A shock absorbing connection structure for a marine interior member

Abstract

The utility model discloses a shock attenuation connection structure of ship interior fitting, including hoisting screw rod, the outer surface symmetry thread sleeve of hoisting screw rod has two nuts, the top and bottom of hoisting screw rod are equipped with hourglass type rubber, the top and bottom of hourglass type rubber are all fixedly connected with the assembling plate, two assembling plates are all fixedly connected with the connecting frame away from hourglass type rubber one side, and hoisting screw rod fixedly connected in the bottom single connecting frame's bottom, the bottom of top assembling plate even fixedly connected with three upper articulated members. In the utility model, through hourglass type rubber buffer vertical vibration, and utilize movable rod, fixed cylinder, elastic piston and the damping system of damping oil composition dissipate multidirectional vibration energy, effectively isolated the direct transmission of ship vibration to interior fitting, and its self -adaptation damping characteristic can respond to the wide frequency vibration environment of ship, avoid the resonance, thereby the long -term reliability and cabin comfort of connection are improved significantly.

Description

Technical Field

[0001] This utility model relates to the field of connection structure technology, and in particular to a shock-absorbing connection structure for ship interior components. Background Technology

[0002] Ship interior components refer to all non-load-bearing components and equipment support systems installed within a ship's cabins, excluding the main structure, to meet the requirements of living, working, equipment installation, and aesthetics. These mainly include ventilation ducts, cable trays, ceiling systems, air conditioning equipment, sanitary units, furniture, and various piping systems. These components are typically connected to the ship's deck, bulkheads, or roof structure via specialized connection structures (such as brackets, hangers, and fasteners). Because ships are continuously subjected to various dynamic loads during navigation, including main engine vibration, wave impact, structural deformation, and maneuvering, their internal environment experiences complex multi-directional low-frequency vibrations and transient impacts. Therefore, the connection structures must not only bear the static weight of the components but, more importantly, possess excellent vibration and impact resistance and the ability to adapt to minor hull deformations to ensure the long-term stability of the interior components, the normal operation of equipment, and improved cabin comfort.

[0003] Currently, while shipboard hoisting and connection components used to fix pipes, ducts, ceiling joists, and light equipment have taken into account shipboard environmental requirements to some extent, they still generally suffer from the following practical defects: First, many traditional supports use rigid welding or direct bolt fastening, lacking effective elastic damping elements. Although the structure is simple and robust, it directly transmits the vibration of the hull structure to the internal components, easily leading to component fatigue damage, loose connections, and noise generation, especially significantly affecting quiet living quarters. Second, although some designs attempt to introduce damping measures, such as using ordinary rubber pads and spring isolators, the damping and stiffness parameters of these conventional damping elements are fixed, resulting in a narrow optimal damping frequency band. However, the excitation frequency range generated by ships during actual navigation is very wide (from low-frequency swaying less than 1Hz to high-frequency vibration of equipment at tens or hundreds of Hz), and fixed damping parameters cannot adapt to this wide-frequency, variable environment. In non-design frequency bands, the damping effect drops sharply, and may even amplify vibration due to resonance, resulting in insufficient reliability.

[0004] To address this, we propose a vibration-damping connection structure for ship interior components. Utility Model Content

[0005] The purpose of this utility model is to overcome the shortcomings of the existing technology and propose a shock-absorbing connection structure for ship interior components.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a shock-absorbing connection structure for ship interior components, including a lifting screw, wherein two nuts are symmetrically threaded onto the outer surface of the lifting screw;

[0007] An hourglass-shaped rubber is provided above the lifting screw. Assembly plates are fixedly connected to the top and bottom of the hourglass-shaped rubber. Connecting frames are fixedly connected to the two assembly plates on the side away from the hourglass-shaped rubber. The lifting screw is fixedly connected to the bottom of the bottom single connecting frame.

