A damping mechanism for use with a marine engine room device

Abstract

The application discloses a damping and shock-absorbing mechanism used in cooperation with a marine engine room equipment, comprising: a fixed base, a double-shaft deflection mechanism is arranged on the upper surface of the fixed base; the double-shaft deflection mechanism is composed of an X-axis deflection assembly and a Y-axis deflection assembly, the Y-axis deflection assembly is provided with a mounting bottom plate for bearing the equipment main body, and the X-axis deflection assembly and the Y-axis deflection assembly are both provided with damping mechanisms, the damping and shock-absorbing structure of double-shaft deflection cooperation with gravity stability is designed, the double-shaft deflection mechanism is adapted to the ship roll and pitch working conditions, the gravity moment of the vertical weight block is utilized to promote the mounting bottom plate to approach a horizontal posture, the angular vibration amplitude value borne by the equipment main body can be reduced, the fatigue damage risk of the equipment connecting part is reduced, the operation reliability of the engine room equipment under the swing working condition is improved, and the engine room equipment can adapt to the long-term sea navigation working condition.

Description

Technical Field

[0001] This application relates to the field of ship engine room equipment installation technology, and in particular to a damping and shock absorption mechanism used in conjunction with ship engine room equipment. Background Technology

[0002] The ship's engine room is equipped with key equipment such as main engines, generator sets, and pump sets. These devices generate periodic excitation forces during operation. At the same time, the ship will undergo six degrees of freedom motion due to wind and waves during navigation. Among these, roll and pitch are the main forms of angular vibration that the engine room equipment is subjected to.

[0003] Currently, ship engine room equipment generally uses a rigid base combined with rubber vibration isolation pads for installation. The original design purpose of rubber vibration isolation pads was to cope with linear vibrations in land-based environments, relying on their own shear deformation to absorb linear excitation energy in the vertical or horizontal directions. However, under ship angular vibration conditions, the displacement vector direction of each support point of the equipment is seriously mismatched with the preset deformation direction of the rubber pad. This not only significantly reduces the vibration isolation efficiency, but also causes premature aging and cracking of the rubber material due to continuous torsional shear action, and may even cause the equipment connection bolts to loosen and fall off.

[0004] In other words, existing technologies suffer from the following technical problems: ordinary vibration damping structures for ship engine room equipment cannot effectively adapt to the multi-degree-of-freedom angular vibration conditions during ship navigation. Therefore, a damping vibration reduction mechanism for use in conjunction with ship engine room equipment is proposed to address the above problems. Utility Model Content

[0005] This application provides a damping and vibration reduction mechanism for use with ship engine room equipment to solve the problem that ordinary ship engine room equipment vibration reduction structures in the prior art cannot effectively adapt to the multi-degree-of-freedom angular vibration conditions during ship navigation.

[0006] According to one aspect of this application, a damping and shock absorption mechanism for use with ship engine room equipment is provided, comprising: A fixed base is provided, and a dual-axis deflection mechanism is provided on the upper surface of the fixed base; The dual-axis deflection mechanism consists of an X-axis deflection assembly and a Y-axis deflection assembly. The Y-axis deflection assembly is equipped with a mounting base plate for supporting the main body of the equipment. Both the X-axis deflection assembly and the Y-axis deflection assembly are equipped with damping mechanisms to suppress the continuous oscillation of the mounting base plate.

[0007] Furthermore, the X-axis deflection assembly includes a support frame, a deflection frame, and a first deflection shaft; Support frames are fixedly connected to both sides of the upper surface of the fixed base.

[0008] Furthermore, the deflection frame is positioned between the two support frames, and a first deflection shaft is fixedly connected to both side walls of the deflection frame.

[0009] Furthermore, a first bearing seat is fixedly installed on each of the two support frames, and the first deflection shaft is rotatably connected to the support frame through the first bearing seat.

[0010] Furthermore, the Y-axis deflection assembly also includes a connecting plate and a second deflection shaft; Connecting plates are fixedly connected to both sides of the upper surface of the mounting base plate; A second deflection shaft is fixedly connected between the two inner walls of the deflection frame.

