Inertial navigation vibration reduction device

Abstract

This utility model discloses an inertial navigation vibration damping device, relating to the field of aircraft vibration damping technology. The device includes a mounting plate, an inertial navigation system assembly, and a damping structure. The mounting plate is horizontally positioned and has a through-hole for connection, through which a connector is fixedly connected to a component to be installed on a second side. The connector includes a connecting body and a connector head on a first side. The inertial navigation system assembly is fixed to the first side of the mounting plate. The damping structure is sleeved around the connector and includes a first damping part and a second damping part: the first damping part is placed between the connector head and the mounting plate to mitigate impact forces from the top, preventing damage to sensitive components inside the inertial navigation system due to excessive vertical vibration; the second damping part is placed between the inner wall of the connecting hole and the outer wall of the sleeve to isolate vibration interference from the side or tilt direction, preventing measurement deviations in the inertial navigation system due to external disturbances.

Description

Technical Field

[0001] This utility model relates to the field of aircraft vibration reduction technology, and in particular to an inertial navigation vibration reduction device. Background Technology

[0002] Inertial navigation systems are highly susceptible to the vibration environment of aircraft during actual operation, especially the high-frequency vibrations and impact loads generated during takeoff, landing, turbulent flight, or engine operation. These vibrations can significantly affect the measurement accuracy of the inertial measurement unit and even cause error accumulation, leading to a decline in navigation performance. Therefore, to ensure the stability and reliability of the inertial navigation system in complex flight environments, it is usually necessary to equip it with an effective vibration damping structure for physical isolation and protection.

[0003] Existing vibration damping structures for aircraft inertial navigation systems (INS) suffer from the following problems: First, their damping performance is limited, especially in applications with strict requirements for space and cost control. Traditional damping devices struggle to effectively suppress multi-directional vibrations, making the INS susceptible to external disturbances. Second, high-performance damping materials or components are often expensive and complex to manufacture, increasing the overall cost of the INS and limiting its widespread application in small and medium-sized UAVs, general aviation aircraft, and low-cost commercial platforms. Therefore, there is an urgent need to develop a novel vibration damping solution for INS that is structurally optimized, cost-effective, and possesses excellent vibration reduction performance. This would improve the stability and navigation accuracy of INS in complex vibration environments, promoting its application and development on more aviation platforms. Utility Model Content

[0004] The main purpose of this invention is to propose an inertial navigation vibration damping device, which aims to provide an inertial navigation vibration damping device with optimized structure, controllable cost and good vibration damping performance.

[0005] To achieve the above objectives, the inertial navigation damping device proposed in this utility model includes:

[0006] A mounting plate extends horizontally and has a first side and a second side arranged opposite to each other. The mounting plate has a connecting hole for a connector to pass through. The connecting hole extends vertically and passes through the first side and the second side of the mounting plate. The mounting plate is connected to the component to be installed on the second side of the mounting plate through a connector that passes through the connecting hole. The connector includes a connecting body and a connector head disposed at one end of the connecting body. The connector head is located on the first side of the mounting plate. The connecting body passes through the connecting hole to fix it to the component to be installed.

[0007] Inertial navigation system components; fixedly connected to the first side of the mounting plate; and,

[0008] A shock-absorbing structure is sleeved around the connector. The shock-absorbing structure includes a first shock-absorbing part and a second shock-absorbing part. The first shock-absorbing part is placed on one side of the mounting plate and is located between the connector and the component to be installed. The second shock-absorbing part is placed between the outer wall of the connector and the inner wall of the connecting hole.

[0009] In one embodiment, the shock-absorbing structure includes an elastic sleeve fitted around the periphery of the connecting body. The elastic sleeve includes a first sleeve section with a larger outer diameter and a second sleeve section with a smaller outer diameter. The first sleeve section is disposed on one side of the mounting plate, and the second sleeve section extends from the first sleeve section into the connecting hole.

[0010] The first socket segment forms the first shock-absorbing part, and the second socket segment forms the second shock-absorbing part.

[0011] In one embodiment, the second socket segment is interference-fitted with the mounting plate.

[0012] In one embodiment, two elastic sleeves are provided: one elastic sleeve is installed in the connection hole from the first side of the mounting plate, and the other elastic sleeve is installed in the connection hole from the second side of the mounting plate.

[0013] In one embodiment, the length of the second socket segment is d1, and the depth of the connecting hole is d2, wherein 2d1≤d2.

