Light-weight ship buffer seat suitable for high sea condition and high navigational speed and using method

Abstract

The invention relates to a light-weight ship buffer seat suitable for high sea conditions and high navigational speed and a using method, the light-weight ship buffer seat comprises a lower mounting plate, an upper mounting plate and an X-shaped adjusting structure connected between the lower mounting plate and the upper mounting plate, and the X-shaped adjusting structure is composed of a spring damper and an elastic deformation guide frame. The installation angle of the spring damper is changed through the lead screw mechanism, and the vertical equivalent stiffness and damping of the spring damper can be dynamically adjusted. Meanwhile, the guiding and limiting connecting rod assembly is made of high polymer materials, and on the premise that the guiding and limiting functions of the structure are achieved, the weight is obviously reduced. The technical problem that under the broadband high-amplitude continuous impact of the ship, the comfort of passengers, the structural stability and the light weight of equipment are difficult to consider at the same time is effectively solved.

Description

Technical Field

[0001] This invention relates to the field of cushioning seat technology, and in particular to a lightweight marine cushioning seat suitable for high sea states and high speeds, and its method of use. Background Technology

[0002] In recent years, with the booming development of the marine economy and the increasing frequency of maritime activities, the demand for high-speed surface vessels (especially high-performance vessels with design speeds generally exceeding 50 knots per hour) in coastal areas has shown a significant growth trend. However, the impact loads borne by the hulls of these high-speed vessels during high-speed navigation exhibit unique characteristics, posing an urgent engineering challenge. This impact load differs from transient, narrow-frequency, high-pressure underwater explosion loads mainly caused by explosive shock waves, with its energy distribution tending towards a wider spectrum; it also differs from continuous, low-amplitude conventional hull vibration loads mainly caused by propeller or mechanical vibrations, exhibiting high amplitude and strong impact characteristics. Therefore, it can be defined as a broadband, high-intensity composite impact load.

[0003] However, research on the mechanical properties, biomechanical response, and structural protection of such broad-spectrum, high-intensity composite impact loads remains scarce. Furthermore, in the field of vibration-damping and cushioning seats designed to ensure the comfort and safety of crew and passengers, there are no products specifically designed for high-speed, high-sea-state applications. When subjected to such loads, personnel, similar to ordinary tourists, are prone to motion sickness and other motion sickness, which negatively impacts ship development. This presents new comfort requirements for the cushioning structure design of marine seats. Simultaneously, to ensure compatibility between the ship's maximum speed and range, lightweight outfitting components are required. Therefore, marine cushioning seats need to meet three requirements: first, passenger comfort at high speeds and in high sea states; second, structural stability under continuous, broad-spectrum, high-amplitude impact loads; and third, lightweight design of the overall structure.

[0004] CN112172625A discloses a steplessly adjustable cushioned seat. It utilizes a hydraulic assembly between linear bearings for cushioning, and self-locking and fixation are achieved through locking plates on both sides and guide columns, thus realizing stepless adjustment. However, this design is suitable for personnel impact protection equipment in armored vehicles, where the load source is an air-to-ground explosive impact load. This type of load is a single impact load with an ultra-small pulse width (millisecond level) and ultra-large amplitude (hundred-level). In contrast, the load generated by a ship during a "dolphin jump" maneuver is a wide-frequency, high-amplitude, multi-stage impact load. Furthermore, vehicle impact protection seats primarily consider the safety of vehicle personnel under extremely short-duration, ultra-high-amplitude single impacts, while ship cushioned seats primarily consider the comfort of personnel on board under long-term, multi-frequency, wide-frequency impact loads.

[0005] CN110303955A discloses a vehicle vibration damping seat based on a four-bar linkage adjustment mechanism. The seat height is adjusted by the inflation of a gas spring, and energy is dissipated through the damping characteristics of its own hydraulic fluid. This leads to two problems: First, changing the inflation of the gas spring causes a change in its stiffness, potentially resulting in a situation where both seat stiffness and overall stiffness cannot be simultaneously satisfied. Second, the hysteretic damping characteristics of the gas spring inherently make it unsuitable for buffering and damping the multi-frequency impact loads under high-speed ship motion, meaning that the damping capacity decreases under repeated impacts.

