Dock anti-collision buffer protection device

Abstract

This invention discloses a dock anti-collision buffer protection device, comprising: a dock body with multiple receiving slots arranged side by side; multiple anti-collision buffer mechanisms corresponding to each receiving slot, including: a movable block, which is movably inserted into the receiving slot, the movable block having a power conversion chamber and a hydrodynamic chamber located below and connected to the power conversion chamber, the bottom of the hydrodynamic chamber being connected to the river and sea through a water conveyance channel, a horizontal transmission screw being rotatably installed in the power conversion chamber, a transmission sleeve being movably screwed onto the transmission screw and a transmission gear being fixedly installed, a first piston being raised and lowered in the hydrodynamic chamber, and a transmission rack being installed on the top of the first piston meshing with the transmission gear; and an anti-collision component, which is located on the side of the movable block facing the river and sea, and is detachably connected to the transmission sleeve through multiple connecting rods parallel to the transmission screw, and has multiple anti-collision rubber wheels detachably installed on the anti-collision component. This invention can provide multi-stage buffering of the impact force of ships, greatly improving the impact resistance of the device.

Description

Technical Field

[0001] This invention relates to the field of dock facilities technology, and specifically to a dock anti-collision buffer protection device. Background Technology

[0002] A pier is a structure built along the sea or riverbank specifically for passengers to embark and disembark, and for cargo to be loaded and unloaded. It is commonly found in commercial cities with well-developed water and land transportation. Piers serve as a means for ferries to dock and for passengers and cargo to disembark. They can also be landmarks attracting tourists and serving as meeting points. Common buildings and facilities around piers include cruise ships, ferries, container ships, warehouses, customs houses, floating bridges, seagulls, fish markets, seaside promenades, train stations, restaurants, and shopping malls. When ships dock, they often collide with the pier due to inertia. Over time, this can damage both the pier and the ships. To minimize this, people often tie rubber tires to the sides of the pier with ropes, using the elasticity of the rubber tires to absorb some of the impact. However, this cushioning method is relatively simple, and the rubber tires have limited energy absorption, resulting in poor cushioning effectiveness and inability to handle collisions with greater impact. Summary of the Invention

[0003] The purpose of this invention is to provide a dock anti-collision buffer protection device, which achieves multiple buffering of the impact force of ships by setting up a multi-level buffer structure on the main body of the dock, thereby reducing the impact force of ships on the main body of the dock.

[0004] This invention provides a dock anti-collision buffer protection device, comprising:

[0005] The main body of the wharf has multiple storage tanks arranged side by side on its sides;

[0006] Multiple anti-collision buffer mechanisms are provided and corresponding to each receiving slot, and the anti-collision buffer mechanism includes:

[0007] A movable block is movably inserted into the receiving groove. The movable block is provided with a power conversion chamber and a hydrodynamic chamber located below and communicating with the power conversion chamber. The bottom of the hydrodynamic chamber is connected to the river and sea through a water conveyance channel. A horizontal transmission screw is rotatably installed in the power conversion chamber. A transmission sleeve is movably screwed onto the transmission screw and a transmission gear is fixedly installed. A first piston is raised and lowered in the hydrodynamic chamber. A transmission rack that meshes with the transmission gear is vertically installed on the top of the first piston.

[0008] The anti-collision component is disposed on the side of the movable block facing the river or sea, and is detachably connected to the transmission sleeve via multiple movable connecting rods that are inserted into corresponding movable holes on the movable block and are parallel to the transmission screw.

[0009] The side of the anti-collision component facing the river or sea is detachably equipped with multiple anti-collision rubber wheels.

[0010] Preferably, in the aforementioned dock anti-collision buffer protection device, the anti-collision component is a U-shaped groove structure with a side opening. Multiple vertical rotating shafts are rotatably arranged between the top and bottom walls of the anti-collision component. Multiple anti-collision rubber wheels are rotatably sleeved on the rotating shafts. Multiple pairs of horizontally movable grooves are correspondingly arranged on the top and bottom of the anti-collision component. A connecting hole is provided on the bottom wall of the movable groove. The two ends of the rotating shaft pass through their corresponding connecting holes and are detachably connected to the limiting block that is slidably arranged in the movable groove.

