Anti-collision fender device for wharf

Abstract

The invention belongs to the technical field of port engineering and ship protection, and discloses a wharf anti-collision fender device. The base assembly is fixedly installed on a wharf. The buffering assembly is movably connected with the end, away from the wharf, of the base assembly and can move in the vertical direction relative to the base assembly, and the buffering assembly comprises a plurality of spring dampers arranged in an array mode. The energy absorption assembly comprises a shell, foam metal and a metal sandwich plate, the shell is fixedly connected with the end, away from the base assembly, of the buffer assembly, and the foam metal and the metal sandwich plate are both of trapezoidal structures extending in the vertical direction and are alternately stacked in an inner cavity of the shell; the protection assembly is fixedly connected with the end, away from the buffering assembly, of the shell and can elastically abut against the ship broadside. The gravity of the buffering assembly, the gravity of the energy absorption assembly and the gravity of the protection assembly are balanced with seawater buoyancy, so that the problems that an existing wharf anti-collision fender device is poor in buffering performance, prone to damage and insufficient in protection effect are solved, the collision resistance is improved, the service life is prolonged, and the ship protection capacity is improved.

Description

Technical Field

[0001] This invention relates to the field of port engineering and ship protection technology, and in particular to a dock anti-collision fender device. Background Technology

[0002] Wharf anti-collision fenders are key protective facilities in port engineering and ship berthing systems. They are mainly used to buffer the impact force between the ship and the wharf under normal berthing and extreme mooring conditions such as typhoons, reduce structural damage caused by hard contact between the ship's hull and the wharf, ensure berthing safety, and extend the service life of the wharf and the ship.

[0003] Currently, common traditional dockside anti-collision fenders mostly use rubber, polyurethane, or steel structures. Although these materials possess certain elasticity and cushioning properties and are widely used in practical engineering, they still have significant limitations: First, traditional rubber or polyurethane fenders are prone to permanent plastic deformation, surface cracking, or internal fatigue fracture after repeated high-energy impacts, leading to a significant decrease in their energy absorption capacity and unsustainable protective performance; second, although steel structure fenders have high strength, their excessive rigidity and limited cushioning stroke can easily cause localized stress concentration on the ship's sides, resulting in dents in the hull plating or damage to the coating; in addition, existing fender devices often lack multi-stage energy dissipation mechanisms and buoyancy adaptive functions, making it difficult to maintain an efficient and gentle impact response under impact conditions of ships of different water levels and tonnages. Summary of the Invention

[0004] The purpose of this invention is to provide a dock anti-collision fender device to solve the problems of poor buffering performance, easy damage and insufficient protection of existing dock anti-collision fender devices, and to improve its collision resistance, service life and protection capability for ships.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] A dock anti-collision fender device includes:

[0007] The base assembly is fixedly installed on the dock;

[0008] A buffer assembly is movably connected to the end of the base assembly away from the dock and is movable relative to the base assembly in a vertical direction. The buffer assembly includes a plurality of arrayed spring dampers.

[0009] The energy-absorbing assembly includes a housing, foam metal, and a metal sandwich panel. The housing is fixedly connected to the end of the buffer assembly away from the base assembly. Both the foam metal and the metal sandwich panel are trapezoidal structures extending in the vertical direction, and they are alternately stacked in the inner cavity of the housing.

[0010] The protection assembly is fixedly connected with one end of the shell away from the buffer assembly, and can elastically abut against the ship side; the gravity of the buffer assembly, the energy absorption assembly and the protection assembly is balanced with the seawater buoyancy.

[0011] As an optional solution of the wharf anti-collision fender device, the foam metal is closed-cell foam metal, and is made of aluminum alloy or nickel-titanium alloy; the metal interlayer plate is made of steel plate; and the foam metal and the metal interlayer plate are fixedly connected through hot pressure welding.

[0012] As an optional solution of the wharf anti-collision fender device, the shell is made of aluminum alloy.