[0011] Furthermore, a second bearing seat is fixedly installed on the upper side of both connecting plates, and the second deflection shaft is rotatably connected to the connecting plate through the second bearing seat.

[0012] Furthermore, a weight is fixedly connected to the bottom surface of the mounting plate.

[0013] Furthermore, the damping mechanism includes a circular fixed shell, a friction turntable, a transmission shaft, and friction damping plates, with the transmission shaft rotatably connected inside the circular fixed shell; A friction disc is fixedly connected to the arc-shaped wall of the drive shaft. A friction damping plate is installed in the inner cavity of the circular fixed shell. The friction damping plate is in close contact with the friction disc. A damping spring is also installed on one side of the friction damping plate.

[0014] Furthermore, the friction disc is an eccentric disc, and the contact pressure between the friction disc and the friction damping plate increases with the increase of the deflection angle during the rotation of the friction disc.

[0015] Furthermore, an adjustment structure is provided at the damping spring, which includes a first sliding sleeve, a second sliding sleeve, an adjusting screw, and a threaded sleeve. The first sliding sleeve is fixedly installed on one side wall of the friction damping plate, and the second sliding sleeve is slidably connected to the first sliding sleeve. A damping spring is fixedly connected between the first sliding sleeve and the second sliding sleeve. The upper end of the second sliding sleeve is fixedly connected to a rotating seat, and an adjusting screw is rotatably connected to the rotating seat. A threaded sleeve is fixedly installed on the outer wall of the circular fixed shell, and the adjusting screw and the threaded sleeve are threadedly connected.

[0016] To address the technical problem that existing ordinary damping vibration reduction mechanisms can only handle linear vibrations and cannot adapt to the multi-degree-of-freedom angular vibration conditions of ships, easily leading to loosening of engine room equipment connections and insufficient operational stability, this application designs a dual-axis deflection combined with gravity-stabilized damping vibration reduction structure. This dual-axis deflection mechanism adapts to the ship's roll and pitch conditions, utilizing the gravitational torque of the vertical weight to keep the mounting base plate nearly horizontal. This reduces the angular vibration amplitude borne by the main body of the equipment, thereby reducing the risk of fatigue damage to the equipment connections and improving the operational reliability of the engine room equipment under rolling conditions. This allows the engine room equipment to adapt to long-term sea navigation conditions. Simultaneously, this application uses a damping mechanism to dissipate residual kinetic energy from rolling and suppress periodic oscillations of the mounting base plate, making it particularly suitable for installation and use in ship engine room equipment that is subject to long-term rolling conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application 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 application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of one embodiment of this application; Figure 2 This is a side perspective view of one embodiment of the present application; Figure 3 This is a front view of one embodiment of the present application. Figure 4 This is a side view of one embodiment of the present application; Figure 5 This is a schematic diagram of the internal structure of a damping mechanism according to an embodiment of this application; Figure 6 This is one embodiment of the present application. Figure 5 A magnified structural diagram of point A.

[0019] In the picture: 1. Fixed base; 2. X-axis deflection assembly; 201. Support frame; 202. Deflection frame; 203. First deflection shaft; 204. First bearing housing; 3. Y-axis deflection assembly; 301. Connecting plate; 302. Second deflection shaft; 303. Second bearing housing; 304. Mounting base plate; 4. Main body of the equipment; 5. Damping mechanism; 501. Circular fixed shell; 502. Friction turntable; 503. Drive shaft; 504. Friction damping plate; 505. First sliding sleeve; 506. Second sliding sleeve; 507. Damping spring; 508. Guide sleeve; 509. Guide rod; 510. Rotary seat; 511. Adjusting screw; 512. Adjusting knob; 513. Threaded sleeve; 6. Vertical weight. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0021] Please see Figure 1 and Figure 2 As shown in a specific embodiment of this application, a damping and shock absorption mechanism for use in conjunction with ship engine room equipment is disclosed, which specifically includes: The fixed base 1 has a dual-axis deflection mechanism on its upper surface, which is used to adapt to the roll and pitch angle vibrations during the ship's navigation. It allows the mounting base plate 304 to deflect around two mutually perpendicular axes, so that the mounting base plate 304 can adjust its attitude with the ship's sway. The dual-axis deflection mechanism consists of an X-axis deflection assembly 2 and a Y-axis deflection assembly 3. The Y-axis deflection assembly 3 is provided with a mounting base plate 304, which is used to support and fix the main body 4 of the equipment. Both the X-axis deflection assembly 2 and the Y-axis deflection assembly 3 are equipped with damping mechanisms 5, which are used to dissipate the kinetic energy transmitted to the mounting base plate 304 during the ship's swaying process and suppress the continuous oscillation of the mounting base plate 304.

