A cushioning anti-rebound mechanism for a marine rocket launcher and method of use

Abstract

The application discloses a buffering and anti-rebound mechanism for offshore rocket launching and a use method thereof, and belongs to the technical field of rocket launching, and comprises an anti-overturning device base and an anti-overturning arm, the anti-overturning arm is arranged on the anti-overturning device base and is hinged to the anti-overturning device base, a one-way brake assembly and a shock absorption assembly are arranged on the anti-overturning device base, the one-way brake assembly is arranged at a middle position between the two shock absorption assemblies, the one-way brake assembly and the shock absorption assembly are arranged on the same side of the anti-overturning arm, and the anti-overturning arm is inclined to rotate towards the direction close to the one-way brake assembly and the shock absorption assembly; the one-way brake assembly comprises a brake arc, a brake shoe, a friction lining, a compression spring and a brake connecting rod unit; and the shock absorption assembly comprises a hydraulic damper unit, a roller unit and a shock absorption connecting rod unit. The one-way brake assembly and the shock absorption assembly are used for buffering and absorbing the shock of the anti-overturning arm, and the buffering and anti-rebound effects are achieved during the overturning process and after the overturning process.

Description

Technical Field

[0001] This invention relates to the technical field of rocket launches, and more particularly to a buffer anti-rebound mechanism for marine rocket launches and its usage method. Background Technology

[0002] Currently, sea-based rocket launches have become an important method. Compared with land-based rockets, sea-based launches offer advantages such as greater flexibility, better mission adaptability, and lower launch costs, leading to an increasing number of low-Earth orbit satellites being launched from sea. However, sea-based launch conditions are affected by sea conditions and weather. The unpredictability of waves at sea causes the ship to roll and pitch, which are transmitted to the launch platform, affecting the stability of the rocket before and after erection. The stability of the rocket after erection on the launch platform is poor, as the ship's swaying creates a large overturning moment, which can easily lead to structural failure or even rocket overturning. Excessive tilting angles not only affect launch control accuracy but may also cause the rocket to tip over, resulting in launch failure or even a launch accident. Therefore, maintaining a stable and safe posture for the rocket during its free-standing phase before ignition is crucial.

[0003] Before a rocket is ignited and launched, the anti-tipping device for a sea-launched rocket needs to be tilted to separate it from the rocket body, thus allowing the rocket to launch smoothly. However, the tilting process of the anti-tipping arm can cause impact vibrations or rebounds, which can easily damage the anti-tipping device.

[0004] Regarding the aforementioned related technologies, the applicant has identified the following deficiencies in the prior art:

[0005] 1. The center point of rotation of the contact rod used in the existing device does not coincide with the center point of rotation of the anti-tipping arm. Therefore, it cannot fully fit the arm during the buffering process, and friction will occur between metals during the tipping process. The contact surface is easily worn under repeated impacts, reducing the service life of the mechanism.

[0006] 2. In the existing design, all elastic elements and buffer contact rods are arranged in the same plane, which can only absorb the vertical impact force when the anti-overturning arm tilts. The offshore launch platform is affected by waves, which will cause lateral swaying. The anti-overturning arm may generate lateral torque or lateral displacement. However, the existing structure has no lateral damping or limiting capability, which can easily lead to lateral sliding of the contact surface between the buffer contact rod and the anti-overturning arm. The overall structure will prematurely fail due to fatigue caused by bending moments in directions other than those designed for it.

[0007] 3. Due to the impact generated during the ship's rocking and capsizing, the anti-overturning arm will rebound. The existing device can only lock after the anti-overturning arm has reached its lowest point, and cannot prevent rebound during the capsizing process.

[0008] In summary, the current technical problem to be solved is: how to provide a buffer and anti-rebound mechanism to buffer and prevent rebound of the rocket stabilization device during the tilting process, thereby improving the safety and reliability of the rocket anti-tipping device. Summary of the Invention

[0009] To address the shortcomings of existing technologies, this invention provides a buffer anti-rebound mechanism for marine rocket launches and its usage method. This invention uses a shock-absorbing component and a one-way braking component to dampen the anti-tipping arm and prevent rebound during and after the tilting process.