[0006] The publication number CN119459977A discloses a multi-functional integrated seat for ship monitoring and command and a ship. It mainly involves seats with various information requirements and personnel vibration massage, but does not give much consideration to the comfort of the people on board when the ship is subjected to impact loads at high speed.

[0007] The publication number CN219447270U discloses a hydraulic marine seat with shock absorption function, which mainly uses hydraulic components and shock-absorbing springs to absorb shock for personnel. However, it does not consider the load characteristics under high-speed ship movement and the relationship between the personnel in the seat, so the impact resistance and vibration reduction capability of the seat are different under different sea conditions and different personnel (weights), and it does not have good adjustability.

[0008] Most of the aforementioned existing technologies are applicable to the impact resistance of personnel on armored vehicles, designed to cope with single impact loads with ultra-small pulse widths (milliseconds) and ultra-large amplitudes (hundreds). Furthermore, their structures are not suitable for high-speed ships. Some simply transplant hydraulic buffer mechanisms from the vehicle field to ships without considering whether the stiffness and damping of the hydraulic buffer structure are suitable for the vibration reduction and buffering of long-term, multi-frequency broadband impact loads. They also lack the ability to adjust under different sea conditions and different personnel loads. Moreover, there is no design that considers the lightweight reduction of the buffer seat. Summary of the Invention

[0009] To address the shortcomings of existing manufacturing technologies, this applicant provides a lightweight marine cushioning seat and its usage method suitable for high sea states and high speeds, thereby meeting three requirements: first, passenger comfort under high speeds and sea states; second, structural stability under continuous broadband high-amplitude impact loads; and third, lightweight overall structural design. By designing stiffness and damping, the dynamic response of the human body avoids the frequency band with the largest weighting factor of 4-8Hz in the 1 / 3 octave band as specified in GB / T 13441.1. This region is also considered by research to be highly harmful to human soft tissues. Simultaneously, by adding a stiffness and damping adjustment mechanism, corresponding adjustments are made to meet the comfort requirements when facing different passenger weights and sea states. An elastically deformable guide frame ensures structural stability under high-amplitude impact loads, and a planetary screw ensures the stability of the cushioning structure under continuous impacts. Finally, by lightweighting the traditional four-bar linkage mechanism, the weight of the cushioning seat is reduced.

[0010] The technical solution adopted in this invention is as follows: A lightweight marine cushioning seat suitable for high sea states and high speeds includes a lower mounting plate fixed to the ship's deck or mounting rails, an upper mounting plate parallel to the lower mounting plate is provided directly above the lower mounting plate, a saddle-shaped cushion is installed on the top surface of the upper mounting plate, a handle is installed at one end of the saddle-shaped cushion, and a reclining backrest is installed at the other end of the saddle-shaped cushion. An X-type adjustment structure is installed between the upper and lower mounting plates. The X-type adjustment structure includes cross-arranged spring dampers and elastic deformation guide frames. The X-type adjustment structure is used to change the installation angle of the spring dampers, thereby adjusting the equivalent stiffness and equivalent damping of the spring dampers in the vertical direction to adapt to occupants of different weights and impact inputs of different intensities.

[0011] Its further technical solution lies in: An upper bending plate is fixed to one end of the bottom surface of the upper mounting plate, and a lower bending plate is fixed to one end of the top surface of the lower mounting plate. An elastic deformation guide frame is installed at an angle between the upper bending plate and the lower bending plate.

[0012] The structure of the elastic deformation guide frame is as follows: it includes a rectangular frame plate, a large hole in the middle of the rectangular frame plate, a spring damper passing through the middle of the large hole, and an upper rotating shaft and a lower rotating shaft arranged at the diagonal position of the rectangular frame plate.

[0013] A lead screw mechanism is also installed on the top surface of the lower mounting plate. The structure of the lead screw mechanism is as follows: it includes fixed seats that are fixed at intervals on the lower mounting plate, a slider is arranged between the two fixed seats, a lead screw nut is provided in the middle of the slider, the lead screw is installed in the middle of the lead screw nut, and a rotary adjustment head is installed after one end of the lead screw passes through the fixed seat at one end.

