A collision avoidance ship

Abstract

The application discloses an anti-collision ship, which comprises a ship body, a mounting cabin arranged at the front end of the ship body, a first connecting hole communicated with the mounting cabin and arranged on the side wall of the ship body, a telescopic connecting rod arranged in the mounting cabin, an elastic body matched with the end of the connecting rod, and a driving mechanism arranged in the mounting cabin and capable of driving the connecting rod to be telescoped so that the elastic body is extended out of the ship body from the first connecting hole. When the ship is in a collision risk, the connecting rod can be driven to be ejected by the driving mechanism, the end of the ejected connecting rod is matched with the elastic body, and the elastic body can buffer the collision energy, so that the collision loss of the ship is reduced to the maximum. Compared with the prior art, the anti-collision ship of the application is not easy to protrude out of the ship body in the process of normal navigation, and the normal navigation of the ship is not easy to be affected.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of ship technology, in particular, to a kind of anti-collision ship. BACKGROUND

[0002] Ship as a water transport tool, in the process of navigation, due to various reasons, there will be collision or rock accidents etc..And this kind of accident often leads to more serious consequences.It can be understood that ship and land transport tools are different, although the water is open, it is easy to find whether there is an obstacle in front when the distance is relatively far.But in bad weather, the water surface is larger, the visibility is low.At this time, in the process of having found that there is an obstacle in front, due to the running inertia of ship, it is difficult to achieve the effect of stopping the ship, so the collision of ship is common.

[0003] By contrast, the prior art also proposes a solution of setting elastic anti-collision device on the hull of ship.However, the elastic anti-collision device is always set on the outside of the hull.In the process of navigation without the risk of collision, the elastic anti-collision device will affect the normal navigation of ship, for example, increase the air resistance of the hull to reduce the endurance of the hull. SUMMARY

[0004] The purpose of the present application is to overcome the shortcomings of the prior art, and provide an anti-collision ship.

[0005] The purpose of the present application is achieved by the following technical solutions:

[0006] An anti-collision ship, comprising a hull, a mounting cabin is arranged at the front end of the hull, a first connecting hole is arranged on the side wall of the hull and communicated with the mounting cabin, a telescopic connecting rod is arranged in the mounting cabin, an elastic body is fitted to the end of the connecting rod, and a driving mechanism is further arranged in the mounting cabin, which can drive the connecting rod to extend or retract, so that the elastic body extends out of the hull from the first connecting hole.

[0007] Preferably, a plurality of first connecting holes are arranged along the transverse direction of the hull, and a plurality of connecting rods are also arranged, and the plurality of connecting rods correspond to the plurality of first connecting holes one by one.

[0008] Preferably, the connecting rod is a hydraulic telescopic rod, the driving mechanism comprises a driving cylinder and a first piston rod fitted to the driving cylinder, the hydraulic cavity of the driving cylinder is communicated with the cavity of the connecting rod through a pipeline, and the driving mechanism further comprises a driving assembly, which can drive the driving cylinder and the first piston rod to slide relative to each other, so that the hydraulic oil in the driving cylinder is pressed into the cavity of the connecting rod.

[0009] Preferably, a second connecting hole is arranged on the side wall of the hull and communicated with the mounting cabin, the second connecting hole is located below the first connecting hole, a lifting mechanism is arranged in the mounting cabin, the lifting mechanism can drive the connecting rod to change the height position, the elastic body is adapted in the first connecting hole by spring elastic, and a suction nozzle is adapted in the second connecting hole by spring elastic.

[0010] Preferably, the first piston rod is fixedly arranged on the hull, a tooth structure is arranged on the side wall of the driving cylinder, the driving assembly comprises a first gear and a driving piece for driving the first gear to rotate, and the first gear is engaged with the tooth structure.

[0011] Preferably, the lifting mechanism comprises a driving lead screw and a driving block threadedly arranged on the driving lead screw, the connecting rod is arranged on the driving block, a second gear is coaxially arranged on the driving lead screw, a third gear is coaxially arranged on the rotation shaft of the first gear, and the third gear is in transmission connection with the second gear.

[0012] The driving cylinder is further provided with a second piston rod, a driving spring is connected between the second piston rod and the driving cylinder, the driving spring is used for pushing the second piston rod away from the driving cylinder, and when the driving spring is compressed, hydraulic oil in the driving cylinder is pressed into the cavity of the connecting rod.

[0013] Preferably, a third connecting hole is arranged at the front end of the hull, when the driving assembly drives the driving cylinder to slide towards the front end of the hull, the second piston rod extends out of the hull from the third connecting hole.