[0014] In one embodiment, the shock-absorbing structure further includes a sleeve, which is sleeved around the periphery of the connecting body;

[0015] The elastic sleeve is disposed between the outer wall of the sleeve and the inner wall of the connecting hole.

[0016] In one embodiment, the sleeve is interference-fitted with the elastic sleeve.

[0017] In one embodiment, the elastic sleeve is configured as a rubber sleeve; and / or,

[0018] The sleeve is a metal sleeve.

[0019] In one embodiment, the shock-absorbing structure further includes a washer disposed on the side of the first shock-absorbing part away from the mounting plate, and the connector also passes through the washer.

[0020] In one embodiment, a plurality of connection holes are provided, and the plurality of connection holes are distributed at intervals along the circumference of the mounting plate;

[0021] Correspondingly, multiple shock-absorbing structures are provided, and each of the multiple shock-absorbing structures is respectively provided with a corresponding connection hole.

[0022] In the technical solution of this utility model, by setting a first damping part and a second damping part at different positions of the connector, effective vibration reduction protection of the inertial navigation system components in multiple directions is achieved. The first damping part can alleviate the impact force from the top and prevent damage to the sensitive components inside the inertial navigation system due to excessive vertical vibration; while the second damping part can isolate vibration interference from the side or tilt direction, avoiding measurement deviations in the inertial navigation system due to external disturbances. Attached Figure Description

[0023] 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 the structures shown in these drawings without creative effort.

[0024] Figure 1 A schematic diagram of a structure of an embodiment of the inertial navigation damping device provided by this utility model;

[0025] Figure 2 for Figure 1 Explosion diagram of the inertial navigation damping device;

[0026] Figure 3 for Figure 1 Structural diagram of the intermediate damping structure and connecting components;

[0027] Figure 4 for Figure 3 Assembly diagram of the intermediate damping structure and connecting parts.

[0028] Explanation of icon numbers:

[0029] 100. Inertial navigation damping device; 1. Mounting plate; 11. First side; 12. Second side; 1a. Connecting hole; 2. Connector; 21. Connector head; 22. Connecting body; 3. Inertial navigation system component; 4. Damping structure; 40. Elastic sleeve; 41. First damping part; 42. Second damping part; 401. First sleeve section; 402. Second sleeve section; 43. Sleeve; 44. Washer.

[0030] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0031] 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.

[0032] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0033] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0034] Existing vibration damping structures for aircraft inertial navigation systems (INS) suffer from the following problems: First, their damping performance is limited, especially in applications with strict requirements for space and cost control. Traditional damping devices struggle to effectively suppress multi-directional vibrations, making the INS susceptible to external disturbances. Second, high-performance damping materials or components are often expensive and complex to manufacture, increasing the overall cost of the INS and limiting its widespread application in small and medium-sized UAVs, general aviation aircraft, and low-cost commercial platforms. Therefore, there is an urgent need to develop a novel vibration damping solution for INS that is structurally optimized, cost-effective, and possesses excellent vibration reduction performance. This would improve the stability and navigation accuracy of INS in complex vibration environments, promoting its application and development on more aviation platforms.

[0035] This utility model proposes an inertial navigation vibration damping device 100, which aims to provide an inertial navigation vibration damping device with optimized structure, controllable cost and good vibration damping performance.

[0036] Please see Figures 1 to 3In one embodiment of this utility model, the inertial navigation damping device 100 includes a mounting plate 1, an inertial navigation system component 3, and a damping structure. The mounting plate 1 extends horizontally and has a first side 11 and a second side 12 arranged opposite to each other. The mounting plate 1 is provided with a connecting hole 1a for a connector 2 to pass through. The connecting hole 1a extends vertically and passes through the first side 11 and the second side 12 of the mounting plate 1. The mounting plate 1 is connected to the component to be installed on the second side 12 of the mounting plate 1 through the connector 2 passing through the connecting hole 1a. The connector 2 includes a connecting body 22 and a component disposed on the second side 12 of the mounting plate 1. A connector 21 is connected to one end of the connecting body 22. The connector 21 is located on the first side 11 of the mounting plate 1. The connecting body 22 passes through the connecting hole 1a to be fixed to the component to be installed. The inertial navigation system assembly 3 is fixedly connected to the first side 11 of the mounting plate 1. The shock-absorbing structure 4 is sleeved around the connector 2. The shock-absorbing structure includes a first shock-absorbing part 41 and a second shock-absorbing part 42. The first shock-absorbing part 41 is placed on one side of the mounting plate 1 and is located between the connector 21 and the component to be installed. The second shock-absorbing part 42 is placed between the outer wall of the connector 2 and the inner wall of the connecting hole 1a.

