in the data collected by the sensors, affecting the accurate assessment of core parameters such as engine power, fuel consumption rate, and emission standards. Furthermore, the noise accompanying the high-frequency vibration can damage the operating environment and adversely affect the physical and mental health of operators. Therefore, to ensure the stable operation of the small two-stroke engine test bench, the accuracy of test data, and operational safety, the test bench design must specifically incorporate a vibration damping structure to absorb and dissipate vibration energy through damping elements, blocking the vibration transmission path.

[0003] Currently, the commonly used vibration damping solutions for small engine test benches mostly use spring dampers as the core damping element. Although these dampers have the characteristics of simple structure and strong load-bearing capacity, and can play a certain buffering role in low- and medium-frequency vibration scenarios (below 50Hz), their vibration damping effect is significantly limited for the high-frequency vibration (above 100Hz) unique to small two-stroke engines: the damping coefficient of the spring is low, making it difficult to quickly absorb high-frequency vibration energy, and most of the vibration will still be transmitted to the test bench through the spring, failing to effectively suppress high-frequency resonance; moreover, spring dampers are expensive to manufacture, and the spring pre-compression and installation angle need to be precisely adjusted during installation. If the pre-compression is not properly controlled, it may actually aggravate the vibration transmission. Furthermore, the existing vibration damping element arrangement design of test benches often has rationality defects. Most solutions do not fully consider the engine's center of gravity distribution, simply installing the vibration damping elements symmetrically at the four corners of the test bench without ensuring that the force center of the vibration damping elements coincides with the engine's center of gravity. This results in uneven force on the vibration damping elements during engine operation, with some elements being overloaded and compressed while others are underloaded. This not only further weakens the vibration damping effect but also easily causes the test bench to tilt and even generate additional torque vibration, causing deformation at the connection between the test bench and the engine. In severe cases, it may affect the normal operation of the engine. At the same time, traditional spring dampers do not have sound insulation functions and cannot block the vibration noise generated by engine operation, making it difficult to meet the testing scenarios with clear noise control requirements.

[0004] The above background information is provided only to aid in understanding the concept and technical solution of this utility model. It does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above information was disclosed on the filing date of this patent application, the above background information should not be used to evaluate the novelty and inventiveness of this application. Utility Model Content

[0005] The purpose of this utility model is to propose a vibration reduction structure for a small two-stroke engine bench, which adopts a dual damping cooperative structure by using a "T"-shaped first rubber damping pad and an embedded second rubber damping pad.

[0006] Therefore, this utility model proposes a vibration reduction structure for a small two-stroke engine test bench.

[0007] Preferably, the present invention may also have the following technical features:

[0008] A vibration damping structure for a small two-stroke engine bench includes four first rubber damping pads, four second rubber damping pads, a fixing plate, a first mounting plate, and an engine mounting plate.

[0009] The first mounting plate has a left side and a right side facing each other. Four through holes are provided at its four corners along the thickness direction. The four through holes are symmetrical about the longitudinal and transverse center lines of the first mounting plate, respectively. Corresponding to each through hole, a first groove is recessed on its right side, and the first groove communicates with the through hole. Four mounting posts are vertically protruding on the left side. The four mounting posts are centrally symmetrical about their geometric center, and the projection of the mounting posts on the left side is offset from the projection of the first through hole.

[0010] The four first rubber shock absorbers are in a "T" shape, with a second through hole in the middle. The small end of the first rubber shock absorber passes through the first through hole, and the large end of the first rubber shock absorber is close to the left side of the first mounting plate.

[0011] Four second rubber shock absorbers are placed in the first groove and their height is higher than the depth of the first groove. A third through hole is provided in the middle of the second rubber shock absorber, and the small end of the first rubber shock absorber is sleeved through the third through hole.

[0012] A fixing plate is located on the left side of the first mounting plate and is used to connect the platform;

[0013] The engine mounting plate is located on the right side of the first mounting plate, and the fourth through hole is provided at each of the four corners corresponding to the second through hole.

[0014] Preferably, the device further includes a threaded sleeve disposed within the second through hole, wherein the inner ring of the threaded sleeve is clearance-fitted with the locking bolt, and the outer ring of the threaded sleeve is clearance-fitted with the second through hole.