[0008] Three upper hinges are evenly fixedly connected to the bottom of the top mounting plate. The bottom of each of the three upper hinges is fixedly connected to a movable rod. The outer surface of each of the three movable rods is sealed and slidably fitted with a fixed cylinder. An elastic piston is installed between each of the three fixed cylinders and the movable rod. The interior of each of the three fixed cylinders is filled with damping oil. The bottom of each of the three fixed cylinders is connected to a lower hinge with a single bottom mounting plate.

[0009] Furthermore, rubber washers are fixedly connected to adjacent sides of both nuts. The rubber washers can provide elastic preload and frictional damping when the nuts are tightened, effectively preventing the nuts from loosening due to vibration and improving the long-term stability of the entire hoisting connection.

[0010] Furthermore, a mounting plate is fixedly connected to the top of each of the top individual connecting frames, and the mounting plate facilitates the overall fixation to the ship.

[0011] Furthermore, all three upper hinge components include an upper ball seat, which is fixedly connected to the bottom of a single top mounting plate. An upper ball is slidably embedded in the bottom of the upper ball seat, and the upper ball is fixedly connected to the movable rod. The ball hinge connection formed by the upper ball and the upper ball seat enables the movable rod to rotate freely in multiple directions at the top.

[0012] Furthermore, all three elastic pistons include a piston body, which is slidably and sealed inside the fixed cylinder. The top of the piston body has two symmetrically symmetrically shaped holes extending to the bottom. Both ends of the piston body are fixedly connected to springs, and the two springs are respectively fixedly connected to the inner bottom and inner top of the fixed cylinder. The holes allow the damping oil to generate viscous resistance during the reciprocating motion of the piston body to efficiently dissipate energy, while the springs at both ends jointly provide elastic support and restoring force.

[0013] Furthermore, all three lower hinge components include a lower ball seat, which is fixedly connected to the top of the bottom single assembly plate. A lower ball is slidably embedded in the bottom of the lower ball seat, and the lower ball is fixedly connected to the fixed cylinder. The bottom ball hinge formed by the lower ball and the lower ball seat works in conjunction with the upper hinge component to ensure that the fixed cylinder and the internal piston component can flexibly deflect with the movement of the assembly plate, avoiding the additional stress caused by the rigid connection and making the shock absorption process smoother.

[0014] The beneficial effects of this utility model are:

[0015] In use, this invention uses an hourglass-shaped rubber buffer to absorb vertical vibrations and a damping system composed of a movable rod, a fixed cylinder, an elastic piston, and damping oil to dissipate multi-directional vibration energy. This effectively isolates the direct transmission of hull vibrations to internal components. At the same time, its adaptive damping characteristics can cope with the wide frequency vibration environment of ships and avoid resonance, thereby significantly improving the long-term reliability of the connection and cabin comfort. Attached Figure Description

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

[0017] Figure 1 This is a first-person perspective three-dimensional structural diagram of the present invention;

[0018] Figure 2 This is a schematic diagram of the overall second-view three-dimensional structure of this utility model;

[0019] Figure 3 This is a partial front view structural schematic diagram of the present invention;

[0020] Figure 4 This is a cross-sectional view of the fixed cylinder structure of this utility model.

[0021] The attached figures are labeled as follows:

[0022] 1. Lifting screw; 2. Assembly plate; 3. Mounting plate; 4. Fixing cylinder; 5. Nut; 6. Rubber washer; 7. Connecting frame; 8. Upper ball seat; 9. Lower ball seat; 10. Hourglass-shaped rubber; 11. Movable rod; 12. Lower ball; 13. Fine hole; 14. Spring; 15. Piston body; 16. Upper ball. Detailed Implementation

[0023] 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 skilled in the art without creative effort are within the protection scope of the present utility model.

[0024] like Figures 1-4As shown, a shock-absorbing connection structure for a ship's internal components is disclosed, including a lifting screw 1. Two nuts 5 are symmetrically threaded onto the outer surface of the lifting screw 1. Rubber washers 6 are fixedly connected to adjacent sides of the two nuts 5. The rubber washers 6 are usually made of neoprene rubber, which has advantages such as aging resistance and corrosion resistance.

