Strong-impact-resistant ship weather tight door

Abstract

The utility model relates to the technical field of ship weather tight doors, and discloses a strong-impact-resistant ship weather tight door which comprises a door frame and a door body connected through a hinge, a handle is arranged on the front face of the door body, sealing grooves are formed in the two sides of the inner wall of the door frame, and the door body and the hinge are connected with sealing blocks in sliding fit with the sealing grooves. A fixed plate and a movable plate are arranged in inner cavities of the sealing grooves respectively, the movable plate is in axial sliding connection with the fixed plate through a guide rod, the surface of the guide rod is sleeved with a front buffering spring with the two ends connected with the fixed plate and the front rubber cushion block respectively, and the movable plate and the rear rubber cushion block are connected with a rear buffering spring. The front rubber cushion block and the rear rubber cushion block are fixed to the front face of the movable plate and the inner wall of the sealing groove respectively, a flow guide hole is formed in the bottom of the door frame, and the outer blocking plate is installed at the rear end of the inner cavity. And a dual-buffer spring system is matched to realize graded absorption of impact energy.

Description

Technical Field

[0001] This utility model relates to the field of ship weatherproof doors, specifically a ship weatherproof door resistant to strong impacts. Background Technology

[0002] As a core component of a ship's compartment sealing system, weatherproof doors are widely used in decks, engine rooms, and cargo holds of various types of vessels. Their core function is to ensure the watertightness and airtightness of the compartments under harsh sea conditions, preventing seawater backflow or wind and rain intrusion from damaging the hull structure and internal equipment. With the development of ocean shipping towards larger and faster vessels, the wave impact and structural vibration encountered by ships in extreme weather are becoming increasingly prominent, placing higher demands on the impact resistance and sealing reliability of weatherproof doors.

[0003] Traditional marine weatherproof doors typically employ a combination of a single-layer rubber sealing strip and a rigid door frame. Over long-term use, this has revealed several drawbacks: the single-layer sealing structure is insufficient to effectively block seawater infiltration, especially when the door deforms under wave impact; accumulated manufacturing errors and material creep can lead to minute gaps at the sealing interface. The rigid connection structure lacks an energy absorption mechanism, allowing instantaneous impact loads to be directly transmitted to the hull structure through the door frame, causing loosening of connectors or door deformation. Poor drainage causes seals to age rapidly due to prolonged immersion in salt water, and the asynchronous movement of the separate seals and the door's opening and closing mechanism can create dynamic leakage risks during operation. Furthermore, traditional buffer devices often rely on a single spring, which is prone to deflection jamming or insufficient energy absorption under complex impact conditions, failing to meet the comprehensive performance requirements of modern marine weatherproof doors. Therefore, a high-impact resistant marine weatherproof door is proposed. Utility Model Content

[0004] (a) Technical problems to be solved

[0005] To address the shortcomings of existing technologies, this utility model provides a ship weatherproof door resistant to strong impacts, thereby solving the aforementioned technical problems of deflection jamming or insufficient energy absorption under complex impact conditions.

[0006] (II) Technical Solution

[0007] To achieve the above objectives, this utility model provides the following technical solution: a ship weatherproof door resistant to strong impacts, comprising:

[0008] A door frame, and a door body located at the front end of the inner cavity of the door frame, wherein a hinge connects the door frame and the door body, and a handle is installed on the front of the door body, and a sealing block is connected to both the door body and the hinge.

[0009] A sealing groove is provided on both sides of the inner wall of the door frame, and the sealing groove is slidably connected to the sealing block. A fixed plate and a movable plate are respectively added to the front and rear ends of the inner cavity of the sealing groove. A rubber front pad and a rubber rear pad are respectively connected to the front of the movable plate and the inner wall of the sealing groove. A guide hole is evenly opened at the bottom of the inner cavity of the door frame, and an outer baffle is installed at the rear end of the inner cavity of the door frame.