[0010] The technical solution of the present invention to solve the above-mentioned technical problems is as follows:

[0011] A buffer anti-rebound mechanism for a sea-launched rocket includes an anti-tipping device base and an anti-tipping arm. The anti-tipping arm is placed on the anti-tipping device base and hinged to it. The anti-tipping device base is provided with a one-way braking component and a shock-absorbing component. The one-way braking component is located between the two shock-absorbing components. The one-way braking component and the shock-absorbing component are located on the same side of the anti-tipping arm. The anti-tipping arm tilts and rotates towards the direction close to the one-way braking component and the shock-absorbing component.

[0012] The one-way braking assembly includes a braking arc, brake shoes, friction linings, a compression spring, and a brake linkage unit, with the braking arc facing the side of the anti-rollover arm;

[0013] The damping assembly includes a hydraulic damper unit, a roller unit, and a damping linkage unit, with the roller unit facing one side of the anti-rollover arm.

[0014] Furthermore, the one-way braking assembly includes a brake base and a brake bracket, the brake arc is fixedly connected to the brake base, the brake base is fixedly connected to the anti-rollover device base, the brake shoe is connected to the brake bracket, the brake bracket is fixedly connected to the anti-rollover arm, and the friction lining is placed on the brake shoe and abuts against the brake arc.

[0015] Furthermore, the brake linkage unit is positioned between the brake bracket and the brake shoe. The brake linkage unit includes an upper linkage, a lower linkage, and a compression spring. The two ends of the upper linkage and the lower linkage are respectively hinged to the brake bracket and the brake shoe. One end of the compression spring is connected to the brake bracket, and the other end of the compression spring is connected to the upper linkage.

[0016] Furthermore, the hydraulic damper unit includes a hydraulic damper and a hydraulic damping base, the hydraulic damping base is connected to the anti-overturning device base, and the hydraulic damping base is hinged to the hydraulic damper.

[0017] The damping linkage unit includes a first linkage, a second linkage plate, and a linkage base. The linkage base is connected to the anti-tipping device base, the linkage base is hinged to the first linkage, the first linkage is hinged to the second linkage plate, at least two first linkages are respectively placed on both sides of the second linkage plate, and the end of each first linkage away from the linkage base is respectively hinged to a hydraulic damper. The side of the second linkage away from the first linkage is hinged to another hydraulic damper, and the roller unit is placed inside the second linkage plate.

[0018] Furthermore, the roller unit includes several large rollers and several small rollers, and both the large rollers and small rollers are rotatably connected to the second connecting plate.

[0019] Furthermore, the braking arc is arc-shaped, and the central axis of the braking arc coincides with the rotation axis of the anti-rollover arm.

[0020] Furthermore, the brake shoe is arc-shaped, and the curvature of the brake shoe matches that of the inner surface of the brake arc.

[0021] Furthermore, there are at least three hydraulic dampers.

[0022] A method for using a buffer anti-rebound mechanism for sea-launched rockets includes the following stages:

[0023] Anti-tipping arm backward phase: When the rocket is launched, the anti-tipping arm begins to rotate forward. The brake shoes and friction linings rotate synchronously with the anti-tipping arm. Under the action of the compression spring, the friction linings slightly contact the inner surface of the braking arc, generating a small amount of frictional damping.

[0024] When the ship rolls or the cushion rebounds, causing the anti-overturning arm to tend to move in the opposite direction, the brake shoes and friction linings rotate synchronously with the anti-overturning arm, triggering a self-amplifying effect. The brake shoes are pressed against the inner wall of the braking arc, and the instantaneous braking torque increases sharply.

