Ship lightering anti-collision device and ship
By connecting the first winch unit on the ship with the pull rope of the anti-collision component, and combining it with the design of the anti-fall device, the problems of complex ship transfer operations and safety hazards in the existing technology are solved. The rapid and accurate positioning and stability of the anti-collision component are achieved, thereby improving the safety and reliability of the transfer operation.
Patent Information
- Application Number
- CN202520170318.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-25
- Publication Date
- 2026-01-30
- Estimated Expiration
- 2035-01-25
AI Technical Summary
During existing cargo transshipment, anti-collision devices between ships rely on manual operation, which is complex, inefficient, and poses safety hazards. In particular, in waters with large freeboard differences and high current velocities, traditional protective mats are difficult to effectively prevent collisions.
The first winch is connected to the anti-collision device via a rope. The winch controls the positioning of the anti-collision device between ships, and the anti-fall device ensures the stability of the anti-collision device. This reduces the complexity and safety hazards of manual operation, and can effectively prevent ship collisions, especially in situations with insufficient personnel or in severe weather.
It enables rapid and accurate positioning of anti-collision components between ships, improves operational efficiency, reduces labor costs, enhances the stability and reliability of the device, reduces safety risks, and adapts to transshipment operations in complex environments.
Smart Images
Figure CN223850789U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to ship engineering technical field especially is related to a ship is with over barge anti -collision device and ship. BACKGROUND
[0002] The existing cargo over barge scene usually includes cargo ship and wharf, large cargo ship and small cargo ship, cargo ship and passenger ship etc. The special loading and unloading wharf is generally configured with anti -collision rubber fender, tire and ball, to adapt to the change of tidal range, ensure that various ships are effectively berthed. But when over barding between large cargo ship and small cargo ship, cargo ship and passenger ship, the ship mainly relies on steel or rubber fender protection. But when the ship's freeboard difference is larger, the fender cannot effectively prevent the collision, especially in the over barding between large cargo ship and small cargo ship, passenger ship and cargo ship is more obvious. At this time, the common solution is to use small pad or foam pad, through the cable binding, the crew throws the pad between the two ships, and the pad is used to prevent collision. However, these methods rely on manual operation, and are mostly used between small ships, which has uncertainty and safety hazards.
[0003] In addition, these methods are difficult to operate when the crew is insufficient or in adverse weather conditions. When the crew is insufficient or the pad is too heavy, more manpower may be needed to complete, and non-standard operation can easily cause safety problems. In the water area with large flow rate and poor wind and wave, the inertia impact between the two ships is intensified, and the pad and the pad are easily damaged. Therefore, the existing anti-collision method has the problems of complex operation, low efficiency, safety hazards and the like. UTILITY MODEL CONTENTS
[0004] The utility model aims at providing a ship is with over barge anti -collision device and ship, through the first winch part adjusts the position of anti -collision piece on the ship side to realize the anti -collision effect, can reduce the dependence on the crew, improve the operation efficiency, avoid the safety risk brought by non-standard operation, and improve the safety and reliability of over barding operation between ships.
[0005] In order to realize the above-mentioned purpose, the technical scheme adopted by the utility model is:
[0006] The first aspect of the utility model provides a kind of over barge anti -collision device for ship, the ship includes freeboard deck, and the over barge anti -collision device for ship includes:
[0007] First winch part, the first winch part is set on the freeboard deck, and the power output end of the first winch part is connected with pull rope;
[0008] Anti -collision piece, the anti -collision piece is connected to one end of the pull rope;
[0009] Anti -fall part, the anti -fall part is connected the freeboard deck and the anti -collision piece.
[0010] Further, the anti-collision device comprises a main body and an anti-collision pad, the main body is cylindrical, the anti-collision pad is wrapped on the outer peripheral wall of the main body, one end of the pull rope penetrates the anti-collision pad radially and is connected with the main body, and the anti-falling part is connected with the freeboard deck and the main body.
[0011] Further, the anti-falling part comprises a first anti-falling rope, the main body is provided with a through hole along the axial direction, and two ends of the first anti-falling rope are connected with the freeboard deck respectively through the through hole.
[0012] Further, the anti-falling part further comprises a second anti-falling rope and a third anti-falling rope, the first end of the second anti-falling rope is connected with the freeboard deck, the second end of the second anti-falling rope is connected with one bottom surface of the main body, the first end of the third anti-falling rope is connected with the freeboard deck, the second end of the third anti-falling rope is connected with another bottom surface of the main body, and the first end of the second anti-falling rope is arranged at the first winch part away from the first end of the third anti-falling rope.