[0010] A guide rod is slidably connected to the front of the fixed plate, and its end is connected to the movable plate. A buffer spring is sleeved on the surface of the guide rod, and both ends of the buffer spring are connected to the fixed plate and the rubber front pad, respectively. A buffer spring is connected between the rubber rear pad and the movable plate. When the operator rotates the handle to drive the door to rotate around the hinge, the door moves the sealing block to slide into the sealing groove on the inner wall of the door frame. When water waves or other objects impact the door, the front end of the sealing block first contacts the guide rod at the front end of the sealing groove. The guide rod moves along the fixed plate. As the sealing block continues to penetrate deeper into the sealing groove, the movable plate is pressed and slides backward along the guide rod, pulling outward the buffer spring sleeved on the surface of the guide rod. This spring absorbs the initial impact energy generated by the impact on the door through elastic deformation. At the same time, the rubber front pad deforms to further disperse the stress. When the movable plate moves backward to its limit position... When the rubber back pad connected to its back side contacts the rear end of the sealing groove cavity, the buffer spring is stretched to generate a reverse tension force, and this structure forms a double buffer mechanism; the buffer front spring provides positive compression damping, and the buffer rear spring and the rubber back pad together constitute reverse tension damping, forming a multi-stage energy dissipation system. At the same time, the guide hole at the bottom of the door frame cavity and the outer baffle form a drainage channel, which can discharge the water entering the door frame cavity to the outside. The outer baffle protrudes from the bottom surface of the door frame to prevent external water flow from directly scouring the guide hole, while the internal water can be discharged directionally through the guide hole.

[0011] Preferably, the upper surface and left and right sides of the door frame are uniformly equipped with external protrusions, and the external protrusions are tightly connected to the ship's wall. By increasing the contact area between the door frame and the ship's wall, the external protrusions form a multi-point rigid connection structure. When the door is subjected to external impact, the impact load is transmitted to the external protrusions through the door frame. The uniformly distributed installation layout can disperse concentrated stress to a larger area of ​​the ship's wall, avoiding structural deformation caused by local stress concentration.

[0012] Preferably, the sealing block and the sealing groove are positioned and shaped correspondingly, and the back of the sealing block is in contact with the end of the guide rod. The shape matching design of the sealing block and the sealing groove ensures that they form a surface contact sealing structure. When the door is closed, the sealing block is inserted axially along the sealing groove, and its back is in contact with the end of the guide rod. The axial constraint of the guide rod restricts the radial displacement of the sealing block, so that the sealing surface always remains in a vertically aligned state.

[0013] Preferably, each of the sealing grooves has a drainage hole at the bottom of its inner cavity, and the outlet end of the drainage hole extends outward through the inner wall of the door frame. The adjacent sealing grooves are connected through the drainage holes. The drainage holes at the bottom of the sealing groove form a network of drainage channels. When water accumulates inside the sealing groove, the water flows through the drainage holes, creating a communicating vessel effect between adjacent sealing grooves. The design of the outlet end extending to the inner wall of the door frame allows the accumulated water to be automatically discharged in a directional manner under the action of gravity, preventing water from accumulating inside the sealing structure.

[0014] Preferably, the inner cavity of the door is provided with a reinforcing component, which consists of reinforcing vertical ribs and reinforcing horizontal ribs. This reinforcing component increases the overall rigidity of the door, making it resistant to strong impacts.

[0015] Preferably, the reinforcing horizontal ribs are installed on the reinforcing vertical ribs, and the reinforcing horizontal ribs and reinforcing vertical ribs are cross-connected. The reinforcing assembly forms a load-bearing skeleton inside the door body through the cross-weaving of reinforcing vertical ribs and reinforcing horizontal ribs. When the door body is subjected to a frontal impact, the impact energy is transmitted longitudinally through the reinforcing vertical ribs and simultaneously dispersed laterally through the reinforcing horizontal ribs, ultimately forming a grid-like energy dissipation path.