[0037] It is understood that the inertial navigation damping device 100 of this utility model mainly includes three parts: mounting plate 1, inertial navigation system component 3, and damping structure 4.

[0038] Mounting plate 1 is a flat, horizontally positioned plate with a connecting hole 1a that extends vertically through the entire mounting plate 1. In use, connector 2 is inserted into connecting hole 1a from above and extends downwards to securely connect with the component to be installed (e.g., aircraft fuselage or equipment bay) located below mounting plate 1. Connector 2 includes a connecting body 22 and a connector head 21 at one end. The connector head 21 is larger than connecting hole 1a and is therefore confined to the upper side of mounting plate 1, while the connecting body 22 passes through connecting hole 1a and is locked in place with the component below. It should be noted that connector 2 can be a screw or bolt, etc.

[0039] The inertial navigation system component 3 is directly fixed to the upper surface of the mounting plate 1, i.e., the side where the connector 21 is located. In order to achieve effective vibration damping protection for the inertial navigation system, this utility model also provides a vibration damping structure 4 around the connector 2. The vibration damping structure 4 is divided into two parts: a first vibration damping part 41 and a second vibration damping part 42.

[0040] The first damping part 41 is placed between the connector 21 and the mounting plate 1 to buffer vertical vibrations from above; the second damping part 42 is sleeved around the connector 2 and placed between the inner wall of the connecting hole 1a and the outer wall of the connector 2 to absorb vibration energy in the lateral or inclined directions. Preferably, these two damping parts are made of highly elastic rubber material or silicone composite material, which has good resilience and durability.

[0041] Through the above structural design, when the aircraft vibrates during operation, whether the vibration comes from the vertical or horizontal direction, it will be effectively absorbed and attenuated by the vibration damping structure 4, thereby reducing the vibration impact transmitted to the inertial navigation system component 3 and ensuring its measurement accuracy and working stability.

[0042] This invention achieves effective vibration damping protection for the inertial navigation system component 3 in multiple directions by respectively setting a first damping part 41 and a second damping part 42 at different positions of the connector 2. Specifically, the first damping part 41 can mitigate impact forces from the top, preventing damage to sensitive components inside the inertial navigation system due to excessive vertical vibration; while the second damping part 42 can isolate vibration interference from the sides or tilt, avoiding measurement deviations in the inertial navigation system due to external disturbances.

[0043] Furthermore, this vibration damping structure 4 requires no additional support frame or complex installation process, and can be directly integrated into the existing mounting connection structure, which not only simplifies the overall assembly process but also reduces manufacturing costs. Because the damping material is cleverly arranged in the gap between the connector 2 and the mounting plate 1, the entire device is more compact in size, making it particularly suitable for space-constrained aerospace applications.

[0044] More importantly, the vibration damping device demonstrates excellent stability and maintainability in practical applications. Even after prolonged use, users can restore its performance simply by replacing the corresponding damping components, without having to disassemble the entire inertial navigation system, greatly improving the system's reliability and service life.

[0045] In one specific embodiment, please refer to Figures 2 to 4 The shock-absorbing structure includes an elastic sleeve 40 sleeved around the periphery of the connecting body 22. The elastic sleeve 40 includes a first sleeve section 401 with a larger outer diameter and a second sleeve section 402 with a smaller outer diameter. The first sleeve section 401 is located on one side of the mounting plate 1, and the second sleeve section 402 extends from the first sleeve section 401 into the connecting hole 1a. The first sleeve section 401 forms the first shock-absorbing part 41, and the second sleeve section 402 forms the second shock-absorbing part 42.

[0046] It is understood that the shock-absorbing structure 4 includes an elastic sleeve 40 sleeved around the connecting body 22. The elastic sleeve 40 has a stepped structure and is composed of two sections with different outer diameters: a first sleeve section 401 and a second sleeve section 402.

[0047] The first sleeve segment 401 has a relatively large outer diameter and is located on the upper side of the mounting plate 1, i.e., the side where the connector 21 is located. The second sleeve segment 402 has a smaller outer diameter, extends downward from the first sleeve segment 401, and is inserted into the connection hole 1a on the mounting plate 1. After the entire device is assembled, the first sleeve segment 401 is placed between the connector 21 and the mounting plate 1 to buffer vertical vibrations, forming the first damping part 41. The second sleeve segment 402 fits between the inner wall of the connection hole 1a and the connecting body 22 to absorb lateral or inclined vibrations, forming the second damping part 42.

