Vibration damper for ship turbine

Abstract

The utility model belongs to the field of ships, and particularly relates to a ship turbine vibration damper which comprises a turbine body, a supporting block is fixedly connected to the bottom of the turbine body, a buffering assembly is arranged at the bottom of the supporting block, and grooves are formed in the two sides of the front face and the two sides of the back face of the supporting block. The buffering assembly comprises a bottom plate, dampers are fixedly connected between the top of the bottom plate and the four corners of the bottom of the supporting block, limiting shells are fixedly connected to the front sides and the rear sides of the two sides of the top of the bottom plate, limiting wheels are arranged in inner cavities of the limiting shells, and one sides of the limiting wheels extend into inner cavities of the grooves and are fixedly connected with limiting plates. By arranging the buffering assembly, the multi-directional buffering and damping function can be achieved on the turbine body, the good buffering and damping function can be achieved no matter the turbine body deviates in any direction, the protection performance of the turbine body is improved, and therefore the turbine body is prevented from being damaged in the transferring or using process, and the service life of the turbine body is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of shipbuilding, specifically a vibration damper for ship engine. Background Technology

[0002] Marine engines refer to the general term for the machinery, equipment and systems set up to meet the needs of ship navigation, various operations, personnel life, and the safety of personnel and property. A turbine engine is also called a steam turbine engine. It is a rotary steam power plant. High-temperature and high-pressure steam passes through a fixed nozzle and becomes an accelerated airflow before being injected onto the blades, causing the rotor equipped with a row of blades to rotate and perform work. Steam turbines are the main equipment in modern thermal power plants and are also used in the metallurgical industry, chemical industry and ship power plants.

[0003] Existing ship engines may need to be relocated due to changes in the operating environment. However, existing ship engines do not have multi-directional shock absorption and buffering functions, which can easily cause damage to the engines during operation, affecting work efficiency and shortening the service life of the ship engines. Therefore, a ship engine vibration damper is proposed to address the above problems. Utility Model Content

[0004] In order to overcome the shortcomings of the existing technology and solve the problem that ship engines do not have multi-directional shock absorption and buffering functions, this utility model proposes a ship engine vibration damper.

[0005] The technical solution adopted by this utility model to solve its technical problem is: a ship engine vibration damper, including an engine body, a support block fixedly connected to the bottom of the engine body, a buffer component provided at the bottom of the support block, and grooves provided on both sides of the front and back of the support block.

[0006] The buffer assembly includes a base plate, with dampers fixedly connected between the top of the base plate and the four corners of the bottom of the support block. Limiting shells are fixedly connected to the front and rear sides of the top two sides of the base plate. A limiting wheel is provided within the inner cavity of each limiting shell. One side of each limiting wheel extends into the inner cavity of a groove and is fixedly connected to a limiting plate. A first spring is fixedly connected between the surface of the limiting plate and the inner wall of the groove. Positioning rods are fixedly connected to the bottom of opposite sides of the two limiting shells. A positioning block is fixedly connected between the two positioning rods. The bottom of the positioning block is fixedly connected to the base plate. A positioning sleeve is fitted onto the surface of each positioning rod. A second spring is fixedly connected between the front and rear sides of one side of the positioning sleeve and the positioning block. A buffer wheel is fixedly connected to the top of the positioning sleeve. A pressure block is provided at the top between the two limiting shells.

[0007] Preferably, the surface of the limiting wheel is slidably connected to the inner wall of the limiting shell, and the surface of the pressure block is in contact with the surface of the buffer wheel.

[0008] Preferably, a number of reinforcing blocks are fixedly connected to the front and rear sides of the engine body, and the bottom of the reinforcing blocks is fixedly connected to the support blocks.

[0009] Preferably, the surface of the limiting plate is slidably connected to the inner wall of the groove, and the surface of the positioning rod is slidably connected to the positioning sleeve.

[0010] Preferably, a fixing block is fixedly connected to the front and rear sides of both sides of the base plate, a sliding rod is fixedly connected to the top of the fixing block, a sliding sleeve is fitted on the surface of the sliding rod, and the surface of the sliding sleeve is fixedly connected to the support block.

[0011] Preferably, a third spring is fitted on the surface of the slide rod and at the top and bottom of the slide sleeve. A baffle is fixedly connected to the top of the slide rod. The opposite sides of the two third springs are fixedly connected to the fixing block and the baffle, respectively. The opposite sides of the two third springs are fixedly connected to the slide sleeve.

[0012] Preferably, mounting plates are fixedly connected to both the front and rear sides of the engine body, and the bottom of the mounting plates is fixedly connected to the support block.