[0016] (III) Beneficial Effects

[0017] Compared with the prior art, this utility model provides a ship weatherproof door that is resistant to strong impacts, and has the following beneficial effects:

[0018] 1. This impact-resistant, weatherproof marine door features a double-seal block and sealing groove sliding connection structure between the door frame and the door body. When the door is closed, the sealing blocks embed into the sealing groove to form a double-layer labyrinth seal, effectively blocking the seawater infiltration path. Combined with the elastic deformation characteristics of the rubber front and rear pads in the sealing groove, it can automatically compensate for processing errors and deformation gaps, significantly improving the weatherproof rating. The elastic material characteristics of the rubber front and rear pads not only enhance the buffering effect, but their compression deformation characteristics can also absorb vibration energy, suppress the resonance phenomenon of the door body under complex sea conditions, and extend the service life of the sealing structure.

[0019] 2. This impact-resistant ship weatherproof door features a guide mechanism consisting of a fixed plate and a movable plate, which ensures stable axial translation of the movable plate and prevents deflection or jamming during the buffering process. The buffer springs on the surface of the guide rods provide initial buffering force when the door is impacted. Together with the buffer springs between the movable plate and the rubber rear pad, a double buffering system is formed. The impact energy is absorbed in stages through the series deformation of the front and rear springs, effectively reducing the risk of damage to the door structure from instantaneous impact loads.

[0020] 3. This impact-resistant, weatherproof marine door features evenly distributed drainage holes at the bottom of the door frame to promptly drain accumulated water, preventing corrosion caused by long-term seawater retention within the sealed structure. Simultaneously, the outer baffle forms a physical barrier when the door is closed, dispersing and blocking the direct impact of large waves on the door frame and reducing the disturbance of water turbulence to the sealed structure. The integrated design of the hinge and sealing block ensures the flexibility of door opening and closing while maintaining the continuity of the sealing interface during the opening and closing process through the synchronous movement of the sealing block with the door, avoiding the gap leakage problems caused by traditional separate sealing components during movement. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0022] Figure 2 This is a schematic diagram of the door body and door frame separation structure of this utility model;

[0023] Figure 3 This is a schematic diagram of the right side view of the door body and door frame of this utility model, showing their separation.

[0024] Figure 4 This is a cross-sectional structural diagram of the door body of this utility model;

[0025] Figure 5 This is a partially enlarged structural diagram of the door frame of this utility model;

[0026] Figure 6 This is a partial cross-sectional view of the door frame structure of this utility model.

[0027] In the diagram: 1. Door frame; 2. Door body; 3. Hinge; 4. Handle; 5. Sealing block; 6. Sealing groove; 7. Outer panel; 8. Drain hole; 9. Fixing plate; 10. Guide rod; 11. Movable plate; 12. Front buffer spring; 13. Front rubber pad; 14. Rear buffer spring; 15. Rear rubber pad; 16. Outer protrusion; 17. Reinforcing component; 18. Reinforcing vertical rib; 19. Reinforcing horizontal rib. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0029] This utility model provides a technical solution: a weatherproof door for ships resistant to strong impacts, comprising: (See details) Figure 1 , Figure 2 , Figure 3, Figure 5 and Figure 6 A door frame 1, and a door body 2 located at the front end of the inner cavity of the door frame 1, wherein a hinge 3 is connected between the door frame 1 and the door body 2, and a handle 4 is installed on the front of the door body 2, and a sealing block 5 is connected to both the door body 2 and the hinge 3.

[0030] A sealing groove 6 is provided on both sides of the inner wall of the door frame 1, and the sealing groove 6 is slidably connected to the sealing block 5. A fixed plate 9 and a movable plate 11 are respectively provided at the front and rear ends of the inner cavity of the sealing groove 6. A rubber front pad 13 and a rubber rear pad 15 are respectively connected to the front of the movable plate 11 and the inner wall of the sealing groove 6. A guide hole 8 is evenly opened at the bottom of the inner cavity of the door frame 1, and an outer baffle 7 is installed at the rear end of the inner cavity of the door frame 1.