[0022] This application designs a damping and vibration reduction structure with dual-axis deflection and gravity stabilization. The dual-axis deflection mechanism is adapted to the rolling and pitching conditions of the ship. The gravitational torque of the vertical weight 6 makes the mounting base plate 304 approach a horizontal attitude, which can reduce the angular vibration amplitude of the main body of the equipment 4, thereby reducing the risk of fatigue damage to the equipment connection parts and improving the operational reliability of the engine room equipment under rolling conditions. This makes the engine room equipment adaptable to long-term sea navigation conditions. At the same time, the damping mechanism 5 can dissipate the residual kinetic energy of the rolling and suppress the periodic oscillation of the mounting base plate 304, which is particularly suitable for the installation and use of ship engine room equipment that is in rolling conditions for a long time.

[0023] In one specific embodiment of this application, see [reference]. Figure 3and Figure 4 As shown, the X-axis deflection assembly 2 includes a support frame 201, a deflection frame 202, and a first deflection shaft 203.

[0024] Support frames 201 are fixedly connected to both sides of the upper surface of the fixed base 1. An assembly space for accommodating the deflection frame 202 is formed between the two support frames 201 and the fixed base 1. This space is used to avoid the deflection stroke of the deflection frame 202 and to position the installation position of the first deflection shaft 203.

[0025] The deflection frame 202 is disposed between two support frames 201, and a first deflection shaft 203 is fixedly connected to both side walls of the deflection frame 202.

[0026] Furthermore, in order to ensure the rotational stability of the deflection frame 202, a first bearing seat 204 is fixedly installed on each of the two support frames 201. The first deflection shaft 203 is rotatably connected to the support frame 201 through the first bearing seat 204, forming a rotating pair that rotates around the X-axis. This is used to constrain the rotational freedom of the deflection frame 202, allowing the deflection frame 202 to deflect within a set angle range around the X-axis.

[0027] Through the above technical solution, by positioning and installing the first bearing seat 204 with the support frame 201, and in conjunction with the fixed connection between the first deflection shaft 203 and the deflection frame 202, the deflection frame 202 can be stably erected between the two support frames 201, so that the deflection frame 202 can rotate smoothly around the X-axis, thereby providing a stable carrier for the installation of the Y-axis deflection assembly 3.

[0028] In a preferred embodiment of this application, see [reference] Figure 1 and Figure 2 As shown, the Y-axis deflection assembly 3 also includes a connecting plate 301 and a second deflection shaft 302.

[0029] Connecting plates 301 are fixedly connected to both sides of the upper surface of the mounting base plate 304 to form a U-shaped assembly structure, which is used to accommodate the inner space of the deflection frame 202 and to avoid the deflection stroke of the mounting base plate 304.

[0030] A second deflection shaft 302 is fixedly connected between the two inner walls of the deflection frame 202.

[0031] Furthermore, a second bearing seat 303 is fixedly installed on the upper side of both connecting plates 301. The second deflection shaft 302 is rotatably connected to the connecting plate 301 through the second bearing seat 303, forming a rotating pair that rotates around the Y-axis. This is used to constrain the rotational freedom of the mounting base plate 304, allowing the mounting base plate 304 to deflect within a set angle range around the Y-axis.