[0025] Anti-rollover arm tipping and buffering stage: When the anti-rollover arm tipps down to contact the large and small rollers, the impact force is decomposed and transmitted to the hydraulic damper through the first connecting rod and the second connecting plate. Through the kinematic relationship of the shock absorption component's geometry, the contact surface remains in close contact with the anti-rollover arm during the buffering process and slides relative to the anti-rollover arm. The hydraulic damper adjusts the oil flow according to the impact speed to achieve nonlinear damping characteristics to absorb the impact.

[0026] In summary, compared with the prior art, the beneficial effects of the above technical solution are:

[0027] 1. This invention uses a shock-absorbing component and a one-way braking component to dampen the anti-overturning arm and prevent rebound during and after the overturning process. It also buffers and prevents rebound of the rocket stabilizing device during the overturning process, thereby improving the safety and reliability of the rocket anti-overturning device.

[0028] 2. The present invention has an adaptive contact surface. Through the kinematic relationship of the shock-absorbing component's geometry, its contact surface can always be in close contact with the anti-overturning arm contact surface during the buffering process, so that the force can be better transmitted.

[0029] 3. The present invention has a sliding contact surface, and the roller of the shock-absorbing component forms a sliding contact with the anti-tipping arm. The roller unit rotates accordingly, reducing the friction coefficient of the contact surface.

[0030] 4. The present invention has a stable arrangement of hydraulic dampers. The three dampers are arranged in space rather than in a planar arrangement, which effectively resists lateral forces and has stronger reliability.

[0031] 5. This invention features full-stroke anti-rebound and a one-way braking component design that ensures self-amplifying braking can be triggered at any angle of reversal from the start of tipping to the end, rather than a conventional single-endpoint lock. During forward rotation, the friction force is provided only by the compression spring, which has minimal impact on the backward speed of the anti-tipping arm. Compared to ratchet check mechanisms that rely on tooth meshing and require the anti-tipping arm to reach the tooth pitch before locking, resulting in a response delay and inability to suppress minor rebound vibrations, this mechanism can respond instantly at any tipping angle of the anti-tipping arm, ensuring launch safety. Attached Figure Description

[0032] Figure 1 This is an overall schematic diagram of an embodiment of the present invention;

[0033] Figure 2 This is a schematic diagram of a one-way braking assembly in an embodiment of the present invention;

[0034] Figure 3 This is a schematic diagram of the shock absorption component in an embodiment of the present invention;

[0035] Figure 4 This is a schematic diagram showing the position of the anti-tipping arm when it tilts to the contact damping component in an embodiment of the present invention;

[0036] Figure 5 This is a schematic diagram showing the position of the anti-tipping arm fully extended in an embodiment of the present invention.

[0037] Explanation of reference numerals in the attached figures:

[0038] 1. One-way braking assembly; 2. Shock absorption assembly; 3. Anti-tipping device base; 4. Anti-tipping arm;

[0039] 10. Brake base; 11. Upper connecting rod; 12. Compression spring; 13. Lower connecting rod; 14. Brake arc; 15. Brake shoe; 16. Friction lining; 17. Brake bracket;

[0040] 20. First connecting rod; 21. Second connecting plate; 22. Connecting rod base; 23. Hydraulic damping base; 24. Hydraulic damper; 25. Small roller; 26. Large roller. Detailed Implementation

[0041] The principles and features of the present invention are described below with reference to all the accompanying drawings. The examples given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0042] This invention discloses a buffer anti-rebound mechanism for marine rocket launches and its usage method.

[0043] Reference Figures 1 to 5 As shown, a buffer anti-rebound mechanism for a sea-launched rocket includes an anti-tipping device base 3 and an anti-tipping arm 4. The anti-tipping arm 4 is placed on the anti-tipping device base 3 and hinged to it. The anti-tipping device base 3 is provided with a one-way braking component 1 and a shock-absorbing component 2. The one-way braking component 1 is located in the middle of the two shock-absorbing components 2. The one-way braking component 1 and the shock-absorbing component 2 are located on the same side of the anti-tipping arm 4. The anti-tipping arm 4 tilts and rotates in the direction closer to the one-way braking component 1 and the shock-absorbing component 2.