[0014] The top of the slider is connected to the bottom of the spring damper via a pin, and the spring damper achieves stepless or stepped adjustment of the installation angle under the action of the screw mechanism.

[0015] The elastic deformation guide frame is made of double-layered polymer material.

[0016] The reclining backrest is equipped with a spaced, split-type support frame, with a hinge installed in the middle of the split-type support frame.

[0017] The split-type bracket is fixed to the upper mounting plate, and the split-type bracket is equipped with a safety belt and lifting lugs.

[0018] Both the lower mounting plate and the upper mounting plate are made of thin plates, and the lower mounting plate has multiple rectangular holes and grooves.

[0019] A method for using a lightweight marine cushioned seat suitable for high sea states and high speeds includes the following operating procedures: First, adjust the position of the end of the spring damper according to the different weights of the personnel and the different sea state levels, and quickly adjust it to the corresponding optimal angle; Upon entering the relevant sea area, when the impact load is transmitted from the deck to the lower mounting plate of the seat, it is compressed, buffered, and isolated by the X-shaped adjustment structure and then transmitted to the upper mounting plate of the seat, and finally to the human body through the saddle-shaped cushion. As the crew begins to move upwards, the X-shaped adjustment structure begins to stretch. Then, through the crew's own movement, they are thrown back against the saddle-shaped seat and the upper mounting plate, preventing their heads from hitting the top of the cabin and causing injury or death. This causes the X-shaped adjustment structure to compress, and the cycle repeats.

[0020] The beneficial effects of this invention are as follows: (1) This invention significantly improves the comfort of ship occupants in high sea states: Traditional cushioned seats often employ fixed stiffness and damping, making them unsuitable for passengers of varying weights and changing sea conditions. This invention utilizes a planetary screw mechanism to adjust the installation angle of the spring damper, dynamically altering the vertical equivalent stiffness and damping. Combined with a systematic design method based on passenger mass, sea state parameter ergonomics, and 1 / 3 octave band analysis, the seat system's dynamic response frequency precisely avoids the sensitive 4–8 Hz frequency band, which is highly harmful to soft tissues. This effectively extends the passenger's "permissible exposure time," fundamentally alleviating motion sickness and other motion-related ailments.

[0021] (2) This invention achieves high structural stability under wide-bandwidth, high-amplitude, and multi-frequency impact loads: To address the unique, continuous, wide-frequency impacts of ships, such as "dolphin jumps," this invention innovatively employs an X-shaped composite buffer structure. The elastically deformable guide frame provides motion guidance and rigid support under high-amplitude instantaneous impacts, preventing structural instability. The planetary screw mechanism, through multi-screw coordinated locking, effectively overcomes the shortcomings of traditional single-screw mechanisms, such as easy slippage and creep fatigue under alternating impacts, ensuring the reliability and durability of the buffer system during prolonged, multi-impact cycles.

[0022] (3) While ensuring performance, the structure was substantially lightweight.

[0023] By conducting stress analysis on the buffer mechanism, the four-bar linkage, which mainly plays a guiding and boundary role in the system, was creatively replaced with an elastically deformable guide frame made of a double-layer polymer material (such as HDPE) instead of traditional metals (such as aluminum alloys and stainless steel). This achieved significant weight reduction while meeting structural dynamics and kinematic requirements. Case studies have verified that this component is more than 50% lighter than aluminum alloy structures and more than 85% lighter than stainless steel structures, thus significantly reducing the overall weight of the seat and contributing to improved ship speed and range.

[0024] (4) This invention solves the functional coupling problem of stiffness and damping, static support and dynamic vibration reduction: In existing technologies, the support force is often adjusted by changing the parameters of damping components (such as gas springs), which leads to a trade-off between stiffness and damping, making it difficult to achieve both static comfort and dynamic cushioning performance. This invention decouples the static support function (by adjusting the position of the lead screw to change the angle and lock the initial support force) from the dynamic damping function (achieved through the characteristics of the spring damper itself). This allows the seat to provide stable static load support adaptable to different weights while independently optimizing its impact cushioning performance, achieving an optimal match between the two functions.

