A fender with a crash barrier and a ship

Abstract

This invention discloses a fender with a collision protection plate and a ship, including a fender cladding plate, an end cap, an inner elbow plate, a collision protection plate, an upper pad, a lower pad, and a protective pad. By adding structures to change the cross-sectional shape of the fender and the angle of the upper and lower edges of the fender with the outer plate, interference and collision between the escape system and the fender are avoided. In the event of a ship accident, this invention can improve the efficiency and safety of personnel evacuation.

Description

Technical Field

[0001] This invention belongs to the field of shipbuilding technology, specifically relating to a fender material with anti-collision plates and a ship. Background Technology

[0002] Due to the frequent port calls required, passenger roll-on / roll-off (Ro-Ro) ships are equipped with fenders on their sides. Existing steel fenders are generally semi-circular, semi-slender, or trapezoidal, with the angles at the corner joints between the upper and lower edges of the fenders and the outer plating being essentially perpendicular. To ensure that personnel can evacuate the ship as quickly as possible in the event of grounding, listing, or sinking, ships are typically equipped with escape systems. Conventional escape systems include rescue boats generally located at the stern, lifeboats located on the sides, and vertical evacuation systems located on the sides.

[0003] At locations where vertical evacuation systems and lifeboats are installed on both sides of the vessel, the existing fenders are positioned at angles that are essentially perpendicular to the corner joints of the outer panels. When the evacuation systems and lifeboats are lowered, the fenders will interfere with and collide with them, affecting the efficiency and safety of personnel evacuation. Summary of the Invention

[0004] To solve the above-mentioned technical problems, the present invention provides a fender material with anti-collision plate and a ship. By adding a structure to change the cross-sectional shape of the fender material and changing the corner joint angle between the upper and lower edges of the fender material and the outer plate, the present invention avoids interference and collision between the escape system and the fender material, thus affecting personnel evacuation.

[0005] The objective of this invention is achieved through the following technical solution: a fender with a crash bar, comprising: a fender cover plate, an end sealing plate, an inner elbow plate, a crash bar, an upper pad plate, a lower pad plate, and a protective pad plate.

[0006] The fender cladding includes a fender plate and side plates. The two side plates are connected at an angle to both ends of the fender plate along the width direction, and the side plates extend toward the same side of the fender plate.

[0007] End caps are installed at both ends of the fender cladding, forming a sealed space for the fender together with the outer plate and the fender cladding.

[0008] The internal elbow plate is located at the rib position inside the fender cladding, and the root of the side plate is fixedly connected to the outer plating of the hull by the upper and lower pads.

[0009] Two anti-collision plates are fixed at a certain angle to the side plates of the fender cladding, extending towards the same side of the fender cladding. The length of the anti-collision plate is less than the length of the side plate, but greater than or equal to the contact length between the escape system and the fender cladding. The anti-collision plates are positioned directly below where the escape system and the fender cladding may interfere with each other.

[0010] The other ends of the two anti-collision plates are fixedly connected to the outer plate through protective pads.

[0011] The fore and aft ends of the fender are beveled, and the end caps are at a certain angle to the outer plate.

[0012] Preferably, the fender cladding has a trapezoidal cross-section, and the fender cladding and side plates are integrally formed with a turning radius of 50mm-100mm.

[0013] Preferably, the end plates at the front and rear of the fender are at an angle of 135°-150° to the outer plate.

[0014] Preferably, the root portion of the side plate of the fender is welded to the upper pad and the lower pad, respectively, and the upper pad and the lower pad are welded to the outer plate of the hull. The outer plate at the weld is provided with internal reinforcement.

[0015] Preferably, the anti-collision plate is welded to the side plate at the rounded point of the fender, the inner side of the anti-collision plate is welded to the protective pad, the protective pad is welded to the outer plate of the hull, and the inner part of the outer plate at the weld between the protective pad and the outer plate is provided with internal reinforcement.

[0016] Preferably, the internal elbow plate is welded inside the fender cladding.

[0017] Preferably, the inner elbow plate is in the form of having soft toe tips, with the two toe tips 5mm away from the upper and lower pads, and the toe tips can be locally deformed; the distance between the free edge of the inner elbow plate and the outer plate is 20mm-30mm.

[0018] Preferably, the angle between the anti-collision plate and the outer plate does not exceed 30°.

[0019] Preferably, the width b of the fender is 1 / 10 of the ship's breadth, the height h of the fender is 1.5-1.7 times the width, the thickness t1 of the fender cladding and end caps is b / 20, and the thickness t2 of the internal elbow plate is b / 30.

