A cross-bracing reinforcement structure for a marine main engine installation

Abstract

The utility model relates to the technical field of cross bracing reinforcement structure, concretely is a kind of cross bracing reinforcement structure for ship main engine installation, including main engine and ship body, the outside of main engine is provided with clamping mechanism, the clamping mechanism includes two reinforcing plates, the outer surface of ship body and one reinforcing plate is fixedly connected with connecting plate, the outer surface of two connecting plates is fixedly connected with a group of mounting plate, cooperate through cambered surface plug-in block and limit cambered surface panel, reset spring, without disassembling original buffer mechanism can add new buffer mechanism, make full use of the residual value of original shock absorber, by flipping barrier plate to release limit, cambered surface plug-in block is inserted into plug-in block cooperation slot, reset spring pushes limit cambered surface panel and locks cambered surface plug-in block, avoid the problem that original fixed connection structure needs integral disassembly and replacement shock absorber, reduce resource waste and maintenance cost.

Description

Technical Field

[0001] This utility model relates to the field of cross brace reinforcement structure technology, specifically to a cross brace reinforcement structure for ship main engine installation. Background Technology

[0002] The excitation source of ship vibration is usually related to the excitation force caused by the operation of the main engine. Since most ship main engines are diesel engines, the excitation force of the main engine is mainly caused by the inertial force generated by the movement of movable parts and the change in gas pressure in the cylinder. These forces and torques acting on the lateral side and crankshaft of the diesel engine will cause the diesel engine frame to vibrate, which may lead to the damage of diesel engine accessories, thereby causing local vibration in the engine room and double bottom, and ultimately leading to increased vibration of the superstructure of the hull, which greatly reduces the comfort and maneuverability of the ship. In order to solve the problem of the simple structure but poor robustness of the hull, main engine and cross bracing connected by welding, the cross bracing reinforcement structure has emerged.

[0003] The announcement number CN214690117U discloses a ship main engine cross brace reinforcement structure, belonging to the technical field of cross brace reinforcement structures. It includes a main engine, a hull, a fixed plate, and a second vibration damper. The main engine is located on the left side of the hull. A reinforcement plate is fixedly connected to the left side wall of the hull. A first vibration damper is fixedly connected to the left side wall of the reinforcement plate, and there are multiple first vibration dampers. A fixed pressure plate is fixedly connected to the left side wall of the first vibration damper group. A cross brace is detachably connected to the left side of the reinforcement plate. The upper end and lower tube of the left side of the cross brace are provided with sliding grooves.

[0004] While the above solution can dampen the main engine during operation, the hull, reinforcing plates, and shock absorbers are fixedly connected. When the shock absorbers experience a decline in damping performance after long-term use, the fixed connections of the components mean that the entire shock absorber must be disassembled and replaced. This not only fails to preserve the remaining usability of the original shock absorbers and prevent the addition of new shock absorbers to improve the damping effect, but also makes it difficult to reuse the disassembled shock absorbers, even if they still have some functionality, resulting in a waste of resources. Furthermore, it increases equipment maintenance costs and replacement difficulty.

[0005] Therefore, this utility model provides a cross brace reinforcement structure for the installation of ship main engines to solve the above problems. Utility Model Content

[0006] In view of the above situation and to overcome the defects of the prior art, this utility model provides a cross brace reinforcement structure for the installation of ship main engines, so as to solve the problem that the remaining value of the original shock absorbers cannot be utilized and that it is not convenient to add new shock absorber components.