[0013] As an optional solution of the wharf anti-collision fender device, the protection assembly comprises a plurality of elastic members extending in the vertical direction, the elastic member is a semi-cylindrical structure, and the axial section of the semi-cylindrical structure is fixedly connected with the shell.

[0014] As an optional solution of the wharf anti-collision fender device, the elastic member is made of polyurethane rubber or high polymer composite material.

[0015] As an optional solution of the wharf anti-collision fender device, the base assembly comprises a frame and a fastener, the frame is a pre-buried steel structure frame, and the fastener is fixedly connected with the wharf through the frame.

[0016] As an optional solution of the wharf anti-collision fender device, the frame is provided with a sliding groove extending in the vertical direction; the buffer assembly comprises a connecting plate, one side of the connecting plate facing the frame is provided with a sliding block, the sliding block is arranged in the sliding groove and can move along the extension direction of the sliding groove.

[0017] As an optional solution of the wharf anti-collision fender device, at least one side wall of the sliding groove is provided with a first limiting portion extending inwardly; the sliding block is provided with a second limiting portion matched with the first limiting portion; and the first limiting portion and the second limiting portion are horizontally clamped with each other to limit the sliding block from being taken out of the sliding groove.

[0018] As an optional solution of the wharf anti-collision fender device, the buffer assembly comprises a roller, the roller is installed on the sliding block, and the roller is in rolling contact with the bottom wall of the sliding groove.

[0019] As an optional solution of the wharf anti-collision fender device, one side of the buffer assembly facing the energy absorption assembly is provided with a first plug-in portion, and one side of the energy absorption assembly facing the buffer assembly is provided with a first plug-in groove matched with the first plug-in portion.

[0020] One side of the energy absorption assembly facing the protection assembly is provided with a second plug-in portion, and one side of the protection assembly facing the energy absorption assembly is provided with a second plug-in groove matched with the second plug-in portion.

[0021] Advantages:

[0022] The application provides a wharf anti-collision fender device, which has a stable installation base provided by a base assembly, and a preliminary dissipation of the kinetic energy of a ship impact by a buffer assembly using spring damping and vertical movement capability; an energy absorption assembly has a foam metal and a metal sandwich plate alternately arranged in a trapezoidal structure, which, when compressed, cooperates with plastic compression deformation of the foam metal and bending deformation of the metal sandwich plate to greatly improve the energy absorption efficiency and structural stability in a unit volume; and a protection assembly disperses and transmits the load to the energy absorption assembly through an elastic contact surface. The components work together in a state of balance between buoyancy and gravity, realize energy dissipation and buffering from the surface to the inside and multi-stage progression, and significantly improve the impact resistance, fatigue resistance and overall protection effect on the ship and the wharf of the wharf anti-collision fender device. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 is a first schematic view of the wharf anti-collision fender device provided by the embodiment of the application;

[0024] Figure 2 is a second schematic view of the wharf anti-collision fender device provided by the embodiment of the application;

[0025] Figure 3 is Figure 2 is an enlarged schematic view of position A in FIG. 1.

[0026] In the figure:

[0027] 1, base assembly; 11, frame; 12, fastener; 111, sliding groove; 112, first limiting part;

[0028] 2, buffer assembly; 21, spring damping; 22, connecting plate; 23, sliding block; 24, roller; 231, second limiting part; 232, accommodating groove;

[0029] 3, energy absorption assembly; 31, shell; 32, foam metal; 33, metal sandwich plate;

[0030] 4, protection assembly; 41, elastic member. DETAILED DESCRIPTION

[0031] The application will be further described in detail below in combination with the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the application, but not to limit the application. In addition, it should be noted that, for the convenience of description, only the parts related to the application are shown in the drawings, not all the structures.