[0013] The second aspect of the utility model provides a ship which comprises a plurality of the ship over-passage anti-collision devices, and the plurality of the ship over-passage anti-collision devices are arranged at intervals along the length direction of the ship.
[0014] Further, the ship is further provided with a second winch part, the second winch part is arranged on the freeboard deck, a plurality of over-rope holes are arranged on the freeboard deck, the number of the over-rope holes is twice that of the first winch part, one end of the first anti-falling rope is arranged on the freeboard deck, and the other end of the first anti-falling rope sequentially penetrates a plurality of the over-rope holes, the through hole and is connected with the power output end of the second winch part along the length direction of the ship.
[0015] Further, a plurality of over-rope channels are arranged on the freeboard deck, the over-rope channels extend along the length direction of the ship, the over-rope channels are located between two adjacent first winch parts, the two ends of the over-rope channel are respectively opposite to two adjacent over-rope holes, and part of the first anti-falling rope is accommodated in the over-rope channel.
[0016] Further, an acoustic layer is arranged on the inner peripheral wall of the over-rope channel.
[0017] Further, a fender is arranged on the outer edge of the freeboard deck, the first winch part comprises a winch, a support and a guide wheel, the support is mounted on the freeboard deck, the winch is mounted on the support, the guide wheel is rotationally arranged on the support, the guide wheel is located on the outer side of the fender, and the pull rope is lapped on the guide wheel.
[0018] The ship over-barge anti-collision device of the embodiment of the utility model and prior art have beneficial effects that the anti-collision piece is connected with the first hoist part through the pull rope, can be positioned between two ships quickly and accurately when the ship approaches, and effectively avoids the collision between the ships. Especially in the water area with large freeboard difference and high flow rate, more stable anti-collision protection can be provided, compared with the traditional manual operation mode such as handheld foam collision pad, the movement of the anti-collision piece is controlled through the first hoist part, the complexity and safety hazards in the operation of the crew are reduced, even in the case of insufficient personnel, the anti-collision task can be effectively completed, and the labor cost is reduced; the anti-falling part can effectively prevent the anti-collision piece from falling or failing during the working process, and ensure the stability and reliability of the anti-collision device in complex environment. BRIEF DESCRIPTION OF DRAWINGS
[0019] Fig. 1 It is the overall structure schematic diagram of the ship of the embodiment of the utility model;
[0020] Fig. 2 It is the structure schematic diagram of the ship over-barge anti-collision device embodiment two of the embodiment of the utility model;
[0021] Fig. 3 It is the structure schematic diagram of the ship over-barge anti-collision device embodiment one of the embodiment of the utility model;
[0022] In the drawing, 1, ship;101, freeboard deck;102, fender;
[0023] 2, first hoist part;201, winch;202, support;203, guide wheel;
[0024] 3, pull rope;
[0025] 4, anti-collision piece;401, main body;402, anti-collision pad layer;
[0026] 5, anti-falling part;501, first anti-falling cable;502, second anti-falling cable;503, third anti-falling cable;
[0027] 6, second hoist part. DETAILED DESCRIPTION
[0028] The specific implementation of the utility model will be described in further detail in combination with the drawings and embodiments. The following embodiments are used to illustrate the utility model, but not to limit the scope of the utility model.
[0029] In the description of the utility model, the terms "upper", "lower", "left", "right", "front", "rear", "inner", "outer", "transverse", "longitudinal" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the utility model and simplifying the description, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the utility model. For ordinary skilled persons in the art, the specific meanings of these terms in the utility model can be understood according to the specific circumstances.
[0030] In the description of the utility model, the terms "provided with", "set", "connected", "placed" should be understood broadly, for example, can be fixedly connected, detachably connected, or integrally constructed; can be mechanically connected, or electrically connected; can be directly connected, or indirectly connected through an intermediate medium, or the internal communication between two devices, elements or components. For ordinary skilled persons in the art, the specific meanings of the above terms in the utility model can be understood according to the specific circumstances.
[0031] In addition, the terms "first", "second" and the like are mainly used to distinguish different devices, elements or components (the specific types and structures can be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components. Unless otherwise stated, the meaning of "a plurality of" is two or more.
[0032] The technical scheme of the utility model will be further described below in combination with embodiments and drawings.