[0025] An hourglass-shaped rubber 10 is provided above the lifting screw 1. The top and bottom of the hourglass-shaped rubber 10 are fixedly connected to the mounting plate 2. The hourglass-shaped rubber 10 is made of nitrile rubber, which has high damping, aging resistance, and oil resistance. In actual use, its unique hourglass shape causes elastic deformation when subjected to vertical load, absorbing and buffering low-frequency vibration.

[0026] Both mounting plates 2 are fixedly connected to the side away from the hourglass-shaped rubber 10 with connecting brackets 7, and the lifting screw 1 is fixedly connected to the bottom of the single connecting bracket 7 at the bottom. The lifting screw 1, mounting plate 2, and nut 5 are all made of stainless steel, which has good corrosion resistance and is suitable for installation on ships.

[0027] The top of the single connecting bracket 7 is fixedly connected to the mounting plate 3, which is made of stainless steel and serves to provide a stable and reliable top mounting interface for the entire shock absorption structure.

[0028] Three upper hinges are evenly fixedly connected to the bottom of the top mounting plate 2. The bottom of each of the three upper hinges is fixedly connected to a movable rod 11. Each of the three upper hinges includes an upper ball seat 8, and the upper ball seat 8 is fixedly connected to the bottom of the top single mounting plate 2. An upper ball 16 is slidably embedded in the bottom of the upper ball seat 8, and the upper ball 16 is fixedly connected to the movable rod 11.

[0029] Each of the three movable rods 11 has a fixed cylinder 4 that is slidably and sealed on its outer surface. Each of the three fixed cylinders 4 has an elastic piston installed between it and the movable rod 11. The interior of each of the three fixed cylinders 4 is filled with damping oil. Each of the three elastic pistons includes a piston body 15, which is slidably and sealed inside the fixed cylinder 4. The top of the piston body 15 has two symmetrical holes 13 that extend to the bottom. Both ends of the piston body 15 are fixedly connected to springs 14, and the two springs 14 are fixedly connected to the inner bottom and inner top of the fixed cylinder 4, respectively. The movable rods 11, the main body of the piston body 15, the springs 14, and the fixed cylinder 4 are all made of stainless steel and have good corrosion resistance. Multiple sealing rings are fixedly fitted on the outer surface of the main body of the piston body 15 to ensure the sealing between the piston body 15 and the inner wall of the fixed cylinder 4.

[0030] The bottom of each of the three fixed cylinders 4 is connected to a lower hinge with a single bottom assembly plate 2. Each of the three lower hinges includes a lower ball seat 9, which is fixedly connected to the top of the single bottom assembly plate 2. A lower ball 12 is slidably embedded in the bottom of the lower ball seat 9, and the lower ball 12 is fixedly connected to the fixed cylinder 4. The upper ball 16 and the lower ball 12 are both made of hardened steel, and the upper ball seat 8 and the lower ball seat 9 are both made of copper alloy, which not only has high strength but also good wear resistance.

[0031] Working principle: When the ship vibrates or is impacted, the vibration load is first transmitted to the top connecting frame 7 through the mounting plate 3, and the top connecting frame 7 transmits the vibration to the top mounting plate 2.

[0032] Vibrational energy is transferred simultaneously through two paths:

[0033] Path 1 (Mainly Vertical Vibration Reduction and Multi-directional Deformation Adaptation): Vibration forces the top mounting plate 2 to shift, thereby stretching or compressing the hourglass-shaped rubber 10. The hourglass-shaped rubber 10 absorbs and buffers the vertical vibration energy through its elastic deformation. At the same time, the top mounting plate 2 drives the upper ball seat 8 to move. The spherical fit between the upper ball seat 8 and the upper ball 16 allows the movable rod 11 to produce multi-directional yaw to adapt to displacement in different directions.