[0044] The one-way braking assembly 1 includes a braking arc 14, a brake shoe 15, a friction lining 16, a compression spring 12, and a brake linkage unit, with the braking arc 14 facing the side of the anti-rollover arm 4.

[0045] The braking arc 14 is arc-shaped, and its central axis coincides with the rotation axis of the anti-rollover arm 4. The brake base 10 connects the braking arc 14 to the anti-rollover device base 3, providing support.

[0046] The brake shoe 15 is arc-shaped, and the curvature of the inner surface of the brake shoe 15 matches that of the brake arc 14. Friction pads 16 are riveted to the outer surface of the brake shoe 15, and both ends have hinge holes for connecting rods 13.

[0047] The friction lining 16 is arc-shaped and is riveted to the brake shoe 15.

[0048] The one-way braking assembly 1 also includes a brake base 10 and a brake bracket 17. The brake arc 14 is fixedly connected to the brake base 10. The brake base 10 is fixedly connected to the anti-rollover device base 3. The brake shoe 15 is connected to the brake bracket 17. The brake bracket 17 is fixedly connected to the anti-rollover arm 4. The friction lining 16 is placed on the brake shoe 15 and abuts against the brake arc 14.

[0049] The brake linkage unit is located between the brake bracket 17 and the brake shoe 15. The brake linkage unit includes an upper linkage 11, a lower linkage 13 and a compression spring 12. The two ends of the upper linkage 11 and the lower linkage 13 are respectively hinged to the brake bracket 17 and the brake shoe 15. One end of the compression spring 12 is connected to the brake bracket 17 and the other end of the compression spring 12 is connected to the upper linkage 11.

[0050] The upper connecting rod 11 is a planar rod structure with hinge holes at both ends. One end is connected to the brake shoe 15, and the other end is connected to the brake bracket 17. There is a spring support in the middle.

[0051] The lower connecting rod 13 is a planar rod structure with hinge holes at both ends. One end is connected to the brake shoe 15, and the other end is connected to the brake bracket 17.

[0052] The compression spring 12 is a tension coil spring with hooks at both ends. It presses the brake shoe 15 onto the brake arc 14. One end of the compression spring 12 is connected to the upper connecting rod 11, and the other end is fixed to the spring support of the brake bracket 17.

[0053] The brake bracket 17 includes hinge holes for the upper link 11 and the lower link 13, as well as a spring support, and is fixed to the anti-rollover arm 4.

[0054] The shock absorption assembly 2 includes a hydraulic damper unit, a roller unit, and a shock absorption linkage unit, with the roller unit facing one side of the anti-overturning arm 4.

[0055] The hydraulic damper unit includes a hydraulic damper 24 and a hydraulic damping base 23. The hydraulic damping base 23 is connected to the anti-overturning device base 3, and the hydraulic damping base 23 is hinged to the hydraulic damper 24.

[0056] There are at least three hydraulic dampers 24. The three hydraulic dampers 24 and the second connecting plate 21 form a spatial triangular structure to increase stability.

[0057] The hydraulic damper 24 and its hydraulic damping base 23 are used to absorb the impact of the anti-overturning arm 4. In this embodiment, the shock absorption assembly 2 is equipped with three hydraulic dampers 24. One hydraulic damper 24 is connected to the second connecting plate 21, and the other two dampers are respectively connected to the two first connecting rods 20. Their lower support points are all connected to the anti-overturning device base 3 through the ear plate.

[0058] The damping linkage unit includes a first link 20, a second connecting plate 21, and a link base 22. The link base 22 is connected to the anti-tipping device base 3. The link base 22 is hinged to the first link 20. The first link 20 is hinged to the second connecting plate 21. At least two first links 20 are respectively placed on both sides of the second connecting plate 21. The end of each first link 20 away from the link base 22 is respectively hinged to a hydraulic damper 24. The side of the second connecting plate 21 away from the first link 20 is hinged to another hydraulic damper 24. The roller unit is placed inside the second connecting plate 21.