[0011] Preferably, in the aforementioned dock anti-collision buffer protection device, both the connecting hole and the movable groove are rectangular, and a first buffer spring is provided between the limiting block and the side wall of the movable groove within the movable groove.

[0012] Preferably, in the aforementioned dock anti-collision buffer protection device, the water conveyance channel is a cone-shaped structure with a gradually decreasing size from the hydrodynamic cavity towards the river and sea.

[0013] Preferably, in the aforementioned dock anti-collision buffer protection device, the transmission sleeve is provided with multiple connecting plates parallel to its axis, the connecting rod is provided with multiple connecting grooves, the connecting plate is movably inserted into its corresponding connecting groove, and the paired connecting plates and connecting grooves are provided with corresponding threaded holes on their side walls, and extension screws are inserted into the threaded holes.

[0014] Preferably, in the aforementioned dock anti-collision buffer protection device, multiple second buffer springs are detachably arranged between the movable block and the side wall of the receiving groove. One end of each second buffer spring is provided with a connecting block, and multiple connecting grooves are provided on the side wall of the movable block. The connecting block is engaged in its corresponding connecting groove.

[0015] Preferably, in the aforementioned dock anti-collision buffer protection device, the anti-collision buffer mechanism further includes: an energy-absorbing block, which is disposed in the receiving groove and located between the moving block and the side wall of the receiving groove. The energy-absorbing block is provided with multiple air chambers, and a second piston is horizontally moved in the air chamber. A second buffer spring is disposed between the second piston and the moving block. The bottom of the air chamber is connected to an elastic airbag located between the moving block and the energy-absorbing block through an air passage.

[0016] Preferably, in the aforementioned dock anti-collision buffer protection device, a baffle with ventilation holes is provided between the second piston in the air chamber and the connection point between the air passage and the air chamber.

[0017] Preferably, in the aforementioned dock anti-collision buffer protection device, the air passage is located below the air chamber, and a horizontal slot is provided on the energy-absorbing block between the air chamber and the air passage. A horizontal support plate is provided below the second buffer spring on the movable block, and the support plate is movably inserted into the slot.

[0018] Preferably, in the aforementioned dock anti-collision buffer protection device, the top wall of the receiving groove is configured as a first openable cover plate, the first openable cover plate is hinged to the dock body, and a positioning element is detachably provided on the hinge joint between the first openable cover plate and the dock body.

[0019] This invention includes at least the following beneficial effects: The main body of the wharf is provided with multiple receiving slots on its side, each containing a movable block. Each movable block contains a connected power conversion chamber and a hydrodynamic chamber. A transmission screw is rotatably mounted within the power conversion chamber, and a transmission sleeve is movably screwed onto the transmission screw, with a transmission gear fixedly mounted thereon. A first piston is raised and lowered within the hydrodynamic chamber, and a transmission rack is vertically mounted on the top of the first piston, meshing with the transmission gear. The bottom of the hydrodynamic chamber is connected to the river and sea via a water supply channel. The anti-collision component located on the river-sea side of the wharf is detachably connected to the transmission sleeve via multiple movable connecting rods. Multiple anti-collision rubber components are provided on the river-sea side of the anti-collision component. When a ship impacts the anti-collision device, the rubber anti-collision wheel acts as a primary buffer against the impact force. Driven by the ship, the anti-collision device moves, directly or indirectly causing the connecting rod and moving sleeve to move along the transmission screw. This causes the transmission screw and transmission gear to rotate synchronously, directly or indirectly causing the transmission rack and the first piston to move downwards. The first piston pushes water in the hydrodynamic chamber through the water conveyance channel into the river and sea, providing thrust to the ship in the direction away from the main dock structure, thus providing a secondary buffer against the ship's impact. In other words, this technical solution provides multi-stage buffering against the impact force of the ship, greatly improving the device's impact resistance and effectively protecting the main dock structure.