[0007] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0008] A cross brace reinforcement structure for mounting a marine main engine includes a main engine and a hull. A clamping mechanism is provided externally to the main engine. The clamping mechanism includes two reinforcing plates. A connecting plate is fixedly connected to the outer surface of the hull and one of the reinforcing plates. A set of mounting plates is fixedly connected to the outer surfaces of both connecting plates. Each mounting plate has a limiting slot and a block mating slot inside, and each limiting slot communicates with the block mating slot. A limiting arc panel is slidably connected to the inner wall of each limiting slot. A return spring is fixedly connected to the outer surface of each limiting arc panel, and one end of each return spring is fixedly connected to the inner sidewall of the limiting slot. An arc-shaped block is provided inside each block mating slot, and each arc-shaped block contacts the limiting arc panel and the block mating slot. A buffer mechanism is provided between the two connecting plates, and the buffer mechanism includes a damper and a buffer spring.

[0009] Preferably, a rubber ring is installed inside each of the two reinforcing plates, and the outer surface of each rubber ring is in contact with the outer surface of the host.

[0010] Preferably, two expansion blocks are fixedly connected to the outer surfaces of both reinforcing plates, and each pair of corresponding expansion blocks are connected by two bolts.

[0011] Preferably, the buffer mechanism further includes a buffer cylinder, one end of the damper is fixedly connected to a connecting rod, both the connecting rod and the damper are slidably connected to the buffer cylinder, one end of the damper is fixedly connected to a buffer spring, one end of the buffer spring is fixedly connected to the inner side wall of the buffer cylinder, the ends of the connecting rod and the buffer cylinder that are far apart from each other are respectively fixedly connected to the arc-shaped insert block, and the connecting rod and the buffer cylinder respectively abut against two mounting plates.

[0012] Preferably, a pull plate is fixedly connected to the outer surface of each of the limiting arc panels, and each of the pull plates is slidably connected to the limiting slot.

[0013] Preferably, a guide rod is fixedly connected to the inner sidewall of each of the limiting slots, and a mating through hole is opened inside each of the pulling plates, with each guide rod slidably connected to the mating through hole.

[0014] Preferably, each of the mounting plates is provided with an anti-movement mechanism above it. The anti-movement mechanism includes a support groove block. The bottom surface of the support groove block is fixedly connected to the mounting plate. The inner wall of the support groove block is rotatably connected to a barrier plate via a rotating shaft. The outer surface of the barrier plate is in contact with the pull plate.

[0015] Preferably, an iron block is fixedly connected to the bottom surface of the barrier plate, and a magnet is installed on the upper surface of each mounting plate, and the iron block is attracted to the magnet.

[0016] The beneficial effects of this utility model are as follows:

[0017] 1. By cooperating with the arc-shaped insert block, the limiting arc panel, and the return spring, a new buffer mechanism can be added without disassembling the original buffer mechanism. This fully utilizes the residual value of the original shock absorber. By flipping the baffle plate to release the limit, the arc-shaped insert block is inserted into the insert block mating slot. The return spring pushes the limiting arc panel to lock the arc-shaped insert block. This avoids the problem of having to completely disassemble and replace the shock absorber in the original fixed connection structure, reducing resource waste and maintenance costs.

[0018] 2. Through the synergistic effect of the damper and the buffer spring in the buffer cylinder, the transmission of main engine vibration to the hull is effectively attenuated. When the main engine vibrates, the connecting rod slides in the buffer cylinder, the damper consumes vibration energy, and the buffer spring absorbs vibration potential energy. Compared with the traditional fixed connection structure, it significantly reduces the vibration of the engine room, double bottom tank and the superstructure of the hull, and improves the comfort and maneuverability of the ship. Attached Figure Description

[0019] Figure 1 The three-dimensional representation of this utility model Figure 1 .

[0020] Figure 2 This is a cross-sectional view of the internal structure of the mounting plate of this utility model.

[0021] Figure 3 This is a three-dimensional structural diagram of the mounting plate of this utility model.

[0022] Figure 4 This is a three-dimensional structural diagram of the buffer mechanism of this utility model.