[0034] Path Two (Damping Energy Dissipation and Elastic Reset): The yaw or axial movement of the movable rod 11 pushes the piston body 15 at its bottom end to slide inside the fixed cylinder 4. When the piston body 15 slides, it squeezes the damping oil on both sides, forcing the damping oil to flow through the fine holes 13 on the piston body 15. Through fluid friction, the vibration kinetic energy is converted into heat energy and dissipated. The movement of the piston body 15 simultaneously compresses or stretches the spring 14 on one side. The spring 14 stores or releases energy, assists in buffering the impact, and provides a reset force. The lower ball 12 at the bottom of the fixed cylinder 4 cooperates with the spherical surface of the lower ball seat 9 to further ensure that the damping mechanism can adapt to multi-directional movement.

[0035] After being buffered by the hourglass-shaped rubber 10 and the energy dissipated by the damping system consisting of the movable rod 11, the fixed cylinder 4, the piston body 15, the damping oil, the fine hole 13 and the spring 14, the attenuated vibration is transmitted to the bottom mounting plate 2, and the bottom mounting plate 2 transmits the vibration to the bottom connecting frame 7.

[0036] The vibration is ultimately transmitted to the ship's internal components that need to be secured via the lifting screw 1. During this process, two nuts 5 tightened on the lifting screw 1, along with the rubber washers 6 inside them, are used for locking and installation, and provide some auxiliary vibration isolation.

[0037] The preferred embodiments of this utility model disclosed above are merely illustrative of the present utility model. These preferred embodiments do not exhaustively describe all details, nor do they limit the utility model to any specific implementation. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of this utility model, thereby enabling those skilled in the art to better understand and utilize it. This utility model is limited only by the claims and their full scope and equivalents.

Claims

1. A vibration-damping connection structure for ship interior components, comprising a lifting screw (1), characterized in that: The outer surface of the hoisting screw (1) is symmetrically threaded with two nuts (5); An hourglass-shaped rubber (10) is provided above the lifting screw (1). The top and bottom of the hourglass-shaped rubber (10) are fixedly connected to an assembly plate (2). The two assembly plates (2) are fixedly connected to a connecting frame (7) on the side away from the hourglass-shaped rubber (10). The lifting screw (1) is fixedly connected to the bottom of the bottom single connecting frame (7). Three upper hinges are evenly fixedly connected to the bottom of the top mounting plate (2). The bottom of each of the three upper hinges is fixedly connected to a movable rod (11). The outer surface of each of the three movable rods (11) is sealed and slidably sleeved with a fixed cylinder (4). Each of the three fixed cylinders (4) and the movable rod (11) is installed with an elastic piston. The interior of each of the three fixed cylinders (4) is filled with damping oil. The bottom of each of the three fixed cylinders (4) is connected to a lower hinge with the bottom single mounting plate (2).

2. The vibration damping connection structure for ship interior components according to claim 1, characterized in that: Rubber washers (6) are fixedly connected to each of the two nuts (5) on adjacent sides.

3. The vibration damping connection structure for ship interior components according to claim 1, characterized in that: The top of the single connecting frame (7) is fixedly connected to the mounting plate (3).

4. The vibration damping connection structure for ship interior components according to claim 1, characterized in that: All three upper hinge components include an upper ball seat (8), which is fixedly connected to the bottom of the top single mounting plate (2). An upper ball (16) is slidably embedded in the bottom of the upper ball seat (8), and the upper ball (16) is fixedly connected to the movable rod (11).

5. The vibration damping connection structure for ship interior components according to claim 1, characterized in that: All three elastic pistons include a piston body (15), and the piston body (15) is slidably connected inside the fixed cylinder (4). The top of the piston body (15) has two fine holes (13) that extend to the bottom. Both ends of the piston body (15) are fixedly connected to springs (14), and the two springs (14) are fixedly connected to the inner bottom and inner top of the fixed cylinder (4) respectively.

6. The vibration damping connection structure for ship interior components according to claim 1, characterized in that: All three lower hinge components include a lower ball seat (9), which is fixedly connected to the top of the bottom single assembly plate (2). The bottom of the lower ball seat (9) is slidably fitted with a lower ball (12), and the lower ball (12) is fixedly connected to the fixed cylinder (4).

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