[0025] (5) This invention effectively enhances the environmental adaptability and practicality of the product: The seat of this invention features a reclining backrest design, avoiding interference during shipboard hoisting, transport, or storage in confined spaces, thus improving ease of use and spatial adaptability. Simultaneously, the main structural components are made of polymer materials resistant to marine corrosion environments, enhancing the product's environmental durability and maintainability. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of the present invention.

[0027] Figure 2 This is a structural schematic diagram from another perspective of the present invention.

[0028] Figure 3 This is a schematic diagram of the structure on the back of the present invention.

[0029] Figure 4 This is a partial view of the present invention.

[0030] Figure 5 This is a side view of the present invention.

[0031] Figure 6a This is a schematic diagram of the structure of gear position one in the initial state of the present invention.

[0032] Figure 6b This is a schematic diagram of the structure of gear position two in the initial state of the present invention.

[0033] Figure 6c This is a schematic diagram of the structure of gear position three in the initial state of the present invention.

[0034] Figure 7a This is a state diagram (I) of the buffering process of the present invention.

[0035] Figure 7b This is a state diagram (II) of the buffering process of the present invention.

[0036] The components include: 1. Lower mounting plate; 2. Upper mounting plate; 3. X-shaped adjustment structure; 4. Spring damper; 5. Elastic deformation guide frame; 6. Saddle-shaped seat cushion; 7. Reclining backrest; 8. Handle; 9. Safety belt; 10. Hinge; 11. Upper bending plate; 12. Screw mechanism; 13. Lower bending plate; 14. Split bracket; 15. Lifting lug. 501. Upper pivot; 502. Large hole; 503. Rectangular frame plate; 504. Lower pivot; 1201, slider; 1202, nut; 1203, lead screw; 1204, fixed base; 1205, rotary adjustment head. Detailed Implementation

[0037] The specific embodiments of the present invention will now be described with reference to the accompanying drawings.

[0038] like Figures 1-7b As shown, the lightweight marine cushioning seat of this embodiment, which is suitable for high sea state and high speed, includes a lower mounting plate 1 fixed to the ship deck or mounting rail. An upper mounting plate 2 parallel to the lower mounting plate 1 is provided directly above the lower mounting plate 1. A saddle-shaped cushion 6 is installed on the top surface of the upper mounting plate 2. A handle 8 is installed at one end of the saddle-shaped cushion 6, and a reclining backrest 7 is installed at the other end of the saddle-shaped cushion 6. An X-type adjustment structure 3 is installed between the upper mounting plate 2 and the lower mounting plate 1. The X-type adjustment structure 3 includes cross-arranged spring dampers 4 and elastic deformation guide frames 5. The X-type adjustment structure 3 is used to change the installation angle of the spring dampers 4, thereby adjusting the equivalent stiffness and equivalent damping of the spring dampers 4 in the vertical direction to adapt to occupants of different weights and impact inputs of different intensities.

[0039] An upper bending plate 11 is fixed to one end of the bottom surface of the upper mounting plate 2, and a lower bending plate 13 is fixed to one end of the top surface of the lower mounting plate 1. An elastic deformation guide frame 5 is installed at an angle between the upper bending plate 11 and the lower bending plate 13.

[0040] The structure of the elastic deformation guide frame 5 is as follows: it includes a rectangular frame plate 503, a large hole 502 is opened in the middle of the rectangular frame plate 503, a spring damper 4 is passed through the middle of the large hole 502, and an upper rotating shaft 501 and a lower rotating shaft 504 are arranged at the diagonal position of the rectangular frame plate 503.

[0041] A lead screw mechanism 12 is also installed on the top surface of the lower mounting plate 1. The structure of the lead screw mechanism 12 is as follows: it includes fixed seats 1204 fixed at intervals on the lower mounting plate 1, a slider 1201 is arranged between the two fixed seats 1204, a lead screw nut 1202 is provided in the middle of the slider 1201, a lead screw 1203 is installed in the middle of the lead screw nut 1202, and a rotary adjustment head 1205 is installed after one end of the lead screw 1203 passes through the fixed seat 1204 at one end.

[0042] The top of the slider 1201 is connected to the bottom of the spring damper 4 via a pin. The spring damper 4 achieves stepless or graded adjustment of the installation angle under the action of the screw mechanism 12.

[0043] The elastic deformation guide frame 5 is made of double-layered polymer material.