[0048] It should be noted that in other possible embodiments, the first damping part 41 and the second damping part 42 can also be separately configured. For example, two independent elastic washers 44 can be installed below the connector 21 and inside the connector hole 1a, respectively. However, compared with this separate structure, the integrated elastic sleeve 40 used in this embodiment is not only simpler in structure, but also eliminates the need for multiple positioning and installation during assembly, greatly simplifying the operation process and improving assembly efficiency.

[0049] Furthermore, in this embodiment, the second socket segment 402 is interference-fitted with the mounting plate 1.

[0050] The outer wall dimension of the second socket segment 402 is designed to be slightly larger than the inner diameter of the connecting hole 1a on the mounting plate 1, so that the two form a slight interference fit after assembly. When the second socket segment 402 is pressed into the connecting hole 1a, its outer wall will be subjected to a certain pressure from the inner wall of the connecting hole 1a, thereby achieving a tight fit. In order to ensure a smooth assembly process without damaging the material properties, the second socket segment 402 is preferably made of an elastic material with a certain compression resilience, such as polymer rubber or silicone composite material, so that it can still return to its original shape and maintain a good contact state after being deformed by pressure.

[0051] In actual use, the interference fit structure can not only enhance the bonding strength between the damping structure 4 and the mounting plate 1, but also effectively prevent the elastic sleeve 40 from loosening, shifting or even falling off under long-term vibration, thereby ensuring the stability and reliability of the entire damping device.

[0052] By designing the second sleeve section 402 and the mounting plate 1 as an interference fit, since there is a certain preload between the elastic sleeve 40 and the connecting hole 1a, the elastic sleeve 40 is not easy to shift or loosen even if it is subjected to frequent vibration or impact during the operation of the aircraft, thereby avoiding the problem of reduced vibration performance caused by component misalignment.

[0053] Furthermore, this fitting method eliminates the need for additional fixing clips, screws, or other locking structures to effectively limit the elastic sleeve 40, further simplifying the overall structural design and improving assembly efficiency.

[0054] Furthermore, in this embodiment, two elastic sleeves 40 are provided. One elastic sleeve 40 is installed from the first side 11 of the mounting plate 1 into the connecting hole 1a, and the other elastic sleeve 40 is installed from the second side 12 of the mounting plate 1 into the connecting hole 1a.

[0055] Two elastic sleeves 40 are provided, and are simultaneously installed into the connecting holes 1a from the upper and lower sides of the mounting plate 1, respectively. One elastic sleeve 40 is inserted into the connecting hole 1a from the first side 11 of the mounting plate 1 (i.e., the side where the inertial navigation system component 3 is located) and mates with the outer wall of the connector 2; the other elastic sleeve 40 is inserted into the connecting hole 1a from the second side 12 of the mounting plate 1 (i.e., the lower side where the fixed end of the connector 2 is located), and similarly fits around the connecting body 22. The two elastic sleeves 40 form a symmetrical or partially overlapping layout inside the connecting hole 1a, thereby providing effective vibration damping support in both the vertical and horizontal directions of the connector 2.

[0056] This dual-elastic sleeve 40 structure does not change its basic function, but rather increases the coverage of the damping material, so that the entire connection part can obtain more uniform and sufficient buffer protection when subjected to vibrations from different directions. In addition, the two elastic sleeves 40 can be configured with the same or different material properties. For example, the upper elastic sleeve 40 focuses on high resilience, while the lower elastic sleeve 40 focuses on wear resistance, in order to adapt to the stress environment at different locations.

[0057] Furthermore, in this embodiment, the length of the second socket segment 402 is d1, and the depth of the connecting hole 1a is d2, wherein 2d1≤d2.

[0058] In other words, the depth of the connecting hole 1a is at least twice the length of the second sleeve 402. This design ensures that after the second sleeve 402 is inserted into the connecting hole 1a, it only occupies a portion of the depth of the connecting hole 1a, thus leaving sufficient deformation space for the elastic material to compress or rebound when the connector 2 is subjected to vibration. This not only helps improve vibration damping performance but also avoids assembly difficulties or accelerated material fatigue caused by the elastic sleeve 40 being inserted too deeply.