[0059] The roller unit includes several large rollers 26 and several small rollers 25, all of which are rotatably connected to the second connecting plate 21. In this embodiment, there is one large roller 26 and three small rollers 25.

[0060] The large roller 26, small roller 25, and second connecting plate 21 are in contact with the anti-rollover arm 4, supporting the anti-rollover arm 4 and sliding relative to the surface of the anti-rollover arm 4. In this embodiment, the roller unit includes three small rollers 25 and one large roller 26 mounted in the second connecting plate 21. The mounting position of the large roller 26 on the second connecting plate 21 is coaxial with the connection position between the second connecting plate 21 and the first connecting rod 20. The first connecting rod 20 and the second connecting plate 21 have lugs connecting to the fulcrum on a single hydraulic damper 24.

[0061] The first connecting rod 20 and its connecting rod base 22 transmit the force of the large roller 26 and the second connecting plate 21 to the hydraulic dampers 24 on the left and right sides. One end of the hydraulic damper 24 is connected to the second connecting plate 21, and the other end of the hydraulic damper 24 is connected to the anti-tipping device base 3 through the ear plate. There are ear plates on the left and right sides connecting to the upper support points of the hydraulic dampers 24 on the left and right sides respectively.

[0062] This invention uses a shock-absorbing component 2 and a one-way braking component 1 to dampen the anti-overturning arm 4 and prevent rebound during and after the overturning process. This provides cushioning and prevents rebound during the overturning of the rocket stabilizing device, improving the safety and reliability of the rocket anti-overturning device. It features an adaptive contact surface; through the kinematic relationship of the shock-absorbing component 2's geometry, its contact surface remains in close contact with the anti-overturning arm 4 during the buffering process, allowing for better force transmission. It also features a sliding contact surface; the rollers of the shock-absorbing component 2 form a sliding contact with the anti-overturning arm 4, and the roller unit rotates accordingly, reducing the coefficient of friction of the contact surface. Finally, it features a stable arrangement of hydraulic dampers 24; the three dampers are arranged spatially rather than planarly, effectively resisting lateral forces and enhancing reliability. With full-stroke anti-rebound and a one-way braking component 1 design, the self-amplifying braking is triggered at any angle of reversal from the start of tilting to the end, rather than a conventional single-endpoint lock. During forward rotation, the friction force is provided only by the compression spring 12, which has a minimal impact on the backward speed of the anti-tipping arm 4. Compared to the ratchet check mechanism, which relies on tooth meshing and requires the anti-tipping arm 4 to reach the tooth pitch before locking, resulting in a response delay and inability to suppress minor rebound vibrations, this mechanism can respond instantly at any tilting angle of the anti-tipping arm 4, ensuring launch safety.

[0063] The implementation principle of a buffer anti-rebound mechanism for a sea-based rocket launch according to an embodiment of the present invention is as follows:

[0064] Layout of damping component 2:

[0065] Three hydraulic dampers 24 and the second connecting plate 21 form a spatially distributed triangular structure. The upper ends of the double hydraulic dampers 24 are hinged to the lugs of the first connecting rod 20, and the lower ends of the hydraulic dampers 24 are fixed to the anti-tipping device base 3. The upper ends of the single hydraulic dampers 24 are respectively hinged to the side lugs of the second connecting plate 21, and the lower ends are fixed to the anti-tipping device base 3. A large roller 26 is installed at the end of the second connecting plate 21, and its rotation axis is coaxial with the hinge axis of the first connecting rod 20 and the second connecting plate 21.

[0066] Three small rollers 25 are equidistantly distributed along the length of the second connecting plate 21, and together with the large roller 26, they form a contact surface.

[0067] Motion transmission path:

[0068] Anti-tipping arm 4 → Large roller 26 → First link 20 → Hydraulic damper 24;

[0069] Anti-tipping arm 4 → Small roller 25 → Second connecting plate 21 → Hydraulic damper 24.