[0032] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0033] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0034] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0035] This embodiment provides a dock anti-collision fender device, such as Figures 1-3 As shown, the pier anti-collision fender device includes a base assembly 1, a buffer assembly 2, an energy-absorbing assembly 3, and a protective assembly 4. The base assembly 1 is fixedly installed on the pier. The buffer assembly 2 is movably connected to the end of the base assembly 1 away from the pier and can move vertically relative to the base assembly 1. The buffer assembly 2 includes multiple arrayed spring dampers 21. The energy-absorbing assembly 3 includes a shell 31, foam metal 32, and a metal sandwich panel 33. The shell 31 is fixedly connected to the end of the buffer assembly 2 away from the base assembly 1. Both the foam metal 32 and the metal sandwich panel 33 are trapezoidal structures extending vertically, and they are alternately stacked in the inner cavity of the shell 31. The protective assembly 4 is fixedly connected to the end of the shell 31 away from the buffer assembly 2 and can elastically abut against the side of the ship. The weight of the buffer assembly 2, the energy-absorbing assembly 3, and the protective assembly 4 are balanced with the buoyancy of the seawater.

[0036] The wharf anti-collision fender device provides a stable installation base through the base assembly 1, and the buffer assembly 2 preliminarily dissipates the kinetic energy of the ship impact by using the spring damping 21 and the vertical movement ability; the energy absorption assembly 3 is alternately arranged by the foam metal 32 and the metal sandwich plate 33 in the internal trapezoidal structure, and when being pressed, the energy absorption efficiency and structural stability in unit volume are greatly improved by the plastic compression deformation of the foam metal 32 and the bending deformation of the metal sandwich plate 33; the protection assembly 4 disperses and transmits the load to the energy absorption assembly 3 through the elastic contact surface. Each assembly works cooperatively in the state of buoyancy and gravity balance, realizes the energy dissipation and buffer from the surface to the inside, and gradually progresses in multiple stages, which significantly improves the impact resistance, fatigue resistance and overall protection effect of the wharf anti-collision fender device on the ship and the wharf.

[0037] In the embodiment, the trapezoidal structure of the foam metal 32 and the metal sandwich plate 33 in the energy absorption assembly 3 has a significant advantage in impact resistance compared to the traditional I-shaped or rectangular structure. The trapezoidal structure can provide a more optimal load transmission path when impacted, and the inclined edge structure helps to guide the material to stably and controllably deform gradually, thereby avoiding stress concentration as in the rectangular structure or local buckling instability as in the I-shaped structure. The geometric shape effectively increases the stability of the structure, so that the foam metal 32 and the metal sandwich plate 33 can more fully and uniformly exert their respective energy absorption characteristics in the alternating stacking, thereby absorbing more impact energy in unit volume, and greatly improving the durability and overall impact resistance of the energy absorption assembly 3 under repeated impact.

[0038] In the embodiment, the energy absorption assembly 3 is composed of at least three energy absorption units through the trapezoidal structure of the foam metal 32 and the metal sandwich plate 33 and the alternating stacking arrangement. Each energy absorption unit contains a layer of foam metal 32 and a layer of metal sandwich plate 33 arranged alternately. The multi-layer energy absorption unit can be activated in sequence when subjected to ship impact, realizing graded energy dissipation.

[0039] As Figure 2As shown, the housing 31 of the present embodiment is provided with three layers of energy-absorbing units: the first layer of energy-absorbing units is located at the outermost side (close to the protection assembly 4), the foam metal 32 of which is elastically deformed in the initial stage of impact to absorb part of the impact energy; the foam metal 32 in the second layer of energy-absorbing units is plastically compressed, while the metal sandwich plate 33 produces bending deformation, together dissipating most of the kinetic energy; the third layer of energy-absorbing units (close to the buffer assembly 2) completely absorbs the residual impact energy through the crushing deformation of the material. The multi-layer energy-absorbing unit effectively avoids the premature failure or energy-absorbing saturation problem that is prone to occur in single-layer energy-absorbing units, significantly improving the energy-absorbing efficiency, deformation stability and anti-repeated impact performance of the overall structure. It can be understood that in other embodiments, the number of energy-absorbing units can be adjusted according to actual impact resistance requirements, for example, four layers, five layers or even six layers, to cope with different energy levels of impact working conditions.