[0059] Furthermore, the size and proportions are designed with tolerance requirements in mind during assembly. Even with slight tilting or installation angle deviations in connector 2, the second sleeve segment 402 can still maintain a good fit within the connector hole 1a, without jamming or affecting the overall structural stability due to excessive length.

[0060] Furthermore, in this embodiment, the shock-absorbing structure also includes a sleeve 43, which is sleeved around the periphery of the connecting body 22; the elastic sleeve 40 is placed between the outer wall of the sleeve 43 and the inner wall of the connecting hole 1a.

[0061] Specifically, the sleeve 43 is a hollow cylindrical structure, fitted around the periphery of the connecting body 22, located between the connector 21 and the component to be installed. The elastic sleeve 40 is no longer directly fitted onto the connecting body 22, but is instead placed between the outer wall of the sleeve 43 and the inner wall of the connecting hole 1a of the mounting plate 1, forming a second damping part 42. In other words, the elastic sleeve 40, which was originally used to buffer lateral vibration, is now sandwiched between the outer surface of the sleeve 43 and the inner wall of the connecting hole 1a, absorbing lateral vibration energy through compression deformation.

[0062] The presence of sleeve 43 alters the force distribution of elastic sleeve 40, changing its original direct contact with the irregular or potentially threaded surface of the connecting body 22 to contact with a smoother, more regular cylindrical surface. This not only helps improve the uniformity of force distribution on elastic sleeve 40 during operation but also significantly extends its service life, preventing localized wear or deformation failure caused by prolonged use.

[0063] This structural design ensures that when the elastic sleeve 40 is subjected to force, it does not act directly on the metal connecting body 22, but rather on a relatively more uniform and smoother surface of the sleeve 43. This avoids material fatigue or a decrease in vibration damping performance due to localized stress concentration. In addition, the sleeve 43 can also play a guiding role, helping the elastic sleeve 40 to smoothly enter the connecting hole 1a during assembly and maintaining its stable position.

[0064] Preferably, the sleeve 43 is made of a material with a certain rigidity but not easily worn, such as engineering plastic or stainless steel thin-walled tube, which can withstand a certain axial pressure without affecting the normal deformation ability of the elastic sleeve 40.

[0065] Furthermore, in this embodiment, the sleeve 43 and the elastic sleeve 40 are interference-fitted.

[0066] Specifically, the diameter of the outer wall of the sleeve 43 is designed to be slightly larger than the size of the inner hole of the elastic sleeve 40, so that the two form a slight interference fit after assembly.

[0067] When the elastic sleeve 40 is fitted onto the outer periphery of the sleeve 43, its inner wall will be subjected to a certain pressure from the outer wall of the sleeve 43, thereby achieving a tight fit. In order to ensure smooth assembly and maintain a good fit, the elastic sleeve 40 is preferably made of a material with high elasticity and good compression rebound ability, such as silicone or polymer rubber, to adapt to this slight deformation requirement.

[0068] Specifically, in this embodiment, the elastic sleeve 40 is preferably a rubber sleeve, that is, made of rubber material with good elasticity and cushioning properties. This rubber sleeve has high compression resilience, can effectively absorb impact energy when subjected to external vibration, and quickly return to its original shape, thereby continuously providing a stable vibration reduction effect.

[0069] Meanwhile, the sleeve 43 is preferably a metal sleeve 43, such as a thin-walled tube made of lightweight, high-strength metal materials like stainless steel or aluminum alloy. This metal sleeve 43 is fitted around the connecting body 22 and serves as the mounting base for the elastic sleeve 40, providing support and guidance. Because metal materials have good rigidity and wear resistance, they can enhance the stability and durability of the entire shock-absorbing structure 4 without affecting the deformation capacity of the elastic sleeve 40.

[0070] Further, please refer to Figure 2 and Figure 4 In this embodiment, the shock-absorbing structure further includes a washer 44, which is placed on the side of the first shock-absorbing part 41 away from the mounting plate 1, and the connector 2 is also inserted through the washer 44.

[0071] Specifically, the washer 44 is a flat, ring-shaped structure, typically made of metal or engineering plastic with a certain rigidity, and is disposed between the connector 21 and the first damping part 41. That is, the washer 44 is placed on the side of the first damping part 41 facing away from the mounting plate 1, i.e., near the connector 21, and the connector 2 passes through the central hole of the washer 44. This allows the pressure applied by the connector 21 to be distributed more evenly across the surface of the first damping part 41 through the washer 44, rather than concentrated in a localized area, thus avoiding uneven deformation or premature damage of the elastic material due to pressure concentration. Simultaneously, the washer 44 also serves a certain limiting function, preventing the first damping part 41 from shifting or misaligning during assembly.