[0015] Preferably, it further includes a second mounting plate, which is a circular thin sheet. The second mounting plate has a fifth through hole in the middle, and the second mounting plate is provided on the left end face of the first rubber shock absorber and the right end face of the second rubber shock absorber.

[0016] Preferably, a plurality of first ribs and second ribs are respectively protruded from the left and right surfaces of the large end of the first rubber damping pad at intervals. The plurality of first ribs and the plurality of second ribs are evenly distributed circumferentially with the central axis of the second through hole as the center. The first ribs extend radially from the outer wall of the small end of the first rubber damping pad toward the outer wall of the large end of the first rubber damping pad, and the second ribs extend radially from near the second through hole toward the outer wall of the large end of the first rubber damping pad.

[0017] Preferably, the projections of the first rib and the second rib on the large end are staggered.

[0018] Preferably, a plurality of second grooves are provided on the outer side wall of the small end of the first rubber shock absorber. The second grooves are evenly distributed circumferentially with the central axis of the second through hole as the center. The second grooves extend from the right end face of the small end of the first rubber shock absorber to the right end face of the large end of the first rubber shock absorber.

[0019] Preferably, the projections of the second groove and the second rib on the large end of the first rubber damping pad are staggered.

[0020] Preferably, the left and right surfaces of the second rubber damping pad are respectively provided with a plurality of third ribs and fourth ribs at intervals. The plurality of third ribs and the plurality of fourth ribs are evenly distributed circumferentially around the central axis of the third through hole, and the third ribs and the fourth ribs extend radially from the side wall of the third through hole toward the outer side wall of the second rubber damping pad.

[0021] Preferably, the number of the fourth ribs is the same as the number of the second grooves, and their positions correspond one-to-one.

[0022] Preferably, a plurality of third grooves are provided on the inner sidewall of the second through hole. The third grooves are evenly distributed circumferentially around the central axis of the second through hole, and the third grooves extend from the right end face of the small end of the first rubber shock absorber to the middle.

[0023] The beneficial effects of this utility model compared with the prior art include:

[0024] 1. The vibration damping structure of this application adopts a dual damping synergistic structure formed by a "T"-shaped first rubber damping pad and an embedded second rubber damping pad. The rubber material itself has excellent absorption capacity for high-frequency vibrations above 100Hz. The design of the first rubber damping pad, with "the small end protruding through the first through hole of the first mounting plate and the large end tightly attached to the left side of the first mounting plate", not only expands the contact area with the mounting plate by the large end, realizing the uniform transmission of vibration load and avoiding local stress concentration that damages the damping pad, but also forms a continuous damping path of "mounting plate - first damping pad - second damping pad - engine mounting plate" through the nesting and cooperation of the small end and the second rubber damping pad.

[0025] 2. The second rubber damping pad is embedded in the first groove and its height is higher than the groove depth. It can always maintain effective contact with the engine mounting plate and ensure that the high-frequency vibration energy is fully converted into heat energy and dissipated in the double rubber structure. This can solve the defect of traditional spring dampers in suppressing high-frequency vibration.

[0026] 3. This vibration damping structure not only reduces the interference of vibration on the testing of engine power, fuel consumption and other performance parameters, but also effectively reduces the transmission of vibration to the thrust sensor because the fixed plate is directly connected to the bench thrust sensor, avoiding deviations in force parameter testing caused by vibration, and simultaneously improving the dual accuracy of engine performance testing and thrust testing.

[0027] 4. The four first rubber damping pads are distributed symmetrically about the longitudinal and transverse centerlines along the first through holes of the first mounting plate. The first mounting plate is rigidly connected to the engine through the engine mounting plate. This symmetrical layout allows the force center of the four damping pads to be precisely matched with the connection force area between the engine mounting plate and the engine, thus keeping them consistent with the center of gravity area of ​​the engine. This avoids local overload of the test bench caused by the force point deviating from the center of gravity of the engine.