[0023] In the diagram: 1. Main engine; 2. Hull; 3. Connecting plate; 4. Mounting plate; 5. Limiting slot; 6. Limiting arc panel; 7. Guide rod; 8. Return spring; 9. Arc-shaped insert; 10. Buffer mechanism; 1001. Connecting rod; 1002. Damper; 1003. Buffer spring; 1004. Buffer cylinder; 11. Through hole; 12. Clamping mechanism; 1201. Reinforcing plate; 1202. Rubber ring; 1203. Expansion block; 1204. Bolt; 13. Insert mating slot; 14. Anti-movement mechanism; 1401. Barrier plate; 1402. Support slot block; 1403. Iron block; 15. Magnet; 16. Pulling plate. Detailed Implementation

[0024] The following will refer to the attached reference. Figures 1 to 4 The various embodiments of this utility model will be described in detail below. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of this utility model and are not intended to limit the scope of protection of this utility model.

[0025] A cross brace reinforcement structure for mounting a ship's main engine includes a main engine 1 and a hull 2. A clamping mechanism 12 is provided on the outside of the main engine 1. The clamping mechanism 12 includes two reinforcing plates 1201, which can stably clamp the main engine 1.

[0026] Rubber rings 1202 are installed inside both reinforcing plates 1201. The outer surfaces of both rubber rings 1202 are in contact with the outer surface of the main unit 1. The rubber rings 1202 are in close contact with the main unit 1, which can improve the limiting and clamping effect on the main unit 1.

[0027] Two expansion blocks 1203 are fixedly connected to the outer surfaces of the two reinforcing plates 1201. Each pair of corresponding expansion blocks 1203 are connected by two bolts 1204. The bolts 1204 connect the expansion blocks 1203, which facilitates the disassembly and assembly of the reinforcing plates 1201 and makes subsequent maintenance easier.

[0028] The outer surfaces of the hull 2 ​​and one of the reinforcing plates 1201 are fixedly connected to a connecting plate 3. The outer surfaces of the two connecting plates 3 are fixedly connected to a set of mounting plates 4. Each mounting plate 4 has a limiting slot 5 and a block mating slot 13 inside, and each limiting slot 5 is connected to the block mating slot 13. The limiting slot 5 and the block mating slot 13 on the mounting plate 4 provide a guiding and limiting structure for the installation of the buffer mechanism 10 and the arc-shaped block 9.

[0029] Each limiting slot 5 has a limiting arc panel 6 slidably connected to its inner wall, and a return spring 8 is fixedly connected to the outer surface of each limiting arc panel 6. One end of each return spring 8 is fixedly connected to the inner side wall of the limiting slot 5. Figure 2 When in the natural, uncompressed state, the return spring 8 pushes the limiting arc panel 6 to limit the arc surface insert 9, thereby realizing the rapid installation and positioning of the buffer mechanism 10.

[0030] Each insert slot 13 is equipped with an arc-shaped insert 9 inside. Each arc-shaped insert 9 is in contact with the limiting arc panel 6 and the insert slot 13. The arc structure of the arc-shaped insert 9 cooperates with the limiting arc panel 6 to realize tool-free quick insertion and removal of the buffer mechanism 10.

[0031] A buffer mechanism 10 is provided between the two connecting plates 3. The buffer mechanism 10 includes a damper 1002 and a buffer spring 1003. The buffer mechanism 10 also includes a buffer cylinder 1004. One end of the damper 1002 is fixedly connected to a connecting rod 1001. Both the connecting rod 1001 and the damper 1002 are slidably connected to the buffer cylinder 1004. One end of the damper 1002 is fixedly connected to a buffer spring 1003. One end of the buffer spring 1003 is fixedly connected to the inner wall of the buffer cylinder 1004. The ends of the connecting rod 1001 and the buffer cylinder 1004 that are far apart from each other are fixedly connected to the arc-shaped insert block 9, and the connecting rod 1001 and the buffer cylinder 1004 abut against the two mounting plates 4 respectively. The damper 1002 and the buffer spring 1003 work together in the buffer cylinder 1004 to effectively attenuate the vibration transmission of the host 1.