[0031] The guide rod 10 is slidably connected to the front of the fixed plate 9, and the end of the guide rod 10 is connected to the movable plate 11. A buffer front spring 12 is sleeved on the surface of the guide rod 10, and the two ends of the buffer front spring 12 are respectively connected to the fixed plate 9 and the rubber front pad 13. A buffer rear spring 14 is connected between the rubber rear pad 15 and the movable plate 11. When the operator rotates the handle 4 to drive the door body 2 to rotate around the hinge 3, the door body 2 causes the sealing block 5 to slide into the sealing groove 6 on the inner wall of the door frame 1. When water waves or other objects impact the door body 2, the front end of the sealing block 5 first contacts the guide rod 10 at the front end of the inner cavity of the sealing groove 6. The guide rod 10 moves along the fixed plate 9. As the sealing block 5 continues to penetrate deeper into the sealing groove 6, the movable plate 11 is pressed and slides backward along the guide rod 10, pulling out the buffer front spring 12 sleeved on the surface of the guide rod 10. This spring absorbs the initial impact energy generated by the impact on the door body 2 through elastic deformation. At the same time, the rubber front pad 13 deforms to further disperse the stress. When the movable plate 11 moves backward to its limit position, the rubber rear pad 15 connected to its back side contacts the rear end of the inner cavity of the sealing groove 6. At this time, the buffer rear spring 14 is stretched to generate a reverse pulling force. This structure forms a double buffer mechanism; the buffer front spring 12 provides positive compression damping. The buffer spring 14 and the rubber rear pad 15 together form a reverse tensile damping, creating a multi-stage energy dissipation system. At the same time, the guide hole 8 at the bottom of the inner cavity of the door frame 1 and the outer baffle 7 form a drainage channel, which can discharge water entering the inner cavity of the door frame 1 outward. The outer baffle 7 protrudes from the bottom surface of the door frame 1, which can prevent external water flow from directly scouring the guide hole 8, while internal water can be discharged directionally through the guide hole 8. Through the bidirectional damping system formed by the buffer front spring 12 and the buffer rear spring 14, combined with the deformation energy dissipation of the rubber front pad 13 and the rubber rear pad 15, the kinetic energy generated when the door body 2 is impacted can be effectively absorbed. The guide hole 8 at the bottom of the door frame 1 and the outer baffle 7 form a self-cleaning drainage channel, and water can be discharged directionally through the guide hole 8, avoiding the structural corrosion problem caused by water accumulation in traditional airtight doors. The protruding design of the outer baffle 7 can prevent external waves from flowing back in, ensuring the unidirectional effectiveness of the drainage function.

[0032] Please see Figure 1 The upper surface and left and right sides of the door frame 1 are uniformly equipped with external protrusions 16, and the external protrusions 16 are tightly connected to the ship's wall. By increasing the contact area between the door frame 1 and the ship's wall, the external protrusions 16 form a multi-point rigid connection structure. When the door body 2 is subjected to external impact, the impact load is transmitted to the external protrusions 16 through the door frame 1. The uniformly distributed installation layout can disperse the concentrated stress to a larger area of ​​the ship's wall, avoiding structural deformation caused by local stress concentration. Through the rigid connection design of the external protrusions 16, the connection strength between the door frame 1 and the ship's wall is significantly improved, effectively resisting the vibration and impact generated during the ship's navigation. This structure can prevent the door frame 1 from twisting and deforming due to long-term stress, and ensure the long-term stability of the fitting accuracy between the sealing block 5 and the sealing groove 6.