[0020] In addition to providing a fender with a crash bar, the present invention further provides a ship using the aforementioned fender with a crash bar.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The present invention provides a fender and a ship with a crash plate, including a fender cladding plate, an end sealing plate, an internal elbow plate, a crash plate, an upper pad plate, a lower pad plate, and a protective pad plate. By adding structures to change the cross-sectional form of the fender and changing the corner joint angle between the upper and lower edges of the fender and the outer plate, the escape system is prevented from interfering with or colliding with the fender, thus affecting personnel evacuation. Attached Figure Description

[0023] Figure 1 This is a side view of a fender with a crash barrier according to the present invention;

[0024] Figure 2 for Figure 1 BB view;

[0025] Figure 3 This is a top view of a fender with a crash barrier according to the present invention;

[0026] Figure 4 This is the internal elbow plate structure in an embodiment of the present invention.

[0027] In the diagram, 1 is the fender cladding plate; 2 is the end cap; 3 is the internal elbow plate; 4 is the anti-collision plate; 5 is the upper pad plate; 6 is the lower pad plate; 7 is the protective pad plate; 8 is the fender plate; and 9 is the side plate. Detailed Implementation

[0028] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0029] like Figures 1 to 3 As shown, the technical solution of the present invention provides a fender with a crash bar, comprising: a fender cover plate 1, an end sealing plate 2, an inner elbow plate 3, a crash bar 4, an upper pad plate 5, a lower pad plate 6, and a protective pad plate 7.

[0030] The fender cladding 1 includes a fender 8 and a side plate 9. The two side plates 9 are connected at an angle to the two ends of the fender 8 along the width direction, and the side plates 9 extend toward the same side of the fender 8.

[0031] End sealing plates 2 are installed at both ends of the fender cladding plate 1, forming a sealed space for the fender together with the outer plate and the fender cladding plate 1.

[0032] The internal elbow plate 3 is located at the inner rib position of the fender cladding plate 1, and the root of the side plate 9 is fixedly connected to the outer plate of the hull through the upper pad plate 5 and the lower pad plate 6.

[0033] Two anti-collision plates 4 are fixed at a certain angle to the side plates 9 of the fender cladding plate 1, extending towards the same side of the fender cladding plate 8. The length of the anti-collision plate 4 is less than the length of the side plate 9, but greater than or equal to the contact length between the escape system and the fender cladding plate. The anti-collision plate 4 is positioned directly below the escape system and the fender cladding plate where interference or collision may occur.

[0034] The other ends of the two anti-collision plates 4 are fixedly connected to the outer plate through protective pads 7.

[0035] The front and rear ends of the fender are beveled, and the end cap 2 is at a certain angle to the outer plate.

[0036] In one embodiment of the present invention, the fender cladding plate 1 has a trapezoidal cross-section, and the fender plate 8 and side plate 9 are integrally formed with a turning radius of 50mm-100mm. The end caps 2 at the front and rear of the fender are at an angle of 135°-150° to the outer plate. Compared with the existing solution where the end caps 2 are set at 90° to the outer plate, this embodiment can more effectively counteract the upward or downward forces caused by uneven berthing positions when the ship is docked in port; the top side of the fender cladding plate 1 is flat, increasing the contact area between the ship and the port when the ship is docked, and reducing local stress concentration during docking.

[0037] In one embodiment of the present invention, the root portion of the fender side plate 9 is welded to the upper pad plate 5 and the lower pad plate 6, respectively. The upper pad plate 5 and the lower pad plate 6 are welded to the outer hull plate. Internal reinforcement is provided inside the outer plate at the weld joint. The anti-collision plate 4 is welded to the side plate 9 at the rounded point of the fender. The inner side of the anti-collision plate 4 is welded to the protective pad plate 7, and the protective pad plate 7 is welded to the outer hull plate. The inner elbow plate 3 is welded inside the fender cladding plate 1. Internal reinforcement is provided inside the outer plate at the weld joint of each pad plate and the outer plate. In this embodiment, when the ship is in port, the pad plates can increase the contact area between the fender and the outer plate, effectively disperse the force transmitted from the fender to the outer plate, reduce stress concentration at the outer plate, and reduce damage to the outer plate.

[0038] like Figure 4 As shown, in one embodiment of the present invention, the inner elbow plate 3 is in the form of a soft-toed end, with the two toes 65mm away from the upper pad plate 5 and the lower pad plate, and the toes can be locally deformed; the distance between the free edge of the inner elbow plate 3 and the outer plate is 20mm-30mm. In this embodiment, the inner elbow plate 3 is in the form of a soft-toed end, which can buffer the large instantaneous forces when the ship docks, reducing the instantaneous pressure on the ship's outer plate. When the ship docks, the waves continuously generate lateral forces on the ship, and the fender material will continuously squeeze against the port. This form can effectively alleviate fatigue damage caused by frequent structural stress, and improve the service life of the fender material and the service life of the ship's outer plate.