[0032] Each limiting arc panel 6 has a pull plate 16 fixedly connected to its outer surface. Each pull plate 16 is slidably connected to the limiting slot 5. The pull plate 16 facilitates manual operation of the limiting arc panel 6 and improves the convenience of disassembling the buffer mechanism 10.

[0033] Each limiting slot 5 has a guide rod 7 fixedly connected to its inner sidewall. Each pull plate 16 has a mating through hole 11 inside. Each guide rod 7 is slidably connected to the mating through hole 11. The guide rod 7 and the mating through hole 11 are mated to ensure that the limiting arc panel 6 is stable and does not deviate during the sliding process.

[0034] Each mounting plate 4 is provided with an anti-movement mechanism 14 above it. The anti-movement mechanism 14 includes a support groove 1402. The bottom surface of the support groove 1402 is fixedly connected to the mounting plate 4. The inner wall of the support groove 1402 is rotatably connected to a baffle plate 1401 via a pivot. The outer surface of the baffle plate 1401 is in contact with the pull plate 16. The anti-movement mechanism 14 restricts the movement of the pull plate 16 through the baffle plate 1401 to prevent the limit arc panel 6 from accidentally coming loose.

[0035] An iron block 1403 is fixedly connected to the bottom surface of the barrier plate 1401. A magnet 15 is installed on the upper surface of each mounting plate 4. The iron block 1403 and the magnet 15 are attracted to each other. The magnetic attraction between the iron block 1403 and the magnet 15 can ensure that the barrier plate 1401 stably locks the limiting arc panel 6.

[0036] Working principle: When an additional buffer mechanism 10 is needed, firstly, the iron block 1403 on the bottom surface of the barrier plate 1401 in the anti-movement mechanism 14 is disengaged from the magnet 15 on the upper surface of the mounting plate 4. The barrier plate 1401 is then flipped by a rotating shaft, preventing it from contacting the pulling plate 16 and releasing the limiting arc panel 6. Subsequently, the arc-shaped insert 9, which connects the end of the connecting rod 1001 and the buffer cylinder 1004, is inserted along the limiting slot 5. The arc-shaped structure of the insert 9 pushes the limiting arc panel 6 to slide within the limiting slot 5, compressing the return spring 8. When the arc-shaped insert 9 is fully inserted into the insert mating groove 13, the elastic return force of the return spring 8 pushes the limiting arc panel 6 against the arc surface of the insert 9, achieving the limiting and fixing of the insert 9 and completing the additional installation of the buffer mechanism 10. This process does not require disassembling the original buffer mechanism 10, and its residual value can be retained.

[0037] When the main unit 1 vibrates during operation, the vibration is transmitted to the connecting plate 3 through the reinforcing plate 1201 of the clamping mechanism 12, which drives the mounting plate 4 to move. The mounting plate 4 pushes the connecting rod 1001 to slide in the buffer cylinder 1004. The damper 1002 consumes the vibration energy through its own damping characteristics. At the same time, the buffer spring 1003 is compressed or extended to absorb the vibration potential energy. The two work together to reduce the transmission of vibration to the hull 2. The guide rod 7 passes through the mating through hole 11 of the pull plate 16 to provide guidance for the sliding of the limiting arc panel 6 and ensure the stability of the limiting process. After the anti-movement mechanism 14 is installed, the blocking plate 1401 is pressed against the pull plate 16 by the attraction force of the iron block 1403 and the magnet 15 to prevent the limiting arc panel 6 from sliding accidentally and to ensure the structural stability of the buffer mechanism 10 after installation.

[0038] It should be noted that in the description of this utility model, terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," which indicate direction or positional relationships, are based on the direction or positional relationships shown in the accompanying drawings. These are used merely for ease of description and do not indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0039] Furthermore, it should be noted that, in the description of this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0040] The technical solution of this utility model has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the protection scope of this utility model is obviously not limited to these specific embodiments. Without departing from the principle of this utility model, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the protection scope of this utility model.