[0013] The advantages of this utility model are:

[0014] 1. By setting up a buffer component, this utility model can provide multi-directional buffering and shock absorption for the engine body. No matter what direction the engine body shifts, it can provide good buffering and shock absorption, improve the protection performance of the engine body, thereby avoiding damage to the engine body during transportation or use and extending the service life of the engine body.

[0015] 2. This utility model facilitates the use of the limiting wheel by setting a limiting shell, facilitates the use of the buffer wheel by setting a pressure block, improves the stability of the turbine body installation by setting a reinforcing block, limits the movement range of the positioning sleeve by setting a positioning rod, and improves the stability of the turbine body installation by setting an installation plate, thus facilitating the installation of the turbine body. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0018] Figure 2 This is a cross-sectional view of the support block of this utility model;

[0019] Figure 3 This is a schematic diagram of the structure of the base plate of this utility model;

[0020] Figure 4 This is a schematic diagram of the slide bar of this utility model.

[0021] In the diagram: 1. Engine body; 2. Support block; 3. Groove; 4. Reinforcing block; 5. Mounting plate; 6. Buffer assembly; 601. Base plate; 602. Damper; 603. Limiting shell; 604. Limiting wheel; 605. Limiting plate; 606. First spring; 607. Positioning rod; 608. Positioning block; 609. Positioning sleeve; 610. Second spring; 611. Buffer wheel; 612. Pressure block; 613. Fixing block; 614. Sliding rod; 615. Sliding sleeve; 616. Third spring; 617. Baffle. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0023] The following is in conjunction with the appendix Figure 1-4 This application will be described in further detail.

[0024] This application discloses a vibration damper for marine engine systems. (Refer to...) Figures 1-4 A vibration damper for a ship engine includes an engine body 1, a support block 2 fixedly connected to the bottom of the engine body 1, a buffer assembly 6 provided at the bottom of the support block 2, and grooves 3 provided on both sides of the front and back of the support block 2.

[0025] The buffer assembly 6 includes a base plate 601. Dampers 602 are fixedly connected between the top of the base plate 601 and the four corners of the bottom of the support block 2. Limiting shells 603 are fixedly connected to the front and rear sides of the top two sides of the base plate 601. Limiting wheels 604 are provided inside the cavity of the limiting shells 603. One side of the limiting wheel 604 extends into the cavity of the groove 3 and is fixedly connected to a limiting plate 605. A first spring 606 is fixedly connected between the surface of the limiting plate 605 and the inner wall of the groove 3. Positioning rods 607 are fixedly connected to the bottom of opposite sides of the two limiting shells 603. A positioning block 608 is fixedly connected between the two positioning rods 607. The bottom of the positioning block 608 is connected to the base plate. A fixed connection is made at 601. A positioning sleeve 609 is fitted on the surface of the positioning rod 607. A second spring 610 is fixedly connected between the front and rear sides of one side of the positioning sleeve 609 and the positioning block 608. A buffer wheel 611 is fixedly connected to the top of the positioning sleeve 609. A pressure block 612 is provided at the top between the two limiting shells 603. By setting the buffer assembly 6, the engine body 1 can play a multi-directional buffer and shock absorption function. No matter what direction the engine body 1 deviates, it can play a good buffer and shock absorption function, improve the protection performance of the engine body 1, thereby avoiding damage to the engine body 1 during transportation or use and extending the service life of the engine body 1.

[0026] Reference Figure 1 , Figure 2 and Figure 3 The surface of the limiting wheel 604 is slidably connected to the inner wall of the limiting shell 603, and the surface of the pressure block 612 is in contact with the surface of the buffer wheel 611. By setting the limiting shell 603, the use of the limiting wheel 604 can be facilitated, and by setting the pressure block 612, the use of the buffer wheel 611 can be facilitated.

[0027] Reference Figure 1 , Figure 2 and Figure 3 Several reinforcing blocks 4 are fixedly connected to the front and rear sides of the engine body 1. The bottom of the reinforcing block 4 is fixedly connected to the support block 2. The surface of the limiting plate 605 is slidably connected to the inner wall of the groove 3. The surface of the positioning rod 607 is slidably connected to the positioning sleeve 609. By setting the reinforcing blocks 4, the stability of the engine body 1 installation can be improved. By setting the positioning rod 607, the movement range of the positioning sleeve 609 can be limited.