[0032] Furthermore, a weight block 6 is fixedly connected to the bottom surface of the mounting base plate 304 to generate a restoring torque to resist the ship's swaying under the action of gravity.

[0033] Specifically, the vertical weight 6 is fixedly installed at the center of the bottom surface of the mounting base plate 304, directly below the rotation center of the dual-axis deflection mechanism, forming a lower gravity stabilization structure, which is used to make the mounting base plate 304 tend to maintain a horizontal attitude when the ship rolls.

[0034] Through the above technical solution, the overall technical solution formed by the combination of X-axis deflection component 2, Y-axis deflection component 3 and vertical weight 6 can drive the deflection frame 202 to rotate around the fixed base 1 relative to the X-axis when the ship pitches, so that the mounting base plate 304 can adjust its pitch attitude synchronously with the deflection frame 202. When the ship rolls, the mounting base plate 304 can rotate around the Y-axis relative to the deflection frame 202. Thus, under the action of the gravitational torque of the vertical weight 6, the mounting base plate 304 always tends to remain parallel to the horizontal plane, thereby reducing the angular vibration amplitude borne by the main body of the equipment 4, reducing the risk of loosening of the connection parts, and achieving effective attenuation of the sway load of the ship's engine room equipment.

[0035] In a preferred embodiment of this application, see [reference] Figure 1 and Figure 5 As shown, damping mechanisms 5 are provided at both the first deflection shaft 203 and the second deflection shaft 302 to dampen and dissipate energy for the deflection motion in the two directions and suppress the continuous oscillation of the mounting base plate 304.

[0036] The damping mechanism 5 includes a circular fixed shell 501, a friction turntable 502, a transmission shaft 503, and a friction damping plate 504.

[0037] The circular fixed shell 501 of the X-axis deflection assembly 2 is fixedly installed on the side wall of the support frame 201. The drive shaft 503 is rotatably connected in the inner cavity of the circular fixed shell 501. The drive shaft 503 is fixedly connected to one end of the first deflection shaft 203 to form a synchronous transmission structure, which is used to transmit the rotational kinetic energy of the first deflection shaft 203 to the inner cavity of the circular fixed shell 501. The drive shaft 503 drives the friction turntable 502 to rotate synchronously, so that the friction turntable 502 and the friction damping plate 504 generate relative friction, thereby dissipating the swaying kinetic energy in the longitudinal direction.

[0038] The circular fixed shell 501 at the Y-axis deflection assembly 3 is fixedly connected to the connecting plate 301. The transmission shaft 503 in the inner cavity of the circular fixed shell 501 is fixedly connected to the second deflection shaft 302, so that the rotational kinetic energy of the second deflection shaft 302 is synchronously transmitted to the corresponding damping mechanism 5. The swaying kinetic energy in the roll direction is dissipated through friction, and adaptive damping energy dissipation in the two deflection directions can be achieved, thereby suppressing the continuous oscillation of the mounting base plate 304.

[0039] Further, see Figure 5 As shown, a friction disc 502 is fixedly connected to the arc-shaped wall of the drive shaft 503. A friction damping plate 504 is provided in the inner cavity of the circular fixed shell 501. The friction damping plate 504 and the friction disc 502 are in close contact to form a friction damping pair. A damping spring 507 is also provided on one side of the friction damping plate 504 to provide axial preload to the friction damping plate 504, so that the friction damping plate 504 and the friction disc 502 maintain stable contact under no-deflection conditions, ensuring that the damping mechanism 5 has basic damping capability. At the same time, as an elastic buffer element, it adapts to the dynamic changes in the contact pressure between the eccentric disc and the friction damping plate 504 during the rotation of the eccentric disc, reducing the probability of the friction pair jamming, uneven wear, or sudden changes in damping force due to rigid force, and improving the smoothness of the damping output.