[0033] As Figs. 1-3 shown, the first aspect of the utility model embodiment provides a ship over-relocation anti-collision device, the ship 1 includes a freeboard deck 101, the ship over-relocation anti-collision device includes:
[0034] The first hoist part 2 is arranged on the freeboard deck 101, and the power output end of the first hoist part 2 is connected with the pull rope 3;
[0035] The anti-collision piece 4 is connected to one end of the pull rope 3;
[0036] The anti-falling part 5 is connected with the freeboard deck 101 and the anti-collision piece 4.
[0037] Based on the above technical scheme, the anti-collision piece 4 is connected with the first hoisting part 2 through the pull rope 3, can be quickly and accurately positioned between two ships when the ship 1 approaches, and effectively avoids collision between the ships 1. Especially in the water area with large freeboard difference and high flow rate, more stable anti-collision protection can be provided. Compared with the traditional manual operation mode of holding a foam collision pad, the movement of the anti-collision piece 4 is controlled through the first hoisting part 2, which reduces the complexity and safety hazards of the crew in operation. Even in the case of insufficient personnel, the anti-collision task can be effectively completed, and the labor cost is reduced. The anti-falling part 5 can effectively prevent the anti-collision piece 4 from falling or failing during work, and ensure the stability and reliability of the anti-collision device in complex environment.
[0038] Preferably, the anti-collision piece 4 comprises a main body 401 and an anti-collision pad layer 402, the main body 401 is cylindrical, the anti-collision pad layer 402 is wrapped on the outer peripheral wall of the main body 401, one end of the pull rope 3 penetrates the anti-collision pad layer 402 radially and is connected with the main body 401, and the anti-falling part 5 connects the freeboard deck 101 and the main body 401.
[0039] Specifically, the material of the anti-collision pad layer 402 is preferably a flexible material such as foam or rubber.
[0040] The main body 401 of the anti-collision piece 4 is cylindrical, and the anti-collision pad layer 402 is wrapped on the outer peripheral wall of the main body 401. During the overhauling process of the ship 1, the impact force can be effectively dispersed, and the concentration of the impact point can be reduced, thereby reducing the damage of the collision to the ship body. At the same time, the cylindrical shape also facilitates the contact of the anti-collision piece 4 with other ships 1 or objects, increases the stability and multidirectional adaptability of the anti-collision piece 4, and ensures that the anti-collision piece 4 can effectively play a role in different berthing scenes.
[0041] Embodiment one:
[0042] More preferably, the anti-falling part 5 comprises a first anti-falling cable 501, the main body 401 is provided with a through hole in the axial direction, and the two ends of the first anti-falling cable 501 are connected to the freeboard deck 101 through the through hole with the first hoisting part 2 in between.
[0043] The main body 401 is provided with a through hole along its axial direction, and the first anti-falling cable 501 passes through the through hole and is connected to the freeboard deck 101 at both ends. The anti-collision device 4 is always stably maintained at a predetermined position during use, and is prevented from falling or deviating due to external forces (such as waves, wind speed, ship movement, etc.). The through hole is arranged so that the anti-falling cable can be tightly fixed to the main body 401 of the anti-collision device 4, thereby effectively restricting the position of the anti-collision device 4. The first anti-falling cable 501 is connected to the freeboard deck 101 at both ends, which ensures the stability and reliability of the anti-collision device 4, and the anti-collision device 4 can still work stably even in the process of overhauling or in complex sea conditions. The design of the first anti-falling cable 501 passing through the through hole not only reduces the use of excess materials, but also simplifies the installation and maintenance process of the structure, improves the operation convenience of the anti-collision device 4, and can quickly and stably complete the installation and use without too many complex fixing structures, thereby reducing the production and maintenance costs.
[0044] Embodiment two:
[0045] More preferably, the anti-falling part 5 further comprises a second anti-falling cable 502 and a third anti-falling cable 503, the first end of the second anti-falling cable 502 is connected to the freeboard deck 101, the second end of the second anti-falling cable 502 is connected to one bottom surface of the main body 401, the first end of the third anti-falling cable 503 is connected to the freeboard deck 101, and the second end of the third anti-falling cable 503 is connected to the other bottom surface of the main body 401, and the first end of the second anti-falling cable 502 and the first end of the third anti-falling cable 503 are spaced apart from each other and the first hoist part 2. The second end of the second anti-falling cable 502 and the second end of the third anti-falling cable 503 are respectively connected to the two bottom surfaces of the main body 401, which can effectively prevent the anti-collision device 4 from falling due to the breakage of the pull rope 3, and if one of the second anti-falling cable 502 and the third anti-falling cable 503 breaks, the other can still ensure its anti-falling effect.