[0033] Please see Figure 2 and Figure 3 The sealing block 5 and the sealing groove 6 are positioned and shaped correspondingly, and the back of the sealing block 5 is in contact with the end of the guide rod 10. The shape matching design of the sealing block 5 and the sealing groove 6 ensures that they form a surface contact sealing structure. When the door 2 is closed, the sealing block 5 is inserted axially along the sealing groove 6, and its back is in contact with the end of the guide rod 10. The axial constraint of the guide rod 10 restricts the radial displacement of the sealing block 5, so that the sealing surface always remains vertically aligned. This structure completely eliminates the gap between the sealing block 5 and the sealing groove 6 through the dual guarantee of shape matching and guide constraint. Drainage holes are opened at the bottom of the inner cavity of the sealing groove 6, and the water outlet of the drainage hole extends outward through the inner wall of the door frame 1. Adjacent sealing grooves 6 are connected through the drainage holes. The drainage holes at the bottom of the inner cavity of the sealing groove 6 form a network of drainage channels. When water accumulates inside the sealing groove 6, the water flows through the drainage holes to form a communicating vessel effect between adjacent sealing grooves 6. The design of the water outlet extending to the inner wall of the door frame 1 allows the accumulated water to be automatically discharged in a directional manner under the action of gravity, avoiding the accumulation of water inside the sealing structure. The network of drainage holes can quickly remove water seepage inside the sealing structure, preventing hydrolysis and aging of the seals caused by liquid accumulation. At the same time, the interconnected drainage channels can balance the water pressure in each sealing groove 6, preventing local high-pressure water flow from breaking through the sealing interface, and significantly improving the durability of the weather tightness performance.

[0034] Please see Figure 4The inner cavity of the door body 2 is equipped with a reinforcing component 17, which consists of reinforcing vertical ribs 18 and reinforcing horizontal ribs 19. The reinforcing component 17 enhances the overall rigidity of the door body 2, enabling it to withstand strong impacts. The reinforcing horizontal ribs 19 are mounted on the reinforcing vertical ribs 18, and the reinforcing horizontal ribs 19 are cross-connected with the reinforcing vertical ribs 18. Through the cross-weaving of the reinforcing vertical ribs 18 and the reinforcing horizontal ribs 19, the reinforcing component 17 forms a load-bearing skeleton inside the door body 2. When the door body 2 suffers a frontal impact, the impact energy is longitudinally transmitted through the reinforcing vertical ribs 18 and laterally dispersed through the reinforcing horizontal ribs 19, ultimately forming a grid-like energy dissipation path. This reinforcing structure increases the bending stiffness of the door body 2, effectively resisting impact loads generated by cargo movement or mooring collisions within the cargo hold. The cross-connected reinforcing rib layout also enhances the torsional resistance of the door body 2, preventing seal failure caused by localized dents.

[0035] In this scheme: the operator rotates the handle 4 to drive the door body 2 to rotate around the hinge 3 and close. The door body 2 drives the sealing block 5 to be inserted axially along the sealing groove 6 on the inner wall of the door frame 1. At this time, the outer protrusions 16 on the upper surface and left and right sides of the door frame 1 will transfer the closing impact load to the ship wall through a multi-point rigid connection. By expanding the contact area, the concentrated stress is dispersed to the hull structure to prevent local deformation of the door frame 1. The shape matching design of the sealing block 5 and the sealing groove 6 ensures that the two form a surface contact seal. At the same time, the back of the sealing block 5 is attached to the end of the guide rod 10. The radial offset is eliminated by axial constraint, and the sealing surface is kept in a vertically aligned state.

[0036] When the door 2 is impacted by water waves, the front end of the sealing block 5 first contacts the guide rod 10 at the front end of the inner cavity of the sealing groove 6, pushing the movable plate 11 to slide backward. During this process, the front buffer spring 12 is pulled outward to generate positive compression damping, and at the same time, the rubber front pad 13 undergoes elastic deformation to disperse the impact stress. When the movable plate 11 moves to the limit position, the rubber rear pad 15 contacts the rear end of the sealing groove 6, triggering the tension damping of the rear buffer spring 14, forming a "compression-tension" bidirectional energy dissipation system, which effectively absorbs the impact kinetic energy.