[0044] The reclining backrest 7 has a spaced, split-type support 14 installed on its back, and a hinge 10 is installed in the middle of the split-type support 14.

[0045] The split bracket 14 is fixed on the upper mounting plate 2. The split bracket 14 is equipped with a safety belt 9 and a lifting lug 15.

[0046] Both the lower mounting plate 1 and the upper mounting plate 2 are made of thin plates, and the lower mounting plate 1 has multiple rectangular holes and grooves.

[0047] This embodiment provides a lightweight marine cushioning seat suitable for high sea states and high speeds, which can ensure the comfort of personnel of different weights under high speeds and high sea states. At the same time, it maintains the stability of the cushioning structure under continuous wide-band high-amplitude impact loads, as well as the lightweight design of the overall structure.

[0048] Explanation of the implementation method for designing the stiffness and damping parameters of the buffer structure: Specifically, a riding-style cushioned seat is essentially a highly nonlinear vibration system. Its nonlinear characteristics stem from multiple factors: the nonlinear stiffness of the seat material (such as foam or rubber) under large deformations; the geometric nonlinearity of the suspension mechanism during large movements; the progressive stiffness characteristics designed to prevent "bottoming out"; and nonlinear damping mechanisms commonly found in shock absorbers, such as velocity-square damping, Coulomb friction, or hysteresis damping. Furthermore, the dynamic interaction of the occupant and the large displacement movements of the seat system further amplify its nonlinear behavior, rendering traditional linear vibration theory insufficient to accurately describe its response under impact loads.

[0049] However, in the early stages of design, it remains feasible and necessary to initially simplify the system into a linear vibration system for analysis. This linear approximation (such as through a single-degree-of-freedom or multi-degree-of-freedom mass-spring-damped model) can quickly provide approximate ranges for the system's natural frequencies, damping ratios, and vibration transmissibility. It can also efficiently estimate the approximate stiffness range of elastic elements and the initial damping coefficients of dampers, thus setting a reasonable and engineering-feasible starting point for subsequent detailed design and parameter selection.

[0050] Based on this, a high-precision nonlinear vibration model is established, and the vertical equivalent stiffness is changed by adjusting the angle (traversal angle) between the spring damper and the lead screw. and equivalent damping This method aims to minimize energy in the 4-8Hz frequency band within the 1 / 3 octave band spectrum of the vertical dynamic response of personnel of different weights (traversing personnel weight) under the impact input range (traversing impact load under rated sea state). By traversing personnel mass, impact input load, and angle parameters, a mapping relationship of "mass-optimal angle-stiffness / damping" is established using piecewise regression. Finally, it outputs a list of optimal parameters, optimal damping, and stiffness parameters covering all working conditions, ultimately achieving frequency avoidance design across the entire mass range.

[0051] Step 1: Traversing the input parameters of personnel weight, angle, and impact: First, by considering the natural frequency of the vertical vibration system... and damping Formulas are used to obtain the stiffness damping range and make It deviates from the 4~8Hz frequency band.

[0052] Quality traversal : The range of passenger mass [ , Discretized into N mass points ( i =1,2,3,……) Angle Traversal For each quality point traversing the angle of the spring damper (j =1,2,3,……) Impact input traversal For each ( , Combining different types of impact inputs under varying sea conditions. ( k =1,2,3,……) Step 2, Dynamic Response Calculation and 1 / 3 Octave Band Analysis: The vertical acceleration response of personnel was obtained through commercial software simulation or bench testing, and its frequency domain signal was obtained by Fourier transform. A 1 / 3 octave band analysis was performed to calculate the root mean square value (Arms) of acceleration in the 0.25–80 Hz frequency band. The instantaneous frequency-weighted acceleration was minimized according to GB / T13441.1, and the main frequency was ensured to deviate from the 4–8 Hz frequency band.

[0053] Step 3: Piecewise regression calculation and optimal parameter fitting: The mass range is divided into several sub-intervals. For the data within each sub-interval, the mapping relationship between the person's weight *m* and the optimal angle, optimal stiffness, and optimal damping is fitted with the goal of minimizing these parameters. Quadratic polynomial regression is used to fit the data for each interval.