[0020] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of a dock anti-collision buffer protection device in one of the technical solutions of the present invention;

[0022] Figure 2 This is a schematic diagram of the connection structure between the rotating shaft and the anti-collision component in one of the technical solutions of the present invention;

[0023] Figure 3 This is a schematic diagram of the connection structure between the transmission sleeve and the connecting rod in one of the technical solutions of the present invention.

[0024] Among them, 1-second openable cover plate, 2-power conversion chamber, 3-transmission screw, 4-transmission rack, 5-transmission gear, 6-first piston, 7-hydrodynamic chamber, 8-positioning component, 9-positioning plate, 10-dock body, 11-energy absorption block, 12-baffle, 13-air chamber, 14-second piston, 15-air passage, 16-elastic airbag, 17-second buffer spring, 18-support plate, 19-accommodating groove, 20-water conveying channel, 21-moving block, 22-transmission sleeve, 23-connecting rod, 24-anti-collision component, 25-rotating shaft, 26-anti-collision rubber wheel, 27-first openable cover plate, 28-lifting ring, 29-moving groove, 30-connecting hole, 31-limiting block, 32-first buffer spring, 33-connecting slide, 34-extending screw, 35-connecting plate. Detailed Implementation

[0025] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0026] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0027] It should be noted that, unless otherwise specified, the experimental methods described in the following embodiments are conventional methods, and the reagents and materials mentioned are commercially available. In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "setting" should be interpreted broadly. For example, they can refer to fixed connection or setting, detachable connection or setting, or integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances. The terms "lateral," "longitudinal," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention and simplifying the description. They 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, and therefore should not be construed as a limitation of this invention.

[0028] like Figure 1 , Figure 2 , Figure 3 As shown, this application provides a dock anti-collision buffer protection device, including:

[0029] The main body of the wharf 10 has multiple receiving tanks 19 arranged side by side on its side;

[0030] Multiple anti-collision buffer mechanisms are provided and corresponding to each receiving slot 19. The anti-collision buffer mechanism includes:

[0031] A movable block 21 is movably inserted into the receiving groove 19. The movable block 21 contains a power conversion chamber 2 and a hydrodynamic chamber 7 located below and communicating with the power conversion chamber 2. The bottom of the hydrodynamic chamber 7 is connected to the river and sea via a water conveyance channel 20. A horizontal transmission screw 3 is rotatably installed inside the power conversion chamber 2. A transmission sleeve 22 is movably screwed onto the transmission screw 3, and a transmission gear 5 is fixedly installed thereon. The hydrodynamic chamber 7...

[0032] The inner lifting mechanism is equipped with a first piston 6, and a transmission rack 4 that meshes with the transmission gear 5 is vertically mounted on the top of the first piston 6.

[0033] The anti-collision component 24 is disposed on the side of the movable block 21 facing the river and sea, and is detachably connected to the transmission sleeve 22 via multiple connecting rods 23 that are inserted into corresponding movable holes on the movable block 21 and are parallel to the transmission screw 3. Multiple anti-collision rubber wheels 26 are detachably disposed on the side of the anti-collision component 24 facing the river and sea.