[0037] Water seeping into the inner cavity of the door frame 1 forms a communicating vessel effect through the drain hole at the bottom of the sealing groove 6. Under the action of gravity, it is discharged in a direction along the networked drainage channel. The raised design of the outer baffle 7 prevents external waves from flowing back in, ensuring that the water outlet of the drain hole always maintains a one-way drainage function, and preventing the hydrolysis and aging of the seal caused by liquid accumulation.

[0038] When the door 2 is subjected to a frontal impact, the reinforcing vertical ribs 18 and reinforcing horizontal ribs 19 of the internal reinforcing assembly 17 form a cross-load-bearing skeleton. The impact energy is longitudinally transmitted to the edge of the door 2 through the reinforcing vertical ribs 18, and simultaneously dispersed laterally to the entire structure of the door 2 through the reinforcing horizontal ribs 19, forming a grid-like energy dissipation path. This effectively resists the impact load generated by cargo displacement or mooring collisions in the cargo hold and prevents seal failure caused by local deformation.

[0039] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0040] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A weatherproof door for ships resistant to strong impacts, characterized in that, include: A door frame (1), and a door body (2) located at the front end of the inner cavity of the door frame (1), and a hinge (3) is connected between the door frame (1) and the door body (2), and a handle (4) is installed on the front of the door body (2), and a sealing block (5) is connected to both the door body (2) and the hinge (3). A sealing groove (6) is provided on both sides of the inner wall of the door frame (1), and the sealing groove (6) is slidably connected to the sealing block (5). A fixed plate (9) and a movable plate (11) are respectively provided at the front and rear ends of the inner cavity of the sealing groove (6). A rubber front pad (13) and a rubber rear pad (15) are respectively connected to the front of the movable plate (11) and the inner wall of the sealing groove (6). A guide hole (8) is evenly opened at the bottom of the inner cavity of the door frame (1), and an outer baffle (7) is installed at the rear end of the inner cavity of the door frame (1). The guide rod (10) is slidably connected to the front of the fixed plate (9), and the end of the guide rod (10) is connected to the movable plate (11). A buffer front spring (12) is sleeved on the surface of the guide rod (10), and the two ends of the buffer front spring (12) are respectively connected to the fixed plate (9) and the rubber front pad (13). A buffer rear spring (14) is connected between the rubber rear pad (15) and the movable plate (11).

2. The ship weatherproof door resistant to strong impacts according to claim 1, characterized in that: The upper surface and left and right sides of the door frame (1) are uniformly equipped with external protrusions (16), and the external protrusions (16) are tightly connected to the ship's wall.

3. A ship weatherproof door resistant to strong impacts according to claim 1, characterized in that: The sealing block (5) corresponds to the sealing groove (6) in position and shape, and the back of the sealing block (5) is in contact with the end of the guide rod (10).

4. A ship weatherproof door resistant to strong impacts according to claim 1, characterized in that: Each of the sealing grooves (6) has a drainage hole at the bottom of its inner cavity, and the outlet of the drainage hole extends outward through the inner wall of the door frame (1). Adjacent sealing grooves (6) are connected through the drainage hole.

5. A ship weatherproof door resistant to strong impacts according to claim 1, characterized in that: The inner cavity of the door body (2) is provided with a reinforcing component (17), and the reinforcing component (17) is composed of reinforcing vertical ribs (18) and reinforcing horizontal ribs (19).

6. A ship weatherproof door resistant to strong impacts according to claim 5, characterized in that: The reinforcing horizontal rib (19) is installed on the reinforcing vertical rib (18), and the reinforcing horizontal rib (19) and the reinforcing vertical rib (18) are cross-connected.

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