[0028] 5. The four mounting posts on the left side of the first mounting plate are symmetrically distributed with the geometric center as the center, and their projections on the left side are offset from the first through hole. This design can avoid the superposition of the connection load of the mounting posts and the damping load of the first through hole, so that the force on the mounting plate is distributed to different areas, preventing structural deformation due to concentrated force in a single part. In addition, the symmetrical cooperation of the double rubber damping pads can effectively offset the asymmetrical torque generated during engine operation, avoid the problems of bench tilting and additional torque vibration caused by unreasonable layout of damping elements or mounting structure in traditional test benches, protect the connection structure of the first mounting plate, the fixing plate and the engine mounting plate from additional wear, and significantly extend the overall service life of the test bench. Attached Figure Description

[0029] Figure 1 This is the first structural diagram of a specific embodiment of the present utility model.

[0030] Figure 2 This is a top view of a specific embodiment of the present invention.

[0031] Figure 3 This is the second structural diagram of a specific embodiment of the present utility model.

[0032] Figure 4 This is the third structural diagram of a specific embodiment of this utility model.

[0033] Figure 5 This is a specific embodiment of the present utility model. Figure 4 A sectional view taken along section AA.

[0034] Figure 6 This is a schematic diagram of the first rubber shock-absorbing pad according to a specific embodiment of this utility model.

[0035] Figure 7 This is a schematic diagram of the second rubber shock-absorbing pad according to a specific embodiment of this utility model.

[0036] Figure 8 This is a schematic diagram of the first mounting plate according to a specific embodiment of this utility model.

[0037] Figure 9 This is the fourth structural diagram of a specific embodiment of this utility model.

[0038] Explanation of reference numerals in the attached drawings: 1-First rubber damping pad; 11-Second through hole; 12-Small end of the first rubber damping pad; 13-Large end of the first rubber damping pad; 14-First rib; 15-Second rib; 16-Second groove; 17-Third groove; 2-Second rubber damping pad; 21-Third through hole; 22-Third rib; 23-Fourth rib; 3-Fixing plate; 4-First mounting plate; 41-First through hole; 42-First groove; 43-Mounting post; 5-Engine mounting plate; 51-Fourth through hole; 52-Hollowed part; 6-Thrust sensor; 7-Locking bolt; 71-Locking nut; 8-Threaded sleeve; 9-Second mounting plate; 91-Fifth through hole; 10-Engine. Detailed Implementation

[0039] The present invention will now be described in further detail with reference to specific embodiments and the accompanying drawings. It should be emphasized that the following description is merely exemplary and is not intended to limit the scope and application of the present invention.

[0040] Non-limiting and non-exclusive embodiments will be described with reference to the following figures, wherein the same reference numerals denote the same parts unless otherwise specifically stated.

[0041] A vibration damping structure for a small two-stroke engine test bench, such as Figures 1-9As shown, the system includes four first rubber damping pads 1, four second rubber damping pads 2, a fixing plate 3, a first mounting plate 4, and an engine mounting plate 5. The first mounting plate 4 has a left side and a right side opposite to each other. Each of the four corners of the first mounting plate 4 has a first through hole 41 extending along its thickness direction. The four first through holes 41 are symmetrically distributed about the longitudinal centerline of the first mounting plate 4 and symmetrically distributed about the transverse centerline of the first mounting plate 4. Corresponding to the position of each first through hole 41, a first... A groove 42 is provided, and the first groove 42 is connected to the first through hole 41 at the corresponding position; four mounting posts 43 are provided on the left side surface of the first mounting plate 4 in a direction perpendicular to the left side surface. The four mounting posts 43 are centrally symmetrically distributed with the geometric center of the first mounting plate 4 as the center of symmetry, and the projection of the mounting posts 43 on the left side surface of the first mounting plate 4 is staggered from the projection of the first through hole 41 on the left side surface; the four first rubber shock-absorbing pads 1 are in the shape of "T", and a second through hole 11 is provided in the middle, through which the small end 12 of the first rubber shock-absorbing pad protrudes. The first through hole 41 is provided, and the large end 13 of the first rubber damping pad is close to the left side of the first mounting plate 4; a third through hole 21 is provided in the middle of the four second rubber damping pads 2, and the second rubber damping pad 2 is disposed in the first groove 42. The height of the second rubber damping pad 2 is higher than the depth of the first groove 42, and the second rubber damping pad 2 is partially sleeved on the small end 12 of the first rubber damping pad through the third through hole 21; the fixing plate 3 is provided on the left side of the first mounting plate 4, and is used to connect the damping structure to the thrust sensor 6 of the platform. Specifically, The fixing plate 3 has a first threaded hole at the position corresponding to the mounting post 43. A connector is used to pass through the mounting post 43 and the first threaded hole to fix the first mounting plate 4 to the fixing plate 3. The engine mounting plate 5 is located on the right side of the first mounting plate 4. A fourth through hole 51 is provided at the four corners of the engine mounting plate 5 to match the position of the second through hole 11. A locking bolt 7 can pass through the fourth through hole 51, the first rubber damping pad 1 and the second rubber damping pad 2 to connect the damping structure to the engine 10, specifically to the rear housing of the engine 10.