[0034] The dock anti-collision buffer protection device provided by this technical solution mainly consists of a dock body 10 and multiple anti-collision buffer mechanisms for buffering the impact force of ships. The dock body 10 has multiple receiving slots 19 arranged side-by-side on its sides, corresponding to and connected to each anti-collision buffer mechanism. Each anti-collision buffer mechanism includes a movable block 21 and an anti-collision component 24. The movable block 21 is movably inserted into the corresponding receiving slot 19. The movable block 21 contains a power conversion chamber 2 and a hydrodynamic chamber 7. The hydrodynamic chamber 7 is located below and connected to the power conversion chamber 2. The bottom of the hydrodynamic chamber 7 is connected to the river and sea through a water conveyance channel 20. Water from the river and sea enters and exits the hydrodynamic chamber 7 through the water conveyance channel 20. A horizontal transmission screw 3 is rotatably installed in the power conversion chamber 2, and a transmission gear 5 coaxially mounted on the transmission screw 3 is fixedly installed on it. A first piston 6, positioned below the water surface, is raised and lowered in the hydrodynamic chamber 7. A transmission gear 5 is vertically mounted on the top of the first piston 6. The moving rack 4 meshes with the transmission gear 5. The rotation of the transmission screw 3 drives the transmission gear 5 to rotate, which in turn drives the transmission rack 4 and the first piston 6 to move up and down. The anti-collision component 24 is set on the side of the moving block 21 facing the river and sea. The moving block 21 is provided with multiple moving holes that communicate with the power conversion chamber 2. A connecting rod 23 parallel to the transmission screw 3 is inserted into the moving holes. A transmission sleeve 22 is moved and sleeved on the transmission screw 3. The inner wall of the transmission sleeve 22 is threaded and threaded to the transmission screw 3. One end of the transmission sleeve 22 is detachably connected to the connecting rod 23. The other end of the connecting rod 23 is connected to the anti-collision component 24. The movement of the anti-collision component 24 drives the multiple connecting rods 23 to move and pushes the transmission sleeve 22 to move along the transmission screw 3, while driving the transmission screw 3 to rotate. Multiple anti-collision rubber wheels 26 are detachably set on the side of the anti-collision component 24 facing the river and sea to provide primary buffering against the impact force of the ship.

[0035] The working principle of the dock anti-collision buffer protection device of this technical solution is as follows: When a ship hits the anti-collision rubber wheel 26 of the anti-collision component 24, it performs the first-level buffer. Then, under the pushing action of the ship, the anti-collision component 24 moves towards the dock body 10, pushing the connecting rod 23 and the transmission sleeve 22 to move along the transmission screw 3. The movement of the transmission sleeve 22 causes the transmission screw 3 to rotate and the transmission gear 5 to rotate synchronously, thereby driving the transmission rack 4 and the first piston 6 to descend. The first piston 6 pushes the water in the hydrodynamic chamber 7 to flow into the river and sea along the water conveyance channel 20, while providing the ship with a thrust in the direction away from the dock body 10, thus performing the second-level buffer against the ship's impact. After the ship moves away from the dock body 10, the anti-collision component 24 is pushed away from the dock body 10, so that the anti-collision component 24 returns to its initial position before the ship's impact. At the same time, under the direct or indirect driving of the anti-collision component 24, the transmission sleeve 22, the transmission rack 4, and the first piston 6 return to their initial positions.

[0036] In this technical solution, hydraulic or electric telescopic rods can be installed at corresponding positions on the side of each anti-collision block of the movable block 21 to push the anti-collision component 24 and restore it to its original position.