[0014] Preferably, an air bag is arranged on the outer wall of the driving cylinder, a contact piece is slidably arranged on the outer wall of the driving cylinder, a free end of the air bag is fixed with the contact piece, and an abutting piece is arranged on the second piston rod, when the driving spring is compressed, the abutting piece abuts against the contact piece, so that the air bag is stretched, and the air bag is communicated with the suction nozzle through a pipeline.

[0015] Preferably, the third connecting hole and the second connecting hole are at the same height position.

[0016] Preferably, the contact piece comprises a contact ring, and the abutting piece comprises an abutting pipe.

[0017] The present application has the following beneficial effects:

[0018] 1. When a vessel is at risk of collision, a connecting rod can be pushed out by a drive mechanism. The end of the pushed-out connecting rod is fitted with an elastomer, which can buffer the impact energy, thereby minimizing the collision damage to the vessel. Compared with the prior art, the elastomer of the anti-collision vessel of this invention is less likely to protrude from the hull during normal navigation, and the normal navigation of the vessel is less likely to be affected.

[0019] 2. When a vessel needs to berth at the dock, the connecting rod can be pushed out of the second connecting hole through the cooperation of the drive structure and the lifting mechanism. At this time, a suction nozzle will be fitted to the end of the connecting rod, which can be used to adhere to the shore of the dock, thereby achieving stable berthing of the vessel at the dock. At the same time, it also reduces the risk of friction and collision between the vessel and the dock.

[0020] 3. The drive structure and lifting mechanism cleverly achieve the switching of the two usage states of the connecting rod through a single drive source, thereby greatly reducing the system complexity of the control process when the connecting rod switches usage states.

[0021] 4. As the suction nozzle comes into contact with the dock, the airbag is stretched, which further generates negative pressure inside the nozzle. Therefore, the suction state between the nozzle and the dock is more stable, and the berthing of ships within the dock is more reliable. Attached Figure Description

[0022] Figure 1 This is a structural diagram of the ship's hull;

[0023] Figure 2 This is a schematic diagram of the drive mechanism;

[0024] Figure 3 for Figure 2 Enlarged view of part A;

[0025] Figure 4 for Figure 2 Enlarged view of part B;

[0026] Figure 5 This is a schematic diagram of the nozzle structure.

[0027] Reference numerals: 1. Hull; 2. Installation compartment; 3. First connecting hole; 4. Connecting rod; 5. Elastomer; 6. Drive mechanism; 7. Drive cylinder; 8. First piston rod; 9. Drive assembly; 10. Second connecting hole; 11. Lifting mechanism; 12. Suction nozzle; 13. Toothed structure; 14. First gear; 16. Drive screw; 17. Drive block; 18. Second gear; 19. Third gear; 20. Second piston rod; 21. Drive spring; 22. Third connecting hole; 23. Airbag; 24. Abutment; 25. Abutting element; 26. Abutment ring; 27. Abutment tube. Implementation

[0028] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] like Figures 1 to 5 As shown, a collision avoidance vessel includes a hull 1, with an installation compartment 2 located at the front end of the hull 1. The front end of the hull 1 refers to the bow position of the vessel, and a first connecting hole 3 communicating with the installation compartment 2 is provided on the side wall of the hull 1. A retractable connecting rod 4 is installed inside the installation compartment 2. For example, an elastic body 5 is spring-loaded and fitted into the first connecting hole 3. In its natural state, the elastic body 5 will engage with the first connecting hole 3 under the force of the spring, thereby sealing the first connecting hole 3. Correspondingly, a drive mechanism 6 capable of driving the connecting rod 4 to extend and retract is also provided inside the installation compartment 2.

[0030] Therefore, when a ship is at risk of collision, the connecting rod 4 can be pushed out by the drive mechanism 6, and the pushed-out connecting rod 4 will also push out the elastic body 5. At this time, the elastic body 5 protruding from the hull 1 can buffer the energy of the impact, thereby minimizing the impact damage to the ship.

[0031] In some embodiments, the connecting rod 4 is a hydraulic telescopic rod, and the drive mechanism 6 includes a drive cylinder 7 and a first piston rod 8 adapted to the drive cylinder 7, wherein the hydraulic chamber of the drive cylinder 7 is connected to the cavity of the connecting rod 4 via a pipe. More specifically, the drive mechanism 6 also includes a drive assembly 9, which can drive the drive cylinder 7 and the first piston rod 8 to slide relative to each other, so that the hydraulic oil in the drive cylinder 7 will be forced into the cavity of the connecting rod 4 through the pipe, thereby realizing the extension and retraction of the connecting rod 4.