[0054] The optimal stiffness-damping-angle list is obtained, listing the optimal angle, optimal stiffness, and optimal damping for each mass range. (The table below shows an example of the results.)

[0055] Explanation of the implementation method of lightweight marine cushioned seats: This invention provides a lightweight marine cushioning seat for high sea states and high speeds. The cushioning seat is installed on the ship's deck or on a mounting rail via a lower mounting plate 1. An X-shaped adjustment structure 3 with a large travel range and adjustable lightweight design is set in the upper mounting plate 2 and the lower mounting plate 1. This structure consists of a spring damper 4 and an elastic deformation guide frame 5. A saddle-shaped seat cushion 6, a reclining backrest 7, a handle 8, and a seat belt 9 are installed on the upper mounting plate 2. All related structures are bolted together.

[0056] First, such as Figure 2As shown, this invention optimizes the traditional four-bar linkage mechanism. Since the main load-bearing mechanism in this system is the spring damper 4, and the elastic deformable guide frame 5 provides frictional resistance, motion guidance, and motion boundary functions, a double-layered polymer material (HDPE or other materials with good toughness and resistance to marine environments) is used to replace the elastic deformable guide frame 5. The coordinated motion with the spring damper is achieved through the "upper convexity" or "lower convexity" of the single-layer structure, ultimately achieving lightweight design and meeting the requirements of structural dynamics and mechanism kinematics. According to a specific example in a relevant project, the original seat weight was reduced from 24 kg to 17 kg, a 29% reduction, improving the ship's range and maximum speed under the same conditions.

[0057] In order to meet the possible lifting requirements of the ship, the backrest 7 is designed to be foldable to avoid the lifting ropes being interfered with by the backrest which is about 700mm high during lifting.

[0058] When people begin to sit, due to the large angle, the seat has a large vertical stiffness, which can ensure that the seat has sufficient support when the people are statically loaded. This is "one leg" in "X"; while the other "leg" is the elastic deformation guide frame 5 made of polymer material.

[0059] Meanwhile, the lead screw device for adjusting stiffness can decouple the support and damping functions of the spring, providing a lockable static support force through position changes, while the damping function is provided by the spring, avoiding the awkward situation in existing patents where the static support force is changed by the damping spring.

[0060] In practical use, the position of the spring damper end on the planetary screw is quickly adjusted to the corresponding optimal angle by rotating it according to the different weights of the passengers and the expected sea state. This means that regardless of the weight of the passengers or the differences in sea state, the entire system can provide a relatively matched natural frequency and vibration reduction effect, avoiding insufficient cushioning for those who are too light and preventing those who are too heavy from hitting the bottom directly due to exceeding the range.

[0061] Upon entering the relevant sea area, the impact load propagates from the deck to the lower mounting plate of the seat. Through spring dampers and elastic deformation guides forming an X-shaped adjustment structure, it is compressed, buffered, and isolated before being transmitted to the upper mounting plate of the seat, ultimately reaching the occupant through the saddle-shaped cushion. As the occupant begins to move upwards, the X-shaped adjustment structure begins to stretch. Then, the occupant's own weight (or, in cases of heavy load, the seatbelt) causes a second impact against the saddle-shaped cushion and upper mounting plate, preventing the occupant's head from being struck by the cabin ceiling and resulting in injury or death. This causes the X-shaped adjustment structure to compress, and the cycle repeats continuously.

[0062] During this process, the impact load forces the X-shaped adjustment structure to change its angle, causing the distance between the two points of the spring damper to be compressed or stretched. At this time, the kinetic energy of the impact is rapidly converted into the elastic potential energy of the spring. After the peak of the impact, the stored elastic potential energy is released, pushing the system to reset. During this process, due to the damping of the damper and the hinge points, energy conversion is achieved, preventing the impact kinetic energy from being directly and entirely transmitted to the human body. The planetary screws, through four planetary screws, ensure the fixed position of the spring damper end when subjected to frequent impacts over a long period of time.

[0063] This invention addresses the limitations of existing shock-resistant seat technologies by proposing a marine-specific cushioning seat solution that balances stability, comfort, and lightweight design.