[0039] In one embodiment of the present invention, the width b of the fender is 1 / 10 of the ship's beam, the height h of the fender is 1.5-1.7 times the width, the thickness t1 of the fender cladding plate 1 and the end cap 2 is b / 20, and the thickness t2 of the inner elbow plate 3 is b / 30. In this embodiment, the fender is suitable for ships longer than 100 meters, reducing damage to the outer plating and increasing the lifespan of the fender and the ship's outer plating.

[0040] In addition to providing a fender with a crash bar, the present invention further provides a ship using the aforementioned fender with a crash bar.

[0041] It should be noted that all directional and positional terms used in this invention, such as "up," "down," "left," "right," "front," "back," "vertical," "horizontal," "inner," "outer," "top," "lower," "tail end," "head end," and "center," are only used to explain the relative positional relationships and connection situations between components in a specific state. They are merely for the convenience of describing the invention and do not require the invention to be constructed and operated in a specific orientation; therefore, they should not be construed as limitations on the invention. Furthermore, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or a solution where both A and B are satisfied simultaneously.

[0042] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0043] The above are preferred embodiments of the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A fender material with a crash barrier, characterized in that: The fender material includes: fender cladding (1), end sealing plate (2), internal elbow plate (3), anti-collision plate (4), upper pad plate (5), lower pad plate (6) and protective pad plate (7); The fender cladding (1) includes a fender plate (8) and a side plate (9). The two side plates (9) are connected at an angle to the two ends of the fender plate (8) along the width direction, and the side plates (9) extend toward the same side of the fender plate (8). The end sealing plate (2) is provided at both ends of the fender cladding plate (1), and together with the outer plate and the fender cladding plate (1), forms a closed space for the fender; The internal elbow plate (3) is located in the positive rib position inside the fender cladding plate (1), and the root of the side plate (9) is fixedly connected to the outer plate of the hull through the upper pad plate (5) and the lower pad plate (6). Two anti-collision plates (4) are fixed at a certain angle to the side plate (9) of the fender cladding plate (1) and extend toward the same side of the fender cladding plate (8). The length of the anti-collision plate (4) is less than the length of the side plate (9) and greater than or equal to the contact length between the escape system and the fender cladding plate. The anti-collision plate (4) is positioned directly below the escape system and the fender cladding plate where interference or collision may occur. The other ends of the two anti-collision plates (4) are respectively fixedly connected to the outer plate through the protective pad (7); The front and rear ends of the fender are beveled, and the end cap (2) is at an angle of 135°-150° to the outer plate.

2. The fender material with anti-collision plate as described in claim 1, characterized in that: The fender cladding plate (1) has a trapezoidal cross section. The fender plate (8) and the side plate (9) are integrally formed with a turning radius of 50mm-100mm.

3. The fender material with anti-collision plate as described in claim 1, characterized in that: The root of the side plate (9) is welded to the upper pad plate (5) and the lower pad plate (6) respectively. The upper pad plate (5) and the lower pad plate (6) are welded to the outer plate of the ship. The outer plate at the weld is provided with internal reinforcement.

4. The fender material with anti-collision plate as described in claim 1, characterized in that: The anti-collision plate (4) is welded to the side plate (9) at the turning point of the fender material. The inner side of the anti-collision plate (4) is welded to the protective pad (7). The protective pad (7) is welded to the outer plate of the ship. The outer plate at the welding point of the protective pad (7) and the outer plate is provided with internal reinforcement.

5. A fender material with a crash barrier as described in claim 1, characterized in that: The internal elbow plate (3) is welded inside the fender cladding plate (1), the root of the fender cladding plate (1) is welded to the protective pad plate (7), and the protective pad plate (7) is welded to the outer plate of the ship.

6. A fender material with a crash barrier as described in claim 1, characterized in that: The inner elbow plate (3) is in the form of having soft toe ends. The distance between the two toe ends and the upper pad plate (5) and the lower pad plate (6) is 5mm. The toe ends can be locally deformed. The distance between the free edge of the inner elbow plate (3) and the outer plate is 20mm-30mm.

7. A fender material with a crash barrier as described in claim 1, characterized in that: The angle between the anti-collision plate (4) and the outer plate does not exceed 30°.

8. A fender material with a crash barrier as described in claim 1, characterized in that: The width b of the fender is 1 / 10 of the ship's width, the height h of the fender is 1.5-1.7 times the width, the thickness t1 of the fender cladding plate (1) and end sealing plate (2) is b / 20, and the thickness t2 of the inner elbow plate (3) is b / 30.

9. A ship, characterized in that: The vessel uses fenders with anti-collision plates as described in any one of claims 1-8.

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