[0037] This technical solution includes at least the following beneficial effects: Multiple receiving slots 19 are provided on the side of the main body 10 of the wharf. Movable blocks 21 are installed within the receiving slots 19. Power conversion chambers 2 and hydrodynamic chambers 7 are connected within the movable blocks 21. A transmission screw 3 is rotatably installed within the power conversion chamber 2. A transmission sleeve 22 is movably screwed onto the transmission screw 3, and a transmission gear 5 is fixedly installed. A first piston 6 is raised and lowered within the hydrodynamic chamber 7. A transmission rack 4, meshing with the transmission gear 5, is vertically installed on the top of the first piston 6. The bottom of the hydrodynamic chamber 7 is connected to the river and sea via a water conveyance channel 20. The anti-collision component 24 located on the river and sea side of the main body 10 is detachably connected to the transmission sleeve 22 via multiple movable connecting rods 23. Multiple anti-collision rubber wheels 26 are installed on the river and sea side of the anti-collision component 24. When a ship impacts the anti-collision component 24, the anti-collision rubber wheels 26 provide a primary buffer against the impact force. Under the propulsion of the ship... The anti-collision component 24 moves, thereby directly or indirectly driving the connecting rod 23 and the moving sleeve to move along the transmission screw 3, driving the transmission screw 3 and the transmission gear 5 to rotate synchronously, and then directly or indirectly driving the transmission rack 4 and the first piston 6 to move downward. The first piston 6 pushes the water in the hydrodynamic chamber 7 into the river and sea through the water conveyance channel 20, and provides the ship with thrust in the direction away from the main body of the dock 10, providing a two-stage buffer against the impact of the ship. That is, this technical solution can provide multi-stage buffer against the impact force of the ship, which can greatly improve the impact resistance of the device and effectively protect the main body of the dock 10. The moving block 21 is moved and inserted into the receiving groove 19, which is convenient for the moving block 21 to be disassembled and assembled. The anti-collision rubber wheel 26 is detachably connected to the anti-collision component 24, and the anti-collision component 24 is detachably connected to the transmission sleeve 22 through multiple connecting rods 23. The anti-collision rubber wheel 26 and the anti-collision component 24 are both vulnerable parts, which is convenient for disassembly and maintenance.

[0038] In another technical solution, such as Figure 1 , Figure 2As shown, in the aforementioned dock anti-collision buffer protection device, the anti-collision component 24 is a U-shaped groove structure with a side opening. Multiple vertical rotating shafts 25 are rotatably arranged between the top and bottom walls of the anti-collision component 24. Multiple anti-collision rubber wheels 26 are rotatably sleeved on the rotating shafts 25. Multiple pairs of horizontally movable grooves 29 are correspondingly arranged on the top and bottom of the anti-collision component 24. Connecting holes 30 are provided on the bottom wall of each movable groove 29. The two ends of the rotating shaft 25 pass through their corresponding connecting holes 30 and are detachably connected to a limiting block 31 that is slidably disposed within the movable groove 29. The limiting block 31 has threaded holes, and the two ends of the rotating shaft 25 are inserted into these threaded holes and connected by a threaded structure. By removing the limiting block 31 and pulling the rotating shaft 25 out of the connecting holes 30, the anti-collision rubber wheels 26 are left between the top and bottom walls of the anti-collision component 24, allowing for replacement of the anti-collision rubber wheels 26.

[0039] In another technical solution, such as Figure 2 As shown, in the aforementioned dock anti-collision buffer protection device, both the connecting hole 30 and the movable groove 29 are rectangular. A first buffer spring 32 is provided between the limiting block 31 and the side wall of the movable groove 29. When a ship impacts the anti-collision rubber wheel 26, the rotating shaft 25 drives the limiting block 31 to move along the movable groove 29, compressing the first buffer spring 32 and weakening the impact force.

[0040] In another technical solution, such as Figure 1 As shown, in the aforementioned dock anti-collision buffer protection device, the water conveyance channel 20 is a cone-shaped structure with its dimensions gradually decreasing from the hydrodynamic chamber 7 towards the river and sea. This increases the impact force of the water flow on the vessel.

[0041] In another technical solution, such as Figure 1 , Figure 3 As shown, in the aforementioned dock anti-collision buffer protection device, the transmission sleeve 22 is provided with multiple connecting plates 35 parallel to its axis, and the connecting rod 23 is provided with multiple connecting grooves 33. The connecting plates 35 are movably inserted into their corresponding connecting grooves 33. The side walls of the paired connecting plates 35 and connecting grooves 33 are provided with corresponding threaded holes, and extension screws 34 are inserted into the threaded holes. The extension screws 34 are equipped with lock nuts for locking, which facilitates the connection or disassembly of the connecting rod 23 and the transmission sleeve 22.