[0064] Unlike traditional armored vehicle designs that protect against single large impacts, this invention focuses on the complex impact conditions of ships during high-speed navigation, characterized by prolonged, frequent, and wide-range impacts. It overcomes the limitations of directly transplanting hydraulic buffer mechanisms and innovatively designs a dynamic stiffness and damping adjustment system. Through a composite structure of an elastically deformable guide frame and a planetary screw, a four-bar linkage provides instantaneous stability under high-amplitude impacts, while the planetary screw ensures buffering reliability during continuous impacts. Simultaneously, it adapts to differences in impact intensity and personnel load under varying sea conditions, improving comfort. Finally, through lightweight modifications to the traditional four-bar linkage, the overall weight is reduced while maintaining structural strength, achieving synergistic optimization of high performance and lightweight design, thereby increasing the ship's maximum speed and range.

[0065] Furthermore, the process for determining the parameters of the spring-damper in the buffer structure was clarified. The core is to determine the approximate range of parameters through traditional linear analysis, and then establish a high-precision nonlinear model. By adjusting the installation angle of the spring-damper, the vertical equivalent stiffness and damping are changed. Combined with the piecewise regression method, the optimal stiffness and damping combination is precisely matched by traversing the parameters of crew mass and sea state, so as to minimize the instantaneous frequency-weighted acceleration in the 1 / 3 octave band analysis of the personnel's vertical dynamic response.

[0066] Unlike traditional methods that determine spring damper parameters solely based on the average mass of the personnel, the stiffness and damping parameters of the spring damper in this invention require the coordinated design of an elastically deformable guide frame. Based on the range of sea state levels and the weight range of the passengers, the stiffness and damping parameters are initially set, and their dynamic response is calculated. The dynamic response is then Fourier transformed and integrated over a 1 / 3 octave band to iterate the stiffness and damping parameters, ensuring that the dominant frequency avoids the 4-8Hz main frequency band, allowing for a longer permissible exposure time for personnel (this is the terminology in standard GB / T 13441.1, referring to improved personnel comfort). Finally, the stiffness and damping parameter results are linearly regressed to obtain the range of stiffness and damping parameters. A spring damper is selected based on the median value of the stiffness and damping parameters within this range, and its vertical stroke change is obtained using angle variation as a parameter. The dimensions of the elastically deformable guide frame are then designed to meet the stroke requirements of the spring damper. In practical use, the vertical stiffness and damping component can be changed by adjusting the position of the spring damper screw end according to the weight of the person and the sea conditions, so as to obtain the best comfort for each person.

[0067] The four-bar linkage in CN110303955A is primarily designed to provide stiffness for the seat surface, but one end is fixed to the vehicle structure. This allows impact loads to still be transmitted to the seat surface via the four-bar linkage. In contrast, the X-shaped adjustment structure in this invention completely isolates personnel from the hull, while the elastically deformable guide frame ensures structural stability under high-amplitude impact loads. Furthermore, the planetary lead screw ensures the stability of the buffer structure under continuous impact loads, preventing lead screw slippage and creep fatigue caused by a single lead screw continuously bearing alternating stress.

[0068] The traditional metal four-bar linkage was eliminated. Structural kinematic analysis revealed that the primary load-bearing mechanism in this system is the spring damper, with the four-bar linkage merely providing motion guidance and boundaries. Therefore, a double-layered polymer material (HDPE or other materials with good toughness and resistance to marine environments) was chosen to replace the elastically deformable guide frame with a rotating shaft, achieving lightweight design while meeting the requirements of structural dynamics and kinematics. For the same seat dimensions, the weight of the four-bar linkage can be reduced by 50% if using aluminum alloy as the standard, and by 85% if using stainless steel as the standard.

[0069] The above description is an explanation of the present invention and not a limitation thereof. The scope of the present invention is defined by the claims. Within the scope of protection of the present invention, any form of modification may be made.