[0042] The aforementioned damping structure employs a dual-damping synergistic structure formed by a "T"-shaped first rubber damping pad 1 and an embedded second rubber damping pad 2. The rubber material itself possesses excellent absorption capabilities for high-frequency vibrations above 100Hz. The design of the first rubber damping pad 1, with its "small end 12 protruding through the first through-hole 41 of the first mounting plate 4 and its large end 13 tightly fitting the left side of the first mounting plate 4," not only expands the contact area with the mounting plate through the large end 13, achieving uniform transmission of vibration load and avoiding localized stress concentration that could damage the damping pad, but also forms a continuous damping path of "mounting plate - first damping pad 1 - second damping pad 2 - engine mounting plate 5" through the nested fit between the small end 12 and the second rubber damping pad 2. Simultaneously, the second rubber damping pad 2, embedded in the first groove 42 and with a height exceeding the depth of the groove 42, maintains effective contact with the engine mounting plate 5, ensuring that high-frequency vibration energy is fully converted into heat energy dissipation within the dual rubber structure, thus overcoming the shortcomings of traditional spring dampers in suppressing high-frequency vibrations. The above structure not only reduces the interference of vibration on the testing of engine 10's power, fuel consumption, and other performance parameters, but also, because the fixing plate 3 is directly connected to the bench thrust sensor 6, effectively reduces the transmission of vibration to the thrust sensor 6, avoiding deviations in force parameter testing caused by vibration, and simultaneously improving the dual accuracy of engine 10 performance testing and thrust testing. The four first rubber damping pads 1 are distributed symmetrically about the longitudinal and transverse centerlines along the first through holes 41 of the first mounting plate 4. The first mounting plate 4 is rigidly connected to the engine 10 through the engine mounting plate 5. This symmetrical layout allows the force center of the four damping pads to accurately match the connection force area between the engine mounting plate 5 and the engine 10, thus maintaining consistency with the center of gravity area of ​​the engine 10, and preventing local overload of the bench caused by the force point deviating from the center of gravity of the engine 10 from the source. Meanwhile, the four mounting posts 43 on the left side of the first mounting plate 4 are distributed symmetrically with the geometric center as the center, and their projections on the left side are offset from the first through hole 41. This design can avoid the connection load of the mounting posts 43 and the damping load of the first through hole 41 from superimposing each other, so that the force on the mounting plate is distributed to different areas, preventing structural deformation due to force concentration in a single part. In addition, the symmetrical cooperation of the double rubber damping pads can effectively offset the asymmetrical torque generated by the engine 10 during operation, avoid the problems of bench tilting and additional torque vibration caused by unreasonable layout of damping elements or mounting structure in traditional test benches, protect the connection structure of the first mounting plate 4, the fixing plate 3 and the engine mounting plate 5 from additional wear, and significantly extend the overall service life of the test bench.