[0040] In the present embodiment, the energy-absorbing units of any layer are stacked and assembled in a manner that the foam metal 32 layer and the metal sandwich plate 33 are in contact with each other, thereby ensuring that there is no direct adjacent contact between the foam metal 32 and the foam metal 32 in the overall structure. This design makes the high specific energy-absorbing characteristics of the foam metal 32 and the bending energy-dissipating ability of the metal sandwich plate 33 fully play and cooperate with each other, effectively improving the efficiency of interlayer energy transfer and the stability of the overall structure.

[0041] In the present embodiment, the foam metal 32 is a closed-cell foam metal made of aluminum alloy or nickel-titanium alloy, and the metal sandwich plate 33 is made of steel plate, and the foam metal 32 and the metal sandwich plate 33 are fixed by hot press welding. The closed-cell foam metal 32 has higher stiffness and energy-absorbing capacity when compressed due to its independent pores, and is not prone to water or corrosive medium intrusion, improving the overall environmental durability. The porous aluminum alloy maintains lightweight while achieving more stable compression deformation behavior with the closed-cell structure; the nickel-titanium alloy closed-cell foam further combines super-elasticity and shape memory effect, still able to recover most of the deformation after severe impact, with excellent fatigue resistance. The high-strength steel plate used for the metal sandwich plate 33 provides solid skeletal support for the entire energy-absorbing unit, effectively suppressing overall instability. Through the hot press welding process, a high-strength metallurgical bonding interface is formed between the closed-cell foam metal and the steel plate, ensuring the reliability of the interface connection under impact load and avoiding interlayer peeling or relative sliding. When impacted, the closed-cell foam metal undergoes controlled progressive collapse, while the metal sandwich plate 33 plastically bends, both of which work together to greatly improve the energy-absorbing efficiency, deformation stability and anti-repeated impact performance of the energy-absorbing assembly 3, thereby significantly improving the durability and reliability of the entire fender device.

[0042] In the present embodiment, the shell 31 is made of aluminum alloy. The aluminum alloy shell 31 has excellent specific strength and corrosion resistance, and can maintain structural integrity for a long time in a marine humid environment, avoiding the rust problem that traditional steel materials are prone to. Its lighter weight helps to achieve a balanced state between the buoyancy and gravity of the buffer assembly 2, the energy-absorbing assembly 3 and the protection assembly 4, ensuring that the device can work normally under different water level conditions.

[0043] As shown in Figure 1 The protection assembly 4 includes a plurality of elastic members 41 extending in the vertical direction. The elastic members 41 are semi-cylindrical structures, and the axial cross section of the semi-cylindrical structure is fixedly connected with the shell 31. The outer surface of each elastic member 41 is arc-shaped, and together forms a continuous concave-convex corrugated structure. This corrugated structure can increase the contact area with the ship body when the ship is berthed, effectively disperse the local impact stress, and reduce the unit area pressure, thereby significantly reducing the risk of scratches, indentations or coating damage on the ship side surface.

[0044] Further, the elastic members 41 are made of polyurethane rubber or high polymer composite material. Polyurethane rubber and high polymer composite material have excellent elastic recovery characteristics, high wear resistance and hydrolysis resistance, and are especially suitable for use in marine humid environments. During the ship impact process, the material can effectively absorb and rebound part of the impact energy through its elastic deformation, reducing the instantaneous impact force; its high wear resistance ensures that it is resistant to wear and tear during frequent contact with the ship side, prolonging the service life. At the same time, the inherent flexibility and low modulus characteristics of the material further avoid scratching the ship coating, and the corrugated structure of the surface cooperates to achieve efficient protection and damage suppression of the ship side. Further, the base material of the high polymer composite material is selected to be an elastomer material (polyurethane elastomer, ethylene-propylene-diene rubber, thermoplastic elastomer or natural rubber), which makes the composite material exhibit excellent recoverable deformation capability and energy buffering characteristics in a macroscopic manner. The elastomer base material gives the material high elongation at break and flexibility, which can deform greatly and absorb energy when the ship impacts, and can basically recover to its original state after impact, avoiding permanent damage.