[0040] Through the above technical solution, when the ship rolls and causes the yaw shaft to rotate, the friction turntable 502 can be driven to rotate synchronously through the transmission shaft 503, so that the friction turntable 502 and the friction damping plate 504 generate relative sliding friction, thereby converting the kinetic energy of the roll into heat energy dissipation, thereby suppressing the oscillation amplitude of the mounting base plate 304 and achieving effective attenuation of the roll energy.

[0041] Furthermore, to enable the damping force to adapt to the sway angle, the friction disk 502 is an eccentric disk, see [reference]. Figure 5 As shown, there is a preset eccentricity between the rotation center and the geometric center of the friction turntable 502. Through the eccentric structure, the contact pressure between the friction turntable 502 and the friction damping plate 504 increases with the increase of the deflection angle during rotation, thus adaptively increasing the damping force with the ship's roll angle. When the ship is in a state of slight rolling, the contact pressure between the friction turntable 502 and the friction damping plate 504 is small, and the basic damping force is moderate, which will not hinder the attitude adjustment of the mounting plate 304. When the ship is in a state of large rolling, the eccentric protrusion of the friction turntable 502 gradually approaches the friction damping plate 504, so that the contact pressure increases with the increase of the deflection angle, thereby increasing the damping force, accelerating the oscillation decay speed, and thus preventing the mounting plate 304 from swaying significantly under extreme rolling conditions. This achieves adaptive matching of damping force, which is particularly suitable for ship navigation conditions with large fluctuations in rolling angle.

[0042] As a preferred technical solution, an adjustment structure is also provided at the first sliding sleeve 505 to adjust the initial preload of the friction damping plate 504, adapting to the damping requirements of the main body 4 of equipment with different weights. (See reference...) Figure 6 As shown, the adjustment structure includes a first sliding sleeve 505, a second sliding sleeve 506, an adjusting screw 511, and a threaded sleeve 513.

[0043] The first sliding sleeve 505 is fixedly disposed on one side wall of the friction damping plate 504. The second sliding sleeve 506 is slidably connected to the first sliding sleeve 505. A damping spring 507 is fixedly connected between the first sliding sleeve 505 and the second sliding sleeve 506 to form an elastic preload structure, which is used to provide a stable initial preload force to the friction damping plate 504 to ensure the basic damping performance of the friction pair.

[0044] The upper end of the second sliding sleeve 506 is fixedly connected to a rotating seat 510, and an adjusting screw 511 is rotatably connected to the rotating seat 510. A threaded sleeve 513 is fixedly installed on the outer wall of the circular fixed shell 501. The adjusting screw 511 and the threaded sleeve 513 are threadedly connected, so that the adjusting screw 511 can be displaced axially when it rotates. One end of the adjusting screw 511 is also fixedly connected to an adjusting knob 512, which is used for the operator to apply force to rotate and realize the manual adjustment of the preload.

[0045] This technical solution allows the adjusting screw 511 to rotate around the rotating seat 510 by rotating the adjusting knob 512. This causes the adjusting screw 511 to rotate in or out relative to the threaded sleeve 513, resulting in the second sliding sleeve 506 sliding axially along the first sliding sleeve 505. This, in turn, compresses or releases the damping spring 507, thereby adjusting the preload of the damping spring 507 on the friction damping plate 504. This adapts to different equipment weights and sway characteristics in different sea areas, allowing for flexible adjustment of damping parameters according to actual usage requirements and improving the mechanism's adaptability to various operating conditions.

[0046] Furthermore, a guide sleeve 508 is fixedly connected to the inner wall of the circular fixed shell 501, and a guide rod 509 is slidably connected inside the guide sleeve 508. One end of the guide rod 509 is fixedly connected to the friction damping plate 504.

[0047] This technical solution guides the sliding of the guide rod 509 via the guide sleeve 508, restricting the rotational freedom of the friction damping plate 504 and preventing it from skewing during friction. This ensures that the friction damping plate 504 can only slide smoothly along the axial direction, thereby guaranteeing the contact stability between the friction turntable 502 and the friction damping plate 504. This improves the working reliability of the damping mechanism 5 and extends its service life.