[0042] In another technical solution, such as Figure 1As shown, in the aforementioned dock anti-collision buffer protection device, multiple second buffer springs 17 are detachably installed between the movable block 21 and the side wall of the receiving groove 19. One end of each second buffer spring 17 is provided with a connecting block, and multiple connecting grooves are provided on the side wall of the movable block 21. The connecting block is engaged in its corresponding connecting groove. Both the connecting block and the connecting groove can be cylindrical and connected by a threaded structure. The other end of the second buffer spring 17 is a free end that can contact and abut against the side wall of the receiving groove 19. The second buffer spring 17 can further buffer the impact force and weaken the impact force.

[0043] In another technical solution, such as Figure 1 As shown, in the aforementioned dock anti-collision buffer protection device, the anti-collision buffer mechanism further includes: an energy-absorbing block 11, which is disposed within the receiving groove 19 and located between the movable block 21 and the side wall of the receiving groove 19. The energy-absorbing block 11 is provided with multiple air chambers 13. A second piston 14 is horizontally movable within each air chamber 13. A second buffer spring 17 is disposed between the second piston 14 and the movable block 21. The bottom of the air chamber 13 is connected to an elastic airbag 16 located between the movable block 21 and the energy-absorbing block 11 via an air passage 15. After the anti-collision member 24 moves to the movable block 21, it pushes the movable block 21 into the receiving groove 19, thereby pushing the second buffer spring 17 to compress it. The second buffer spring 17 pushes the second piston 14 to move within the air chamber 13, causing the gas within the air chamber 13 to flow through the air passage 15 to the elastic airbag 16, causing the elastic airbag 16 to inflate and further buffer the impact force.

[0044] In another technical solution, such as Figure 1 As shown, in the aforementioned dock anti-collision buffer protection device, a baffle 12 with ventilation holes is provided between the second piston 14 and the connection point between the air passage 15 and the air chamber 13 within the air chamber 13. The baffle 12 prevents the second piston 14 from moving excessively.

[0045] In another technical solution, such as Figure 1 As shown, in the aforementioned dock anti-collision buffer protection device, the air duct 15 is located below the air chamber 13, and a horizontal slot is provided on the energy-absorbing block 11 between the air chamber 13 and the air duct 15. A horizontal support plate 18 is provided below the second buffer spring 17 on the movable block 21, and the support plate 18 is movably inserted into the slot. The support plate 18 is used to support the second buffer spring 17 and prevent it from bending and sinking.

[0046] In another technical solution, such as Figure 1As shown, in the aforementioned dock anti-collision buffer protection device, the top wall of the receiving groove 19 is configured as a first openable cover plate 27. The first openable cover plate 27 is hinged to the dock body 10, and a positioning element 8 is detachably installed on the hinge joint between the first openable cover plate 27 and the dock body 10. In this technical solution, the positioning element 8 is triangular prism-shaped with its triangular cross-section set vertically. A horizontal positioning plate 9 is provided at the bottom of the positioning element 8. The positioning plate 9 is connected to the first openable cover plate 27 and the dock body 10 by a screw structure. The positioning element 8 prevents the first openable cover plate 27 from being opened arbitrarily due to misoperation or strong winds. Opening the first openable cover plate 27 allows the components in the receiving groove 19 to be inspected and maintained.

[0047] In another technical solution, such as Figure 1 As shown, in the aforementioned dock anti-collision buffer protection device, a lifting ring 28 is provided at the end of the first openable cover 27 away from its hinge point with the dock body 10. A lifting rope can be provided on the lifting ring 28 to facilitate the opening of the first openable cover 27.

[0048] In another technical solution, such as Figure 1 As shown, in the aforementioned dock anti-collision buffer protection device, the movable block 21 is provided with a limiting groove communicating with the power conversion cavity 2. A second openable cover plate 1 is provided in the limiting groove to form the top wall of the power conversion cavity 2. By removing the second openable cover plate 1 from the limiting groove, the components inside the power conversion cavity 2 and the hydrodynamic cavity 7 can be inspected and repaired.

[0049] The number of devices and processing scale described herein are for the purpose of simplifying the description of the invention. Applications, modifications, and variations of the invention will be readily apparent to those skilled in the art.