[0045] In summary, during berthing, the ship contacts the outer corrugated structure of the protection assembly 4, and the impact force is dispersed to the middle energy-absorbing assembly 3 through the peaks and valleys, most of the energy is absorbed by the plastic crushing of the foam metal 32, and the remaining energy is further attenuated by the inner spring damper 21. During typhoon mooring, the high-frequency low-energy collision is adaptively adjusted by the stiffness of the spring damper 21 to avoid energy accumulation leading to structural failure, and the trapezoidal metal interlayer plate 33 provides lateral support to prevent the fender from instability. The present dock fender device can reduce the ship side collision stress by 60%-75%, the fender device has a resilience coefficient less than or equal to 0.3, can withstand more than 10,000 cycles of impact (simulating typhoon conditions), and the energy-absorbing efficiency attenuation rate is less than 15%. In addition, the modular design of the base assembly 1, the buffer assembly 2, the energy-absorbing assembly 3 and the protection assembly 4 reduces the maintenance cost by more than 50%.

[0046] As shown in Figures 1-3 , the base assembly 1 includes a frame 11 and a fastener 12, the frame 11 is a pre-buried steel structure frame 11, and the fastener 12 is fixedly connected with the dock by penetrating the frame 11. This design provides high-strength and rigid support for the entire fender device through the pre-buried steel structure frame 11, ensuring that it remains stable as a whole during ship impact without displacement or loosening. The reliable connection of the fastener 12 with the inside of the dock further enhances the device's resistance to overturning and shearing, enabling it to effectively transfer impact forces to the main dock structure for dispersion and absorption. This base assembly 1 improves the safety and durability of the dock fender device in long-term use and harsh sea conditions. In this embodiment, the fastener 12 is a long bolt.

[0047] As shown in Figure 3 , the frame 11 is provided with a sliding groove 111 extending in the vertical direction; the buffer assembly 2 includes a connecting plate 22, one side of the connecting plate 22 towards the frame 11 is provided with a sliding block 23, the sliding block 23 is arranged in the sliding groove 111 and can move along the extension direction of the sliding groove 111. This structure enables the buffer assembly 2 to freely float in the vertical direction with water level changes, always maintaining a balanced state of buoyancy and gravity, so that it can maintain effective contact with the ship side under different tidal conditions.

[0048] As shown in Figure 3As shown, at least one side wall of the sliding groove 111 is provided with a first limiting portion 112 extending inwardly; the sliding block 23 is provided with a second limiting portion 231 matched with the first limiting portion 112; the first limiting portion 112 and the second limiting portion 231 are engaged with each other in the horizontal direction to limit the sliding block 23 from being pulled out of the sliding groove 111. This design can effectively limit the sliding block 23 from being pulled out of the sliding groove 111 when subjected to lateral impact or eccentric load, ensuring that the buffer assembly 2 always moves smoothly along the predetermined track, avoiding device failure or structural damage caused by dislocation of the sliding block 23, thereby significantly improving the motion stability and long-term use reliability of the entire fender device under complex impact working conditions.

[0049] In an optional embodiment, one side wall of the sliding groove 111 is provided with a first limiting portion 112 extending inwardly, and the sliding block 23 is provided with a second limiting portion 231 matched with the first limiting portion 112; the other side wall of the sliding groove 111 directly abuts the corresponding side of the sliding block 23. This structure forms an asymmetric constraint in the horizontal direction through the combined action of the unilateral limiting portion and the direct contact on the other side, effectively limiting the risk of the sliding block 23 being pulled out of the sliding groove 111, while ensuring the smoothness of the sliding block 23 moving in the vertical direction, and simplifying the structural design and assembly difficulty, improving the reliability and economy of the wharf anti-collision fender device.