[0028] Reference Figure 1 and Figure 4Fixing blocks 613 are fixedly connected to the front and rear sides of both sides of the base plate 601. A sliding rod 614 is fixedly connected to the top of the fixing block 613. A sliding sleeve 615 is fitted on the surface of the sliding rod 614. The surface of the sliding sleeve 615 is fixedly connected to the support block 2. A third spring 616 is fitted on the surface of the sliding rod 614 and at the top and bottom of the sliding sleeve 615. A baffle 617 is fixedly connected to the top of the sliding rod 614. The opposite sides of the two third springs 616 are fixedly connected to the fixing block 613 and the baffle 617 respectively. The opposite sides of the two third springs 616 are fixedly connected to the sliding sleeve 615. By setting the fixing block 613, the sliding rod 614 can be supported. By setting the sliding rod 614, the movement range of the sliding sleeve 615 can be limited. By setting the sliding rod 614 and the sliding sleeve 615, the stability of the movement of the support block 2 can be improved. By setting the third spring 616, a buffering effect can be provided. By setting the baffle 617, the movement range of the sliding sleeve 615 can be limited.

[0029] Reference Figure 1 Mounting plates 5 are fixedly connected to both the front and rear sides of the engine body 1, and the bottom of the mounting plates 5 is fixedly connected to the support block 2. By setting the mounting plates 5, the stability of the engine body 1 during installation can be improved, and the installation of the engine body 1 can be facilitated.

[0030] Working principle: During operation or transport, the engine body 1 may vibrate due to various reasons, causing it to shift. This shift causes the support block 2 to shift, which in turn causes the limiting wheel 604 to shift. When the limiting wheel 604 shifts forward or backward or up or down, it is restricted by the limiting shell 603, which causes the limiting plate 605 to press the first spring 606. The shift of the support block 2 causes the sliding sleeve 615 to press the third spring 616. At the same time, when the support block 2 causes the pressure block 612 to shift, it presses the buffer wheel 611, causing it to shift. The buffer wheel 611 then moves the positioning sleeve 609 to press the second spring 610. Regardless of the direction of the shift, the first spring 606, the second spring 610, and the third spring 616 can effectively buffer and dampen the engine body 1, preventing damage and extending its service life.

[0031] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A vibration damper for marine engine rooms, characterized in that: Includes engine body (1), the bottom of engine body (1) is fixedly connected to support block (2), the bottom of support block (2) is provided with buffer component (6), and the support block (2) has grooves (3) on both the front and back sides. The buffer assembly (6) includes a base plate (601). Dampers (602) are fixedly connected between the top of the base plate (601) and the four corners of the bottom of the support block (2). Limiting shells (603) are fixedly connected to the front and rear sides of the top two sides of the base plate (601). Limiting wheels (604) are provided in the inner cavity of the limiting shells (603). One side of the limiting wheel (604) extends into the inner cavity of the groove (3) and is fixedly connected to a limiting plate (605). A first spring (606) is fixedly connected between the surface of the limiting plate (605) and the inner wall of the groove (3). The two limiting shells (603) A positioning rod (607) is fixedly connected to the bottom of each opposite side. A positioning block (608) is fixedly connected between the two positioning rods (607). The bottom of the positioning block (608) is fixedly connected to the base plate (601). A positioning sleeve (609) is sleeved on the surface of the positioning rod (607). A second spring (610) is fixedly connected between the front and rear sides of one side of the positioning sleeve (609) and the positioning block (608). A buffer wheel (611) is fixedly connected to the top of the positioning sleeve (609). A pressure block (612) is provided at the top between the two limiting shells (603).

2. A marine engine vibration damper according to claim 1, characterized in that: The surface of the limiting wheel (604) is slidably connected to the inner wall of the limiting shell (603), and the surface of the pressure block (612) is in contact with the surface of the buffer wheel (611).

3. A marine engine vibration damper according to claim 1, characterized in that: Several reinforcing blocks (4) are fixedly connected to the front and rear sides of the engine body (1), and the bottom of the reinforcing blocks (4) is fixedly connected to the support block (2).

4. A marine engine vibration damper according to claim 1, characterized in that: The surface of the limiting plate (605) is slidably connected to the inner wall of the groove (3), and the surface of the positioning rod (607) is slidably connected to the positioning sleeve (609).

5. A marine engine vibration damper according to claim 1, characterized in that: The base plate (601) has fixed blocks (613) fixedly connected to the front and rear sides on both sides. The top of the fixed block (613) is fixedly connected to a slide rod (614). The surface of the slide rod (614) is fitted with a sliding sleeve (615). The surface of the sliding sleeve (615) is fixedly connected to the support block (2).

6. A marine engine vibration damper according to claim 5, characterized in that: The slide rod (614) is fitted with a third spring (616) on its surface and at the top and bottom of the slide sleeve (615). A baffle (617) is fixedly connected to the top of the slide rod (614). The opposite sides of the two third springs (616) are fixedly connected to the fixing block (613) and the baffle (617) respectively. The opposite sides of the two third springs (616) are fixedly connected to the slide sleeve (615).

7. A marine engine vibration damper according to claim 1, characterized in that: Mounting plates (5) are fixedly connected to the front and rear sides of the engine body (1), and the bottom of the mounting plates (5) is fixedly connected to the support block (2).

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