Claims

1. A cross bracing reinforcement structure for mounting a ship's main engine, comprising a main engine (1) and a hull (2), characterized in that, The host (1) is provided with a clamping mechanism (12) on its exterior. The clamping mechanism (12) includes two reinforcing plates (1201). The outer surfaces of the hull (2) and one of the reinforcing plates (1201) are fixedly connected to a connecting plate (3). The outer surfaces of the two connecting plates (3) are fixedly connected to a set of mounting plates (4). Each mounting plate (4) has a limiting slot (5) and a block fitting slot (13) inside. Each limiting slot (5) is connected to the block fitting slot (13). The inner wall of each limiting slot (5) is slidably connected to a... A limiting arc panel (6) is provided. A return spring (8) is fixedly connected to the outer surface of each limiting arc panel (6). One end of each return spring (8) is fixedly connected to the inner side wall of the limiting slot (5). An arc-shaped insert (9) is provided inside each insert mating slot (13). Each arc-shaped insert (9) is in contact with the limiting arc panel (6) and the insert mating slot (13). A set of buffer mechanism (10) is provided between the two connecting plates (3). The buffer mechanism (10) includes a damper (1002) and a buffer spring (1003).

2. The cross brace reinforcement structure for marine main engine installation according to claim 1, characterized in that, Both of the reinforcing plates (1201) have rubber rings (1202) installed inside them, and the outer surfaces of the two rubber rings (1202) are in contact with the outer surface of the host (1).

3. The cross brace reinforcement structure for marine main engine installation according to claim 2, characterized in that, Two expansion blocks (1203) are fixedly connected to the outer surfaces of the two reinforcing plates (1201), and each pair of corresponding expansion blocks (1203) are connected by two bolts (1204).

4. The cross brace reinforcement structure for marine main engine installation according to claim 1, characterized in that, The buffer mechanism (10) further includes a buffer cylinder (1004). One end of the damper (1002) is fixedly connected to a connecting rod (1001). The connecting rod (1001) and the damper (1002) are slidably connected to the buffer cylinder (1004). One end of the damper (1002) is fixedly connected to a buffer spring (1003). One end of the buffer spring (1003) is fixedly connected to the inner wall of the buffer cylinder (1004). The ends of the connecting rod (1001) and the buffer cylinder (1004) that are far apart from each other are fixedly connected to the arc-shaped insert (9). The connecting rod (1001) and the buffer cylinder (1004) abut against the two mounting plates (4) respectively.

5. The cross brace reinforcement structure for marine main engine installation according to claim 1, characterized in that, Each of the limiting arc panels (6) has a pull plate (16) fixedly connected to its outer surface, and each of the pull plates (16) is slidably connected to the limiting slot (5).

6. The cross brace reinforcement structure for marine main engine installation according to claim 5, characterized in that, Each of the limiting slots (5) has a guide rod (7) fixedly connected to its inner sidewall, and each of the pulling plates (16) has a mating through hole (11) inside, and each of the guide rods (7) is slidably connected to the mating through hole (11).

7. The cross brace reinforcement structure for marine main engine installation according to claim 1, characterized in that, Each of the mounting plates (4) is provided with an anti-movement mechanism (14) above it. The anti-movement mechanism (14) includes a support groove (1402). The bottom surface of the support groove (1402) is fixedly connected to the mounting plate (4). The inner wall of the support groove (1402) is rotatably connected to a barrier plate (1401) via a rotating shaft. The outer surface of the barrier plate (1401) is in contact with the pull plate (16).

8. The cross brace reinforcement structure for marine main engine installation according to claim 7, characterized in that, The bottom surface of the barrier plate (1401) is fixedly connected to an iron block (1403), and a magnet (15) is installed on the upper surface of each mounting plate (4). The iron block (1403) is attracted to the magnet (15).

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