[0072] In addition, since the washer 44 is made of hard material and has a flat surface, it can also serve as a transition layer between the connector 21 and the damping material, reducing direct friction and wear between the two and extending the service life of the first damping part 41.

[0073] Furthermore, in this embodiment, multiple connection holes 1a are provided, and the multiple connection holes 1a are distributed at intervals along the circumference of the mounting plate 1; correspondingly, multiple shock-absorbing structures 4 are provided, and the multiple shock-absorbing structures are respectively provided with the multiple connection holes 1a.

[0074] The circumferential distribution of multiple damping structures 4 enables the entire device to achieve a more uniform force distribution and energy absorption when facing vibration inputs from different directions. Compared with single-point or few damping structures 4, this design can effectively avoid damping failure caused by local stress concentration, thereby better maintaining the measurement accuracy of the inertial navigation system.

[0075] Furthermore, since each damping structure 4 is independent of the others, even if one of them experiences material fatigue or performance degradation due to long-term use, it will not seriously affect the overall damping effect, thus improving the system's fault tolerance and maintainability.

[0076] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. An inertial navigation vibration damping device, characterized in that, include: A mounting plate extends horizontally and has a first side and a second side arranged opposite to each other. The mounting plate has a connecting hole for a connector to pass through. The connecting hole extends vertically and passes through the first side and the second side of the mounting plate. The mounting plate is connected to the component to be installed on the second side of the mounting plate through a connector that passes through the connecting hole. The connector includes a connecting body and a connector head disposed at one end of the connecting body. The connector head is located on the first side of the mounting plate. The connecting body passes through the connecting hole to fix it to the component to be installed. Inertial navigation system components; fixedly connected to the first side of the mounting plate; and, A shock-absorbing structure is sleeved around the connector. The shock-absorbing structure includes a first shock-absorbing part and a second shock-absorbing part. The first shock-absorbing part is placed on one side of the mounting plate and is located between the connector and the component to be installed. The second shock-absorbing part is placed between the outer wall of the connector and the inner wall of the connecting hole.

2. The inertial navigation damping device as described in claim 1, characterized in that, The shock-absorbing structure includes an elastic sleeve fitted around the periphery of the connecting body. The elastic sleeve includes a first sleeve section with a larger outer diameter and a second sleeve section with a smaller outer diameter. The first sleeve section is located on one side of the mounting plate, and the second sleeve section extends from the first sleeve section into the connecting hole. The first socket segment forms the first shock-absorbing part, and the second socket segment forms the second shock-absorbing part.

3. The inertial navigation damping device as described in claim 2, characterized in that, The second socket section is interference-fitted with the mounting plate.

4. The inertial navigation damping device as described in claim 2, characterized in that, Two elastic sleeves are provided: one elastic sleeve is installed in the connection hole from the first side of the mounting plate, and the other elastic sleeve is installed in the connection hole from the second side of the mounting plate.

5. The inertial navigation damping device as described in claim 2, characterized in that, The length of the second socket segment is d1, and the depth of the connecting hole is d2, wherein 2d1≤d2.

6. The inertial navigation damping device as described in claim 2, characterized in that, The shock-absorbing structure also includes a sleeve, which is fitted around the periphery of the connecting body; The elastic sleeve is disposed between the outer wall of the sleeve and the inner wall of the connecting hole.

7. The inertial navigation damping device as described in claim 6, characterized in that, The sleeve and the elastic sleeve are interference-fitted.

8. The inertial navigation damping device as described in claim 6, characterized in that, The elastic sleeve is configured as a rubber sleeve; and / or, The sleeve is a metal sleeve.

9. The inertial navigation damping device as described in claim 1, characterized in that, The shock-absorbing structure also includes a washer, which is placed on the side of the first shock-absorbing part away from the mounting plate, and the connector is also inserted through the washer.

10. The inertial navigation damping device as described in claim 1, characterized in that, The mounting plate has multiple connecting holes, which are spaced apart along its circumference. Correspondingly, multiple shock-absorbing structures are provided, and each of the multiple shock-absorbing structures is respectively provided with a corresponding connection hole.

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