[0032] For example, a toothed structure 13 can be axially arranged on the side wall of the drive cylinder 7, while the first piston rod 8 is fixedly mounted on the hull 1. Thus, the drive cylinder 7 can slide along the first piston rod 8, thereby pressurizing the internal hydraulic oil into the connecting rod 4. The drive assembly 9 can preferably be a first gear 14 rotatably mounted on the hull 1 and a drive member (not shown) for driving the first gear 14 to rotate. Accordingly, the first gear 14 is configured to mesh with the aforementioned toothed structure 13. Therefore, when the drive member drives the gear to rotate, for example, the drive member could be a motor; when the motor drives the gear to rotate forward, the drive cylinder 7 slides towards the first piston rod 8 to pressurize the hydraulic oil into the connecting rod 4.

[0033] As preferred, the first connecting holes 3 can be provided with a plurality of holes in the transverse direction of the hull 1, and the first connecting holes 3 can also be preferably provided with a plurality of holes in the transverse direction on both sides of the hull 1. It can be seen that the connecting rods 4 will also be provided with a plurality of connecting rods, and the plurality of connecting rods 4 correspond to the plurality of connecting holes one by one.

[0034] For example, when the above-mentioned motor is rotating forward, the hydraulic oil will simultaneously press into the plurality of connecting rods 4, and then the plurality of elastic bodies 5 are all pushed out of the hull 1, thereby providing better anti-collision effect for the ship.

[0035] It can be understood that during the sailing of the ship, the ship will inevitably face the docking of the ship at the wharf. Based on the driving characteristics of the ship, the collision between the ship and the wharf will inevitably occur. On the other hand, the stable docking of the ship in the wharf also needs additional limiting devices, for example, the ship needs to be fixed by artificial cable mooring, and this way is time-consuming and laborious, and the fixing effect is not good.

[0036] For this, the present disclosure also designs a second connecting hole 10 on the side wall of the hull 1, which communicates with the installation cabin 2, and the second connecting hole 10 is arranged below the first connecting hole 3. For example, the first connecting hole 3 is located at the middle position of the hull 1 in the vertical direction, which is generally located at the area of the hull 1 that protrudes the most in the lateral direction, so that the elastic body 5 pushed out at this position can more timely buffer the collision during the sailing of the ship. In more detail, the second connecting hole 10 is adapted with a suction nozzle 12 by springing.

[0037] It can be understood that if the connecting rod 4 is pushed out at the opposite position of the second connecting hole 10 at this time, the connecting rod 4 can push out the suction nozzle 12 to be adsorbed with the shore of the wharf, thereby realizing the stable docking of the ship at the wharf. Correspondingly, the installation cabin 2 is provided with a lifting mechanism 11, and the height position of the connecting rod 4 is changed by the lifting mechanism 11 to switch the two use states of the connecting rod 4 relative to the first connecting hole 3 or the second connecting hole 10.

[0038] In some embodiments, the lifting mechanism 11 includes a driving lead screw 16 rotatably connected to the hull 1 and a driving block 17 threadedly arranged on the driving lead screw 16, and the connecting rod 4 is fixedly arranged on the driving block 17. It can be seen that the driving lead screw 16 and the driving block 17 will constitute a lead screw transmission structure, and the lead screw transmission structure is a prior art, so the specific connection relationship between the driving lead screw 16 and the driving block 17 will not be described in detail in the present disclosure.

[0039] More specifically, a third gear 19 is coaxially mounted on the rotating shaft of the first gear 14, and a second gear 18 is coaxially mounted on the drive screw 16, with the second gear 18 and the third gear 19 being connected in a transmission manner. For example, the second gear 18 and the third gear 19 can be connected via a transmission belt. Furthermore, a second piston rod 20 is adapted to the drive cylinder 7, and a drive spring 21 connects the second piston rod 20 to the drive cylinder 7. The drive spring 21 exerts an elastic force to push the second piston rod 20 away from the drive cylinder 7. It can be understood that when the drive spring 21 is compressed, the second piston rod 20 will continuously extend into the drive cylinder 7, at which time the hydraulic oil in the drive cylinder 7 will also be forced into the cavity of the connecting rod 4 through the pipe.

[0040] Therefore, the anti-collision vessel of the present invention can be preferably used in the following ways:

[0041] Appendix Figure 2 The image shows the initial state of the components when the ship is in normal navigation. For example, at this time, the connecting rod 4 is between the first connecting hole 3 and the second connecting hole 10, and the first piston rod 8 is also located at the end of the drive cylinder 7, which is approximately in the middle of the drive cylinder 7.