[0050] In the present embodiment, as shown in Figure 3 both side walls of the sliding groove 111 are symmetrically provided with a first limiting portion 112 extending inwardly, and the sliding block 23 is provided with a second limiting portion 231 matched with the two first limiting portions 112 respectively; the first limiting portion 112 and the second limiting portion 231 are engaged with each other in the horizontal direction to limit the sliding block 23 from being pulled out of the sliding groove 111, thereby forming a double-sided symmetric mechanical interlocking structure. This design can balance the movement of the sliding block 23 under horizontal and lateral impact load, effectively disperse the contact stress, prevent jamming or local wear caused by eccentric load or torsion, significantly improve the smoothness, guiding accuracy and anti-pulling-out ability of the sliding block 23 moving in the sliding groove 111, thereby enhancing the reliability and durability of the buffer assembly 2 under complex maritime working conditions.

[0051] As shown in Figure 3 the buffer assembly 2 includes a roller 24, the roller 24 is installed on the sliding block 23, and the roller 24 is in rolling contact with the bottom wall of the sliding groove 111. This structure converts the sliding friction between the sliding block 23 and the bottom wall of the sliding groove 111 into rolling friction, significantly reducing the frictional resistance of the buffer assembly 2 during vertical movement, enabling the buffer assembly 2 to respond more sensitively to water level changes and ship impact. At the same time, the contact mode of the roller 24 reduces the wear of the contact surface, avoids motion jamming caused by friction loss, and improves the smoothness, reliability and service life of the buffer assembly 2 during long-term use.

[0052] Specifically, the sliding block 23 is provided with a containing groove 232 extending in the vertical direction, the roller 24 is contained in the containing groove 232, and the roller 24 partially protrudes from the containing groove 232 and is in rolling contact with the bottom wall of the sliding groove 111. This structure provides sufficient installation space and movement freedom for the roller 24 under the premise of ensuring effective constraint of the roller 24, so that the roller 24 can smoothly roll along the bottom wall of the sliding groove 111, further reduces the friction resistance and wear risk of vertical movement, and improves the stability of movement and reliability of long-term use of the buffer assembly 2.

[0053] In the embodiment, the side of the buffer assembly 2 facing the energy-absorbing assembly 3 is provided with a first plug-in part (not shown), the side of the energy-absorbing assembly 3 facing the buffer assembly 2 is provided with a first plug-in groove (not shown) matched with the first plug-in part; the side of the energy-absorbing assembly 3 facing the protection assembly 4 is provided with a second plug-in part (not shown), and the side of the protection assembly 4 facing the energy-absorbing assembly 3 is provided with a second plug-in groove (not shown) matched with the second plug-in part. This plug-in connection structure provides quick and reliable assembly positioning for each assembly, ensures that the impact load can be efficiently transmitted along the preset path; at the same time, the plug-in matching allows the assemblies to have a certain degree of freedom in the vertical direction, adapts to the relative displacement caused by the change of buoyancy, avoids stress concentration or structural damage caused by rigid connection, and thus improves the maintainability, environmental adaptability and long-term stability of the entire wharf fender device.

[0054] In other embodiments, in addition to the plug-in matching, the buffer assembly 2 and the energy-absorbing assembly 3 can also be connected by welding or bolts; similarly, the energy-absorbing assembly 3 and the protection assembly 4 can also be connected by welding or bolts. Welding can achieve permanent high-strength connection between the assemblies, ensuring reliable transmission of impact load; bolt connection provides a detachable assembly method, which is convenient for later maintenance or replacement of specific assemblies, and improves the maintainability and adaptability of the device. The design of multiple connection methods allows flexible selection according to actual engineering requirements, installation conditions or maintenance strategies, while ensuring the structural integrity and functional reliability of the device, and enhances the practicality and economy of the wharf fender device.