[0046] The second aspect of the utility model provides a kind of ship, including multiple ship overhauling anti-collision devices, and multiple ship overhauling anti-collision devices are arranged along the length direction of ship 1.
[0047] When the ship 1 is transshipped with other ships or equipment, the collision position and time of the ship 1 can be changed, and the collision protection effect of different areas can be ensured by arranging multiple anti-collision devices in the length direction. The ship 1 can collide with other ships at different times and spaces, and the arrangement of multiple anti-collision devices can effectively deal with various collision conditions between ships 1, avoiding the risk of no protection in local areas; when multiple anti-collision devices are distributed at different positions of the ship 1, the collision force will be shared by multiple anti-collision devices, reducing the risk of a single device bearing excessive pressure. This not only improves the durability of the anti-collision device, but also effectively reduces the risk of damage or failure of a device due to excessive collision. Through multi-point distribution, the overall reliability of the device is enhanced, prolonging the service life of the anti-collision device.
[0048] More preferably, the ship 1 is also provided with a second winch part 6, which is arranged on the freeboard deck 101. The freeboard deck 101 is provided with multiple through-holes, and the number of through-holes is twice that of the first winch part 2. In the length direction of the ship 1, each first winch part 2 is provided with a through-hole on each side. One end of the first anti-falling cable 501 is arranged on the freeboard deck 101, and the other end sequentially passes through multiple through-holes, through-holes, and is connected to the power output end of the second winch part 6 along the length direction of the ship 1.
[0049] It should be noted that one end of the first anti-falling cable 501 is arranged on the freeboard deck through the second winch part 6.
[0050] Specifically, the second winch part 6 is preferably a winch 201.
[0051] By releasing and winding the first anti-falling cable 501 through the second winch part 6, the positions of multiple anti-collision pieces 4 on the ship side can be controlled simultaneously, ensuring the consistency of the height of the anti-collision pieces 4. During the transshipment process of the ship 1, the requirements for the transshipment anti-collision device control of each ship are reduced, the labor cost is lower, and the efficiency of the transshipment operation is greatly improved. In the case of fewer crew members or adverse weather conditions, the rapid and safe docking of the ship 1 is ensured, and complex operations are avoided.
[0052] More preferably, the freeboard deck 101 is provided with multiple cable passing channels, which extend along the length direction of the ship 1. The cable passing channel is located between two adjacent first winch parts 2, and the two ends of the cable passing channel are respectively opposite to the two adjacent through-holes. Part of the first anti-falling cable 501 is accommodated in the cable passing channel (the cable passing channel is not shown in the drawings).
[0053] The first anti-falling cable 501 can be ensured to move along a predetermined route smoothly, and part of the first anti-falling cable 501 is hidden in the cable passing channel, which increases the appearance of the ship 1, reduces the rust and corrosion of the first anti-falling cable 501 to a certain extent, and facilitates the staff to take out the first anti-falling cable 501 from the cable passing channel.
[0054] More preferably, an acoustic layer is laid on the inner circumferential wall of the cable passing channel (the acoustic layer is not shown in the drawings).
[0055] The acoustic layer can effectively absorb or attenuate the noise generated by the movement of the first anti-falling cable 501 in the cable passing channel, significantly reducing the noise pollution caused by the first anti-falling cable 501 during the ship transfer process, and improving the comfort of the working environment of the crew; The acoustic layer in the cable passing channel not only absorbs noise, but also effectively reduces the vibration caused by the first anti-falling cable 501. Excessive vibration may cause wear and damage to internal components of the ship 1, and the use of the acoustic layer can reduce these vibrations, protect the ship 1 equipment from damage caused by long-term vibration, thereby improving its durability and reliability.
[0056] More preferably, a fender 102 is arranged on the outer edge of the freeboard deck 101, the first winch part 2 comprises a winch 201, a bracket 202 and a guide wheel 203, the bracket 202 is installed on the freeboard deck 101, the winch 201 is installed on the bracket 202, and the guide wheel 203 is rotatably arranged on the bracket 202. The guide wheel 203 is located outside the fender 102, and the pull rope 3 is overlapped on the guide wheel 203.
[0057] The guide wheel 203 is arranged outside the fender 102 to prevent the pull rope 3 from rubbing against the fender 102 during repeated winding and unwinding, thereby affecting the service life of the pull rope 3.