[0070] Layout of one-way braking assembly 1:

[0071] The central axis of the braking arc 14 coincides with the rotation axis of the anti-overturning arm 4.

[0072] The brake shoe 15 forms a double rocker mechanism with the brake bracket 17 via the upper connecting rod 11 and the lower connecting rod 13.

[0073] One end of the upper connecting rod 11 is hinged to the upper end of the brake shoe 15, and the other end is hinged to the brake bracket 17. A spring support is provided in the middle.

[0074] The lower connecting rod 13 is hinged at both ends to the lower end of the brake shoe 15 and the brake bracket 17. One end of the compression spring 12 is hooked to the middle support of the upper connecting rod 11, and the other end is fixed to the support of the brake bracket 17.

[0075] Motion transmission path:

[0076] The pretension direction of the compression spring 12 causes the friction lining 16 of the brake shoe 15 to constantly press against the inner surface of the brake arc 14.

[0077] Reference Figures 1 to 5 As shown, a method for using a buffer anti-rebound mechanism for a sea-based rocket launch includes the following stages:

[0078] Anti-overturning arm 4 backward stage: When the rocket is launched, the anti-overturning arm 4 begins to rotate forward (backward direction). The brake shoe 15 and the friction lining 16 rotate synchronously with the anti-overturning arm 4. Under the action of the compression spring 12, the brake shoe 15 and the friction lining 16 slightly contact the inner surface of the brake arc 14, generating a small amount of frictional damping (from the shoe state).

[0079] When the ship rolls or the cushion rebounds, causing the anti-capsizing arm 4 to move in the opposite direction, the brake shoe 15 and the friction lining 16 rotate synchronously with the anti-capsizing arm 4, triggering a self-amplifying effect. The brake shoe 15 is pressed against the inner wall of the brake arc 14, and the instantaneous braking torque increases sharply (leading shoe state).

[0080] Anti-overturning arm 4 tilting buffer stage: The anti-overturning arm 4 tilts down to contact the large roller 26 and the small roller 25. After the impact force is decomposed, it is transmitted to the hydraulic damper 24 through the first connecting rod 20 and the second connecting plate 21. Through the kinematic relationship of the geometric structure of the shock absorption component 2, the contact surface is kept in close contact with the anti-overturning arm 4 during the buffering process and slides relative to the anti-overturning arm 4. The hydraulic damper 24 adjusts the oil flow according to the impact speed to achieve nonlinear damping characteristics to absorb the impact.

[0081] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A buffer anti-rebound mechanism for a marine rocket launch, comprising an anti-tipping device base (3) and an anti-tipping arm (4), wherein the anti-tipping arm (4) is placed on the anti-tipping device base (3) and hinged to the anti-tipping device base (3), characterized in that: The anti-overturning device base (3) is provided with a one-way braking component (1) and a shock-absorbing component (2). The one-way braking component (1) is located in the middle of the two shock-absorbing components (2). The one-way braking component (1) and the shock-absorbing component (2) are located on the same side of the anti-overturning arm (4). The anti-overturning arm (4) tilts and rotates in the direction close to the one-way braking component (1) and the shock-absorbing component (2). The one-way braking assembly (1) includes a braking arc (14), a brake shoe (15), a friction lining (16), a compression spring (12), and a brake linkage unit, with the braking arc (14) facing the side of the anti-rollover arm (4). The damping assembly (2) includes a hydraulic damper unit, a roller unit and a damping linkage unit, with the roller unit facing one side of the anti-overturning arm (4).

2. The buffer anti-rebound mechanism for a sea-based rocket launch according to claim 1, characterized in that: The one-way braking assembly (1) includes a brake base (10) and a brake bracket (17). The brake arc (14) is fixedly connected to the brake base (10). The brake base (10) is fixedly connected to the anti-overturning device base (3). The brake shoe (15) is connected to the brake bracket (17). The brake bracket (17) is fixedly connected to the anti-overturning arm (4). The friction lining (16) is placed on the brake shoe (15) and abuts against the brake arc (14).