[0043] In some examples of this embodiment, such as Figure 5 and 6As shown, it also includes a threaded sleeve 8, which is disposed in the second through hole 11. The inner ring of the threaded sleeve 8 is clearance-fitted with the locking bolt 7, and the outer ring of the threaded sleeve 8 is clearance-fitted with the second through hole 11. By installing a threaded sleeve 8 inside the second through hole 11 of the first rubber damping pad 1, with the inner ring of the threaded sleeve 8 having a clearance fit with the locking bolt 7 and the outer ring having a clearance fit with the second through hole 11, the threaded sleeve 8 can isolate the locking bolt 7 from direct contact with the rubber material, avoiding frictional wear on the inner wall of the second through hole 11 during bolt tightening or vibration, preventing uneven deformation of the rubber due to local wear, and extending the service life of the first rubber damping pad 1. The clearance fit design can retain a slight allowance for movement between the threaded sleeve 8 and the bolt, and between the threaded sleeve 8 and the second through hole 11, without restricting the elastic deformation of the first rubber damping pad 1 under high-frequency vibration, ensuring that the damping characteristics of the rubber material are fully utilized, and avoiding rigid fit that hinders vibration energy absorption. The threaded sleeve 8 can also serve as a "guide reference" for bolt insertion, ensuring that the locking bolt 7 is accurately inserted along the central axis of the second through hole 11, avoiding bolt misalignment that leads to uneven force on the first rubber damping pad 1, and further improving the connection stability and vibration transmission consistency of the damping structure.

[0044] In some examples of this embodiment, such as Figures 1-9 As shown, it also includes a second mounting plate 9, which is a circular thin sheet. A fifth through hole 91 is provided in the center of the second mounting plate 9. The second mounting plate 9 is also provided on the left end face of the first rubber damping pad 1 and the right end face of the second rubber damping pad 2. Specifically, a locking bolt 7 can be used to sequentially pass through the fourth through hole 51, the first fifth through hole 91, the inner hole of the threaded sleeve 8, and the second fifth through hole 91, and a locking nut 71 can be used to connect the damping structure to the engine 10. A circular, thin-film second mounting plate 9 is provided on the left end face of the first rubber damping pad 1 and the right end face of the second rubber damping pad 2. These are connected by locking bolts 7 passing through the through holes of each component. This allows the second mounting plate 9 to evenly distribute the axial pressure of the locking bolts 7 to the end face of the damping pad, preventing localized stress concentration when the bolt head or nut directly presses against the rubber. This prevents dents or tears on the end face of the damping pad and ensures the structural integrity of the rubber damping pad. The circular structure of the second mounting plate 9 provides a higher degree of contact with the end face of the damping pad, forming a surface contact force between the damping pad and the mounting plate 9. This reduces localized load fluctuations during vibration transmission, allowing vibration energy to be transmitted more smoothly between the two damping pads, thus improving the damping effect. The second mounting plate 9 also acts as a "positioning intermediary" between the first and second rubber damping pads, ensuring coaxiality during nesting and preventing relative displacement of the damping pads due to vibration. Furthermore, it enhances the overall rigidity of the connection between the damping structure and the engine 10, preventing loosening of the connection due to long-term vibration.

[0045] In some examples of this embodiment, such as Figure 1 and 6As shown, a plurality of first ribs 14 and second ribs 15 are respectively protruded at intervals on the left and right surfaces of the large end 13 of the first rubber damping pad. The plurality of first ribs 14 and second ribs 15 are evenly distributed circumferentially around the central axis of the second through hole 11. The first ribs 14 extend radially from the outer wall of the small end 12 of the first rubber damping pad towards the outer wall of the large end 13, and the second ribs 15 extend radially from near the second through hole 11 towards the outer wall of the large end 13. Specifically, the projections of the first ribs 14 and second ribs 15 on the large end 13 are staggered, meaning their projection positions do not coincide.

[0046] Specifically, a plurality of second grooves 16 are provided on the outer side wall of the small end 12 of the first rubber damping pad. The second grooves 16 are evenly distributed circumferentially around the central axis of the second through hole 11, and extend from the right end face of the small end 12 of the first rubber damping pad to the right end face of the large end 13 of the first rubber damping pad. Specifically, the projections of the second grooves 16 and the second ribs 15 on the large end 13 of the first rubber damping pad are staggered, that is, their projection positions do not coincide.

[0047] Specifically, a plurality of third grooves 17 are provided on the inner sidewall of the second through hole 11. The third grooves 17 are evenly distributed circumferentially around the central axis of the second through hole 11. The third grooves 17 extend from the right end face of the small end 12 of the first rubber damping pad to the middle part. That is to say, the third grooves 17 do not extend to the left end face of the large end 13 of the first rubber damping pad.