[0042] When the motor rotates forward, the third gear 19 drives the second gear 18 to rotate, which in turn drives the lead screw 16 and the drive block 17 to transmit power, thereby causing the connecting rod 4 to gradually move upward and align with the first connecting hole 3. During this process, the drive cylinder 7 slides towards the rear end of the hull 1 under the transmission of the first gear 14, thereby forcing the hydraulic oil in the drive cylinder 7 into the connecting rod 4. That is, at this time, the connecting rod 4 will be in a state of both upward displacement and pushing out, until the connecting rod 4 is in an anti-collision state that pushes out the elastic block.

[0043] Then, the motor reverses, and the connecting rod 4 gradually descends under the action of the drive screw 16. The drive cylinder 7 slides away from the side of the first piston rod 8 again, and the hydraulic oil is drawn back into the drive cylinder 7. At the same time, the connecting rod 4 will continuously contract until it returns to the above initial state.

[0044] In the initial state, the motor continues to reverse, and the connecting rod 4 will gradually move downwards under the action of the drive screw 16 to be opposite the second connecting rod 4. During this process, the second piston rod 20 may come into contact with the hull 1, and then the drive spring 21 is compressed, and the second piston rod 20 forces the hydraulic oil in the drive cylinder 7 into the connecting rod 4. At this time, the connecting rod 4 will be in a state of moving downwards and pushing out at the same time, until the connecting rod 4 is in a fixed state that pushes out the suction nozzle 12.

[0045] It can be understood that when the connecting rods 4 are switched to the fixed state, the several protruding connecting rods 4 can realize self-adaptation to the shore. For example, when the ship enters the wharf more on the right side, the connecting rods 4 on the right side will first abut against the shore on the right side. At this time, the second piston rod 20 will press the hydraulic oil into the cavity of the connecting rods 4 on the left side, and the connecting rods 4 on the left side will continue to protrude until abutting against the shore. That is, the several connecting rods 4 actually also play the use function of preventing the ship from rubbing and colliding with the wharf.

[0046] In the preferred embodiment, the driving block 17 can also be configured to move to the top end of the driving lead screw 16, and the connecting rods 4 are just in the relative position with the first connecting hole 3; and when the driving block 17 moves to the bottom end of the driving lead screw 16, the connecting rods 4 are just in the relative position with the second connecting hole 10. In addition, the friction coefficient of the transmission belt and the third gear 19 can also be optimized. For example, when the driving block 17 moves to the extreme position of the driving lead screw 16, the transmission belt and the third gear 19 will slip, and at this time the first gear 14 and the toothed structure 13 are still in the normal transmission state. Thus, the size of the first connecting hole 3 and the second connecting hole 10 in the vertical direction will be reduced, and the situation that the connecting rods 4 interfere with the hole wall of the connecting hole is less likely to occur.

[0047] As another scheme, the front end of the ship body 1 can be provided with a third connecting hole 22, and the first piston rod 8 is connected to the end of the driving rod close to the rear end of the ship body 1, and the second piston rod 20 is connected to the end of the driving rod close to the front end of the ship body 1.

[0048] For example, in the initial state described above, the motor continues to reverse, and then the driving cylinder 7 slides to the front end of the ship body 1, and the second piston rod 20 extends out of the ship body 1 from the third connecting hole 22. At this time, the ship can safely drive into the wharf, and the second piston rod 20 will abut against the front end of the wharf, and then the driving spring 21 is compressed, and the second piston rod 20 will press the hydraulic oil in the driving cylinder 7 into the connecting rod 4. It can be seen that in this embodiment, the front end of the ship body 1 is protected by the second piston rod 20, so that the situation that the bow rubs and collides with the wharf is less likely to occur. Preferably, the third connecting hole 22 and the second connecting hole 10 are at the same height position, so that the second piston rod 20 extending out of the third connecting rod 4 is less likely to abut against the wharf.

[0049] In some embodiments, the outer wall of the driving cylinder 7 is provided with an air bag 23, one end of the air bag 23 is a free end, and the other end is fixed to the outer wall of the driving cylinder 7. In addition, the outer wall of the driving cylinder 7 is also provided with a contact piece 24 which is slidingly arranged, the free end of the air bag 23 is fixed to the contact piece 24, and the second piston rod 20 is provided with an abutting piece 25. At the same time, the abutting piece 25 will abut against the contact piece 24 when the driving spring 21 is compressed, and then the air bag 23 will be stretched. In more detail, the air bag 23 is connected to the suction nozzle 12 through a pipeline.