[0058] In summary, the ship transfer anti-collision device and the ship provided by the embodiment of the present application can position the anti-collision part 4 between the two ships quickly and accurately when the ship 1 approaches, effectively avoiding collision between the two ships. Especially in water areas with large freeboard differences and high flow rates, more stable anti-collision protection can be provided. Compared with the traditional manual operation method of holding a foam collision pad, the movement of the anti-collision part 4 is controlled by the first winch part 2, which reduces the complexity and safety hazards of the crew during operation. Even in the case of insufficient personnel, the anti-collision task can be effectively completed, and the labor cost is reduced; the anti-falling part 5 can effectively prevent the anti-collision part 4 from falling or failing during operation, ensuring the stability and reliability of the anti-collision device in complex environments.
[0059] The above merely is the preferred implementation form of the present application, and it should be noted that, for the ordinary skilled in the art, without departing from the technical principles of the present application, a number of improvements and substitutions can be made, and these improvements and substitutions should also be considered as the protection scope of the present application.
Claims
1. A ship-to-ship collision avoidance device for a ship, said ship (1) comprising a freeboard deck (101), characterized in that, The utility model relates to a kind of overboard collision prevention device of ship (1), including: First winch part (2), the first winch part (2) is set on the freeboard deck (101), and the power output end of the first winch part (2) is connected with pull rope (3); Anti-collision piece (4), the anti-collision piece (4) is connected to one end of the pull rope (3); Anti-falling part (5), the anti-falling part (5) connects the freeboard deck (101) and the anti-collision piece (4).
2. The barge-to-barge transfer anti-collision device of claim 1, wherein, The anti-collision piece (4) includes main body (401) and anti-collision pad layer (402), the main body (401) is cylindrical, the anti-collision pad layer (402) is covered on the outer peripheral wall of the main body (401), one end of the pull rope (3) is radially passed through the anti-collision pad layer (402) and is connected with the main body (401), and the anti-falling part (5) connects the freeboard deck (101) and the main body (401).
3. The barge-to-barge transfer anti-collision device of claim 2, wherein, The anti-falling part (5) includes first anti-falling cable (501), the main body (401) is provided with through hole along its axial direction, and the two ends of the first anti-falling cable (501) are spaced apart from the first winch part (2) and are connected to the freeboard deck (101) respectively, and the first anti-falling cable (501) passes through the through hole.
4. The barge-to-barge transfer anti-collision device of claim 2, wherein, The anti-falling part (5) further includes second anti-falling cable (502) and third anti-falling cable (503), the first end of the second anti-falling cable (502) is connected to the freeboard deck (101), the second end of the second anti-falling cable (502) is connected to one bottom surface of the main body (401), the first end of the third anti-falling cable (503) is connected to the freeboard deck (101), the second end of the third anti-falling cable (503) is connected to another bottom surface of the main body (401), and the first end of the second anti-falling cable (502) is spaced apart from the first end of the third anti-falling cable (503) and is arranged.
5. A ship comprising a plurality of ship (1) fender crash protection devices as claimed in claim 3, characterized in that, A plurality of the overboard collision prevention device of ship (1) is arranged along the length direction of the ship (1).
6. The vessel of claim 5, wherein, Second winch part (6) is further provided, the second winch part (6) is arranged on the freeboard deck (101), a plurality of cable passing holes are provided on the freeboard deck (101), the number of cable passing holes is twice that of the first winch part (2), one end of the first anti-falling cable (501) is arranged on the freeboard deck (101), and the other end sequentially passes through a plurality of cable passing holes, the through hole and is connected to the power output end of the second winch part (6) along the length direction of the ship (1).
7. The vessel of claim 6, wherein, A plurality of cable passing channels are provided on the freeboard deck (101), the cable passing channels extend along the length direction of the ship (1), the cable passing channels are located between two adjacent first winch parts (2), and the two ends of the cable passing channels respectively face two adjacent cable passing holes.
8. The vessel of claim 7, wherein, An acoustic layer is laid on the inner peripheral wall of the cable passing channel.
9. The vessel of claim 5, wherein, The outer edge of the freeboard deck (101) is provided with a fender (102), the first winch part (2) comprises a winch (201), a support (202) and a guide wheel (203), the support (202) is installed on the freeboard deck (101), the winch (201) is installed on the support (202), the guide wheel (203) is rotationally arranged on the support (202), the guide wheel (203) is located on the outer side of the fender (102), and the pull rope (3) is overlapped on the guide wheel (203).