[0048] The large end 13 of the first rubber damping pad 1 is provided with a first rib 14 and a second rib 15 that are circumferentially uniform, radially extended, and projected and staggered. The small end 12 and the inner wall of the second through hole 11 are provided with circumferentially uniform grooves. This allows the first rib 14 and the second rib 15 to enhance the structural strength of the large end 13 without weakening the elasticity of the rubber, preventing the large end 13 from warping or deforming due to its contact with the left side of the first mounting plate 4 and bearing vibration loads. At the same time, the spaced distribution of the ribs can retain the deformation space of the rubber, ensuring that the damping characteristics are not affected. The staggered design makes the upper and lower surfaces of the large end 13 more evenly stressed, avoiding the uneven load caused by the superposition of ribs in one direction, and further improving the uniformity of vibration load transmission. The second groove 16 of the small end 12 and the third groove 17 on the inner wall of the second through hole 11 can increase the deformation redundancy of the rubber, so that the first rubber damping pad 1 can generate more flexible elastic deformation along the groove direction under high frequency vibration, improving the vibration energy absorption efficiency. At the same time, the groove can reduce the overall weight of the damping pad, reduce material costs, and does not affect the core load-bearing and damping performance.

[0049] In some examples of this embodiment, such as Figure 7 As shown, the left and right surfaces of the second rubber damping pad 2 are respectively provided with a plurality of third ribs 22 and fourth ribs 23 at intervals. The plurality of third ribs 22 and fourth ribs 23 are evenly distributed circumferentially around the central axis of the third through hole 21, and both the third ribs 22 and fourth ribs 23 extend radially from the sidewall of the third through hole 21 towards the outer sidewall of the second rubber damping pad 2. Specifically, the projections of the third ribs 22 and fourth ribs 23 on the body of the second rubber damping pad 2 are staggered. Specifically, as... Figure 3 , 7 As shown in Figure 8 (with one of the second mounting plates 9 hidden for easier observation), the number of the fourth ribs 23 is the same as the number of the second grooves 16, and their positions correspond one-to-one. The upper and lower surfaces of the second rubber damping pad 2 are provided with circumferentially uniform, radially extending, and staggered third ribs 22 and fourth ribs 23, and the number of the third ribs 22 corresponds one-to-one with the number of the second grooves 16 of the first rubber damping pad 1. This achieves a dual synergistic advantage: the third ribs 22 and fourth ribs 23 enhance the structural rigidity of the second rubber damping pad 2, preventing excessive compression deformation due to its embedding in the first groove 42 and bearing the pressure of the engine mounting plate 5. Simultaneously, the staggered projection of the ribs ensures balanced force distribution on the upper and lower surfaces of the second rubber damping pad 2, avoiding localized stress. The stress concentration of the part is prevented from causing failure; the "quantity correspondence" design of the fourth rib 23 and the second groove 16 allows the rib to form a "concave-convex fit" positioning relationship with the groove when the small end 12 of the first rubber damping pad and the second rubber damping pad 2 are nested, preventing relative rotation or displacement of the two under high-frequency vibration, ensuring the continuity of the damping path of the double damping pads, and improving the synergistic absorption effect of vibration energy; in addition, the cooperation between the rib and the groove can also reduce the friction area of ​​the contact surface of the two damping pads, reduce vibration-induced wear, and extend the service life of the overall damping structure.

[0050] In specific tests, in order to reduce the weight of the shock absorption structure, an axisymmetric hollow part 52 can be provided in the middle of the first mounting plate 4, the fixing plate 3 and the engine mounting plate 5. The hollow part 52 can be a circular through hole or an irregular through hole. The specific shape is not limited, as long as it can reduce the weight and does not affect the strength of the relevant parts.

[0051] Those skilled in the art will recognize that numerous variations are possible with respect to the above description, and the embodiments and figures are merely for describing one or more specific implementations.

[0052] Although exemplary embodiments of the present invention have been described and illustrated, those skilled in the art will understand that various changes and substitutions can be made thereto without departing from the spirit of the present invention. Furthermore, many modifications can be made to adapt specific situations to the doctrine of the present invention without departing from the central concept of the present invention described herein. Therefore, the present invention is not limited to the specific embodiments disclosed herein, but may include all embodiments and equivalents that fall within the scope of the present invention.