[0055] Obviously, the above embodiments of the present application are only examples for clear illustration of the present application, and are not intended to limit the embodiments of the present application. For those skilled in the art, various obvious changes, readjustments and substitutions can be made without departing from the scope of the present application. It is unnecessary and impossible to enumerate all the embodiments. Any modification, equivalent substitution and improvement made within the spirit and principle of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. A fender system for a wharf, the fender system comprising: include: Base assembly (1), fixedly installed on the dock; A buffer assembly (2) is movably connected to one end of the base assembly (1) away from the dock and is capable of moving vertically relative to the base assembly (1). The buffer assembly (2) includes a plurality of arrayed spring dampers (21). The energy-absorbing component (3) includes a shell (31), foam metal (32) and metal sandwich panel (33). The shell (31) is fixedly connected to the end of the buffer component (2) away from the base component (1). The foam metal (32) and the metal sandwich panel (33) are both trapezoidal structures extending in the vertical direction, and they are alternately stacked in the inner cavity of the shell (31). The protective component (4) is fixedly connected to the end of the housing (31) away from the buffer component (2) and can elastically abut against the side of the ship; the weight of the buffer component (2), the energy absorption component (3) and the protective component (4) are balanced with the buoyancy of the seawater.

2. A quay fender arrangement according to claim 1, characterized in that The foam metal (32) is a closed-cell foam metal and is made of aluminum alloy or nickel-titanium alloy. The metal sandwich panel (33) is made of steel plate. The foam metal (32) and the metal sandwich panel (33) are fixed by hot pressing and welding.

3. A quay fender arrangement according to claim 1, characterized in that The housing (31) is made of aluminum alloy.

4. A quay fender arrangement according to claim 1, characterized in that The protective component (4) includes a plurality of elastic elements (41) extending in the vertical direction. The elastic elements (41) are semi-cylindrical structures, and the axial section of the semi-cylindrical structure is fixedly connected to the housing (31).

5. A quay fender arrangement according to claim 4, characterized in that The elastic element (41) is made of polyurethane rubber or polymer composite material.

6. A quay fender arrangement according to claim 1, characterized in that The base assembly (1) includes a frame (11) and fasteners (12). The frame (11) is a pre-embedded steel structure frame (11), and the fasteners (12) pass through the frame (11) and are fixedly connected to the dock.

7. A quay fender arrangement according to claim 6, characterized in that The frame (11) is provided with a groove (111) extending in the vertical direction; the buffer assembly (2) includes a connecting plate (22), and the connecting plate (22) is provided with a slider (23) on the side facing the frame (11). The slider (23) is disposed in the groove (111) and can move along the extension direction of the groove (111).

8. A quay fender arrangement according to claim 7, characterized in that At least one side wall of the slide groove (111) is provided with an inwardly extending first limiting part (112); the slider (23) is provided with a second limiting part (231) that cooperates with the first limiting part (112); the first limiting part (112) and the second limiting part (231) are engaged with each other in the horizontal direction to restrict the slider (23) from dislodging from the slide groove (111).

9. A quay fender arrangement according to claim 8, characterized in that The buffer assembly (2) includes a roller (24), which is mounted on the slider (23) and makes rolling contact with the bottom wall of the groove (111).

10. A dock anti-collision fender device according to any one of claims 1-9, characterized in that, The buffer assembly (2) has a first insertion part on the side facing the energy absorption assembly (3), and the energy absorption assembly (3) has a first insertion groove on the side facing the buffer assembly (2) that cooperates with the first insertion part. The energy-absorbing component (3) is provided with a second plug-in part on one side facing the protection component (4), and the protection component (4) is provided with a second plug-in slot on one side facing the energy-absorbing component (3) and matched with the second plug-in part.

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