Claims

1. A lightweight marine cushioning seat suitable for high sea states and high speeds, characterized in that: Includes a lower mounting plate (1) fixed to the ship deck or mounting rails, an upper mounting plate (2) parallel to the lower mounting plate (1) is provided directly above the lower mounting plate (1), a saddle-shaped seat cushion (6) is installed on the top surface of the upper mounting plate (2), a handle (8) is installed at one end of the saddle-shaped seat cushion (6), and a reclining backrest (7) is installed at the other end of the saddle-shaped seat cushion (6). An X-type adjustment structure (3) is installed between the upper mounting plate (2) and the lower mounting plate (1). The X-type adjustment structure (3) includes a cross-arranged spring damper (4) and an elastic deformation guide frame (5). The X-type adjustment structure (3) is used to change the installation angle of the spring damper (4), thereby adjusting the equivalent stiffness and equivalent damping of the spring damper (4) in the vertical direction to adapt to passengers of different weights and impact inputs of different intensities.

2. A lightweight marine cushioning seat suitable for high sea states and high speeds as described in claim 1, characterized in that: An upper bending plate (11) is fixed at one end of the bottom surface of the upper mounting plate (2), and a lower bending plate (13) is fixed at one end of the top surface of the lower mounting plate (1). An elastic deformation guide frame (5) is installed at an angle between the upper bending plate (11) and the lower bending plate (13).

3. A lightweight marine cushioning seat suitable for high sea states and high speeds as described in claim 2, characterized in that: The structure of the elastic deformation guide frame (5) is as follows: it includes a rectangular frame plate (503), a large hole (502) is opened in the middle of the rectangular frame plate (503), a spring damper (4) is passed through the middle of the large hole (502), and an upper rotating shaft (501) and a lower rotating shaft (504) are arranged on the diagonal of the rectangular frame plate (503).

4. A lightweight marine cushioning seat suitable for high sea states and high speeds as described in claim 1, characterized in that: A screw mechanism (12) is also installed on the top surface of the lower mounting plate (1). The screw mechanism (12) has the following structure: it includes a fixed seat (1204) fixed at intervals on the lower mounting plate (1), a slider (1201) is arranged between the two fixed seats (1204), a screw nut (1202) is provided in the middle of the slider (1201), a screw rod (1203) is installed in the middle of the screw nut (1202), and a rotating adjustment head (1205) is installed after one end of the screw rod (1203) passes through the fixed seat (1204) at one end.

5. A lightweight marine cushioning seat suitable for high sea states and high speeds as described in claim 4, characterized in that: The top of the slider (1201) is connected to the bottom of the spring damper (4) by a pin. The spring damper (4) achieves stepless or graded adjustment of the installation angle under the action of the screw mechanism (12).

6. A lightweight marine cushioning seat suitable for high sea states and high speeds as described in claim 5, characterized in that: The elastic deformation guide frame (5) is made of double-layered polymer material.

7. A lightweight marine cushioning seat suitable for high sea states and high speeds as described in claim 1, characterized in that: The back of the reclining backrest (7) is equipped with a spaced split bracket (14), and a hinge (10) is installed in the middle of the split bracket (14).

8. A lightweight marine cushioning seat suitable for high sea states and high speeds as described in claim 7, characterized in that: The split bracket (14) is fixed on the upper mounting plate (2), and the split bracket (14) is equipped with a safety belt (9) and a lifting lug (15).

9. A lightweight marine cushioning seat suitable for high sea states and high speeds as described in claim 1, characterized in that: Both the lower mounting plate (1) and the upper mounting plate (2) are made of thin plates, and the lower mounting plate (1) has multiple rectangular holes and grooves.

10. A method of using a lightweight marine cushioning seat suitable for high sea states and high speeds as described in claim 1, characterized in that: The following operating procedures are included: First, adjust the position of the end of the spring damper (4) according to the different weights of the personnel and the different sea state levels, and quickly adjust it to the corresponding optimal angle; After entering the relevant sea area, when the impact load is transmitted from the deck to the lower mounting plate (1) of the seat, it is compressed, buffered and isolated by the X-type adjustment structure (3) and transmitted to the upper mounting plate (2) of the seat, and finally transmitted to the human body through the saddle-shaped cushion (6); As the personnel begin to move upward, the X-shaped adjustment structure (3) begins to stretch. Then, through the personnel's own movement, they collide with the saddle-shaped seat (6) and the upper mounting plate (2) again, preventing the personnel's heads from being impacted and causing injury or death by touching the top of the cabin. This causes the X-shaped adjustment structure (3) to compress, and the cycle repeats.

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