Claims

1. A small two-stroke engine bench damping structure, characterized by: It includes four first rubber shock absorbers, four second rubber shock absorbers, a mounting plate, a first mounting plate, and an engine mounting plate; The first mounting plate has a left side and a right side facing each other. Four through holes are provided at its four corners along the thickness direction. The four through holes are symmetrical about the longitudinal and transverse center lines of the first mounting plate, respectively. Corresponding to each through hole, a first groove is recessed on its right side, and the first groove communicates with the through hole. Four mounting posts are vertically protruding on the left side. The four mounting posts are centrally symmetrical about their geometric center, and the projection of the mounting posts on the left side is offset from the projection of the first through hole. The four first rubber shock absorbers are in a "T" shape, with a second through hole in the middle. The small end of the first rubber shock absorber passes through the first through hole, and the large end of the first rubber shock absorber is close to the left side of the first mounting plate. Four second rubber shock absorbers are placed in the first groove and their height is higher than the depth of the first groove. A third through hole is provided in the middle of the second rubber shock absorber, and the small end of the first rubber shock absorber is sleeved through the third through hole. A fixing plate is located on the left side of the first mounting plate and is used to connect the platform; The engine mounting plate is located on the right side of the first mounting plate, and the fourth through hole is provided at each of the four corners corresponding to the second through hole.

2. The small-sized two-stroke engine bench damping structure according to claim 1, characterized in that: It also includes a threaded sleeve and a locking bolt. The threaded sleeve is disposed in the second through hole. The inner ring of the threaded sleeve is clearance-fitted with the locking bolt, and the outer ring of the threaded sleeve is clearance-fitted with the second through hole.

3. The small-sized two-stroke engine bench damping structure according to claim 2, characterized in that: It also includes a second mounting plate, which is a circular thin sheet. A fifth through hole is provided in the middle of the second mounting plate. The second mounting plate is provided on the left end face of the first rubber shock absorber and the right end face of the second rubber shock absorber.

4. The small-sized two-stroke engine bench damping structure according to claim 1, characterized by: The left and right surfaces of the large end of the first rubber damping pad are respectively provided with a plurality of first ribs and second ribs at intervals. The plurality of first ribs and the plurality of second ribs are evenly distributed circumferentially with the central axis of the second through hole as the center. The first ribs extend radially from the outer wall of the small end of the first rubber damping pad to the outer wall of the large end of the first rubber damping pad, and the second ribs extend radially from near the second through hole to the outer wall of the large end of the first rubber damping pad.

5. The small-sized two-stroke engine bench damping structure according to claim 4, characterized in that: The projections of the first and second ribs on the large end are staggered.

6. The small-sized two-stroke engine bench damping structure according to claim 4, characterized by: A plurality of second grooves are provided on the outer side wall of the small end of the first rubber damping pad. The second grooves are evenly distributed circumferentially with the central axis of the second through hole as the center. The second grooves extend from the right end face of the small end of the first rubber damping pad to the right end face of the large end of the first rubber damping pad.

7. The vibration damping structure for a small two-stroke engine test bench according to claim 6, characterized in that: The projections of the second groove and the second rib on the large end of the first rubber damping pad are staggered.

8. The vibration damping structure for a small two-stroke engine test bench according to claim 6, characterized in that: The left and right surfaces of the second rubber damping pad are respectively provided with a plurality of third ribs and fourth ribs at intervals. The plurality of third ribs and fourth ribs are evenly distributed circumferentially around the central axis of the third through hole, and the third ribs and fourth ribs extend radially from the side wall of the third through hole toward the outer side wall of the second rubber damping pad.

9. The vibration damping structure for a small two-stroke engine test bench according to claim 8, characterized in that: The number of the fourth ribs is the same as the number of the second grooves, and their positions correspond one-to-one.

10. The vibration damping structure for a small two-stroke engine test bench according to claim 1, characterized in that: A plurality of third grooves are provided on the inner sidewall of the second through hole. The third grooves are evenly distributed circumferentially with the central axis of the second through hole as the center. The third grooves extend from the right end face of the small end of the first rubber shock absorber to the middle.

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