3. The buffer anti-rebound mechanism for a sea-based rocket launch according to claim 2, characterized in that: The brake linkage unit is located between the brake bracket (17) and the brake shoe (15). The brake linkage unit includes an upper linkage (11), a lower linkage (13) and a compression spring (12). The two ends of the upper linkage (11) and the lower linkage (13) are respectively hinged to the brake bracket (17) and the brake shoe (15). One end of the compression spring (12) is connected to the brake bracket (17), and the other end of the compression spring (12) is connected to the upper linkage (11).

4. The buffer anti-rebound mechanism for a sea-based rocket launch according to claim 1, characterized in that: The hydraulic damper unit includes a hydraulic damper (24) and a hydraulic damping base (23). The hydraulic damping base (23) is connected to the anti-overturning device base (3), and the hydraulic damping base (23) is hinged to the hydraulic damper (24). The shock-absorbing linkage unit includes a first linkage (20), a second linkage plate (21), and a linkage base (22). The linkage base (22) is connected to the anti-overturning device base (3). The linkage base (22) is hinged to the first linkage (20). The first linkage (20) is hinged to the second linkage plate (21). At least two first linkages (20) are respectively placed on both sides of the second linkage plate (21). The end of each first linkage (20) away from the linkage base (22) is respectively hinged to a hydraulic damper (24). The side of the second linkage plate (21) away from the first linkage (20) is hinged to another hydraulic damper (24). The roller unit is placed inside the second linkage plate (21).

5. The buffer anti-rebound mechanism for a sea-based rocket launch according to claim 4, characterized in that: The roller unit includes several large rollers (26) and several small rollers (25), and both the large rollers (26) and the small rollers (25) are rotatably connected to the second connecting plate (21).

6. The buffer anti-rebound mechanism for a sea-based rocket launch according to claim 1, characterized in that: The braking arc (14) is arc-shaped, and the central axis of the braking arc (14) coincides with the rotation axis of the anti-overturning arm (4).

7. The buffer anti-rebound mechanism for a sea-based rocket launch according to claim 1, characterized in that: The brake shoe (15) is arc-shaped, and the inner surface curvature of the brake shoe (15) matches that of the brake arc (14).

8. The buffer anti-rebound mechanism for a sea-based rocket launch according to claim 4, characterized in that: There are at least three hydraulic dampers (24).

9. A method of using a buffer anti-rebound mechanism for a sea-based rocket launch, characterized in that, Includes the following stages: Anti-overturning arm (4) backward stage: When the rocket is launched, the anti-overturning arm (4) begins to rotate in the forward direction. The brake shoe (15) and the friction lining (16) rotate synchronously with the anti-overturning arm (4). Under the action of the compression spring (12), the brake shoe (15) and the friction lining (16) slightly contact the inner surface of the brake arc (14) to generate a small amount of frictional damping. When the ship rolls or the cushion rebound causes the anti-overturning arm (4) to move in the opposite direction, the brake shoe (15) and the friction lining (16) rotate synchronously with the anti-overturning arm (4), triggering the self-amplifying effect. The brake shoe (15) is pressed against the inner wall of the brake arc (14), and the instantaneous braking torque increases sharply. Anti-overturning arm (4) tipping buffer stage: The anti-overturning arm (4) tipped down to contact the large roller (26) and the small roller (25). After the impact force was decomposed, it was transmitted to the hydraulic damper (24) through the first connecting rod (20) and the second connecting plate (21). Through the kinematic relationship of the geometric structure of the shock absorption component (2), the contact surface was kept in close contact with the anti-overturning arm (4) during the buffering process and slid relative to the anti-overturning arm (4). The hydraulic damper (24) adjusted the oil flow according to the impact speed to achieve nonlinear damping characteristics to absorb the impact.

Images