[0048] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A damping and shock absorption mechanism for use in conjunction with ship engine room equipment, characterized in that: include: A fixed base (1) is provided with a dual-axis deflection mechanism on its upper surface; The dual-axis deflection mechanism consists of an X-axis deflection assembly (2) and a Y-axis deflection assembly (3). The Y-axis deflection assembly (3) is provided with a mounting base plate (304) for supporting the main body of the equipment (4). Both the X-axis deflection assembly (2) and the Y-axis deflection assembly (3) are equipped with damping mechanisms (5) to suppress the continuous oscillation of the mounting base plate (304).

2. The damping and shock absorption mechanism for use with ship engine room equipment according to claim 1, characterized in that: The X-axis deflection assembly (2) includes a support frame (201), a deflection frame (202), and a first deflection shaft (203). Support frames (201) are fixedly connected to both sides of the upper surface of the fixed base (1).

3. The damping and shock absorption mechanism for use with ship engine room equipment according to claim 2, characterized in that: The deflection frame (202) is disposed between two support frames (201), and a first deflection shaft (203) is fixedly connected to both side walls of the deflection frame (202).

4. The damping and shock absorption mechanism for use with ship engine room equipment according to claim 3, characterized in that: Both of the support frames (201) are fixedly mounted with a first bearing seat (204), and the first deflection shaft (203) is rotatably connected to the support frame (201) through the first bearing seat (204).

5. The damping and shock absorption mechanism for use with ship engine room equipment according to claim 4, characterized in that: The Y-axis deflection assembly (3) also includes a connecting plate (301) and a second deflection shaft (302); Connecting plates (301) are fixedly connected to both sides of the upper surface of the mounting base plate (304). A second deflection shaft (302) is fixedly connected between the two inner walls of the deflection frame (202).

6. The damping and shock absorption mechanism for use with ship engine room equipment according to claim 5, characterized in that: A second bearing seat (303) is fixedly installed on the upper side of each of the two connecting plates (301), and the second deflection shaft (302) is rotatably connected to the connecting plate (301) through the second bearing seat (303).

7. The damping and shock absorption mechanism for use with ship engine room equipment according to claim 6, characterized in that: A weight block (6) is fixedly connected to the bottom surface of the mounting base plate (304).

8. The damping and shock absorption mechanism for use with ship engine room equipment according to claim 1, characterized in that: The damping mechanism (5) includes a circular fixed shell (501), a friction turntable (502), a transmission shaft (503) and a friction damping plate (504). The transmission shaft (503) is rotatably connected in the inner cavity of the circular fixed shell (501). A friction turntable (502) is fixedly connected to the arc-shaped wall of the drive shaft (503). A friction damping plate (504) is provided in the inner cavity of the circular fixed shell (501). The friction damping plate (504) is in close contact with the friction turntable (502). A damping spring (507) is also provided on one side of the friction damping plate (504).

9. The damping and shock absorption mechanism for use with ship engine room equipment according to claim 8, characterized in that: The friction turntable (502) is an eccentric disc. During the rotation of the friction turntable (502), the contact pressure between the friction turntable (502) and the friction damping plate (504) increases with the increase of the deflection angle.

10. The damping and shock absorption mechanism for use with ship engine room equipment according to claim 9, characterized in that: An adjustment structure is also provided at the damping spring (507), the adjustment structure including a first sliding sleeve (505), a second sliding sleeve (506), an adjustment screw (511), and a threaded sleeve (513). The first sliding sleeve (505) is fixedly disposed on one side wall of the friction damping plate (504), and a second sliding sleeve (506) is slidably connected to the first sliding sleeve (505). A damping spring (507) is fixedly connected between the first sliding sleeve (505) and the second sliding sleeve (506). The upper end of the second sliding sleeve (506) is fixedly connected to a rotating seat (510), and an adjusting screw (511) is rotatably connected to the rotating seat (510). A threaded sleeve (513) is fixedly provided on the outer wall of the circular fixed shell (501), and the adjusting screw (511) and the threaded sleeve (513) are threadedly connected.

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