[0050] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A dock anti-collision buffer protection device, characterized in that, include: The main body of the wharf has multiple storage tanks arranged side by side on its sides; Multiple anti-collision buffer mechanisms are provided and corresponding to each receiving slot, and the anti-collision buffer mechanism includes: A movable block is movably inserted into the receiving groove. The movable block is provided with a power conversion chamber and a hydrodynamic chamber located below and communicating with the power conversion chamber. The bottom of the hydrodynamic chamber is connected to the river and sea through a water conveyance channel. A horizontal transmission screw is rotatably installed in the power conversion chamber. A transmission sleeve is movably screwed onto the transmission screw and a transmission gear is fixedly installed. A first piston is raised and lowered in the hydrodynamic chamber. A transmission rack that meshes with the transmission gear is vertically installed on the top of the first piston. The anti-collision component is disposed on the side of the movable block facing the river or sea, and is detachably connected to the transmission sleeve through multiple movable connecting rods that are inserted into corresponding movable holes on the movable block and are parallel to the transmission screw. Multiple anti-collision rubber wheels are detachably disposed on the side of the anti-collision component facing the river or sea. Multiple second buffer springs are detachably provided between the movable block and the side wall of the receiving groove. One end of each second buffer spring is provided with a connecting block. Multiple connecting grooves are provided on the side wall of the movable block, and the connecting block is engaged in its corresponding connecting groove. The anti-collision buffer mechanism further includes: an energy-absorbing block, which is disposed in the receiving groove and located between the moving block and the side wall of the receiving groove. The energy-absorbing block is provided with multiple air chambers. A second piston is horizontally moved in the air chamber. A second buffer spring is provided between the second piston and the moving block. The bottom of the air chamber is connected to an elastic airbag located between the moving block and the energy-absorbing block through an air passage.

2. The dock anti-collision buffer protection device as described in claim 1, characterized in that, The anti-collision component is a U-shaped groove structure with a side opening. Multiple vertical rotating shafts are rotatably arranged between the top and bottom walls of the anti-collision component. Multiple anti-collision rubber wheels are rotatably sleeved on the rotating shafts. Multiple pairs of horizontally movable grooves are correspondingly arranged on the top and bottom of the anti-collision component. A connecting hole is provided on the bottom wall of the movable groove. The two ends of the rotating shaft pass through their corresponding connecting holes and are detachably connected to the limiting block that is slidably arranged in the movable groove.

3. The dock anti-collision buffer protection device as described in claim 2, characterized in that, Both the connecting hole and the movable groove are rectangular, and a first buffer spring is provided between the limiting block and the side wall of the movable groove within the movable groove.

4. The dock anti-collision buffer protection device as described in claim 1, characterized in that, The water conveyance channel is a cone-shaped structure whose dimensions gradually decrease from the hydrodynamic cavity towards the river and sea.

5. The dock anti-collision buffer protection device as described in claim 1, characterized in that, The transmission sleeve is provided with multiple connecting plates parallel to its axis, and the connecting rod is provided with multiple connecting grooves. The connecting plates are movably inserted into their corresponding connecting grooves. The side walls of the paired connecting plates and connecting grooves are provided with corresponding threaded holes, and extension screws are inserted into the threaded holes.

6. The dock anti-collision buffer protection device as described in claim 1, characterized in that, A baffle with a vent hole is provided between the second piston and the connection point between the air passage and the air chamber inside the air chamber.

7. The dock anti-collision buffer protection device as described in claim 6, characterized in that, The air passage is located below the air chamber, and a horizontal slot is provided on the energy-absorbing block between the air chamber and the air passage. A horizontal support plate is provided below the second buffer spring on the moving block, and the support plate is movably inserted into the slot.

8. The dock anti-collision buffer protection device as described in claim 1, characterized in that, The top wall of the receiving trough is configured as a first openable cover plate, which is hinged to the main body of the wharf. A positioning element is detachably provided on the hinge joint between the first openable cover plate and the main body of the wharf.

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