[0050] It can be understood that when the connecting rod 4 is ejected from the second connecting hole 10, the air bag 23 will be stretched, thereby forming a negative pressure in the air bag 23. Then, the negative pressure acts on the suction nozzle 12 through the pipeline, so that the suction state of the suction nozzle 12 to the wharf is more stable, and the berthing state of the ship in the wharf is more reliable.

[0051] For example, the contact piece 24 and the abutting piece 25 can be arranged to have a certain spacing in the initial state of the second piston rod 20, i.e. when the driving spring 21 is in a natural state. In this way, the air bag 23 is not easily stretched too early in the process of the connecting rod 4 abutting against the wharf; when the connecting rods 4 all abut against the wharf, the driving spring 21 is further compressed, thereby realizing the stable support of the connecting rods 4 in the wharf. At the same time, the air bag 23 is stretched to generate a negative pressure on the suction nozzle 12, thereby forming a more suction effect.

[0052] In addition, the suction nozzle 12 can be made of elastic material, so that the rigid contact of the connecting rod 4 with the wharf can be avoided. When there is a wind wave on the water surface, the suction nozzle 12 can be elastically compensated to a certain extent, thereby avoiding damage to the connecting rod 4.

[0053] As a preferred embodiment, the contact piece 24 includes a contact ring 26, and the abutting piece 25 includes a contact pipe 27. The contact ring 26 and the contact pipe 27 can realize the stable stretching of the air bag 23.

[0054] The above description is only a preferred embodiment of the present application, and it should be understood that the present application is not limited to the form disclosed herein, and should not be considered as excluding other embodiments, but can be used in various other combinations, modifications and environments, and can be modified by the above teachings or related art or knowledge within the scope of the concept described herein. Any modification and change made by those skilled in the art without departing from the spirit and scope of the present application shall be within the protection scope of the appended claims of the present application.

Claims

1. A collision avoidance vessel, comprising a hull, characterized in that: The hull has an installation compartment at its front end and a first connection hole communicating with the installation compartment on the side wall of the hull. The installation compartment has a telescopic connecting rod with an elastic body adapted to its end. The installation compartment also has a drive mechanism that can drive the connecting rod to extend and retract, thereby allowing the elastic body to extend out of the hull from the first connection hole. The connecting rod is a hydraulic telescopic rod. The driving mechanism includes a driving cylinder and a first piston rod adapted to the driving cylinder. The hydraulic chamber of the driving cylinder is connected to the cavity of the connecting rod through a pipe. The driving mechanism also includes a driving assembly. The driving assembly can drive the driving cylinder and the first piston rod to slide relative to each other, thereby causing the hydraulic oil in the driving cylinder to be pressed into the cavity of the connecting rod. The side wall of the hull is also provided with a second connection hole that communicates with the installation compartment. The second connection hole is located below the first connection hole. The installation compartment is also provided with a lifting mechanism that can drive the connecting rod to change its height position. The elastic body is adapted to the first connection hole by spring movement. The second connection hole is adapted to the suction nozzle by spring movement. A plurality of first connecting holes are provided along the transverse direction of the hull, and a plurality of connecting rods are also provided, with each of the plurality of connecting rods corresponding one-to-one with a plurality of first connecting holes; The first piston rod is fixedly mounted on the hull, and a toothed structure is provided on the side wall of the drive cylinder. The drive assembly includes a first gear and a drive component for driving the first gear to rotate, and the first gear meshes with the toothed structure. The lifting mechanism includes a drive screw and a drive block threaded on the drive screw. The connecting rod is disposed on the drive block. A second gear is coaxially disposed on the drive screw. A third gear is coaxially disposed on the rotating shaft of the first gear. The third gear is connected to the second gear in a transmission connection. The drive cylinder is also equipped with a second piston rod, and a drive spring is connected between the second piston rod and the drive cylinder. The drive spring is used to push the second piston rod away from the drive cylinder. When the drive spring is compressed, the hydraulic oil in the drive cylinder is forced into the cavity of the connecting rod.

2. The anti-collision vessel according to claim 1, characterized in that: The front end of the hull is provided with a third connecting hole. When the drive assembly drives the drive cylinder to slide towards the front end of the hull, the second piston rod extends out of the hull from the third connecting hole.

3. The anti-collision vessel according to claim 1, characterized in that: An airbag is provided on the outer wall of the drive cylinder, and an abutment is also slidably provided on the outer wall of the drive cylinder. The free end of the airbag is fixed to the abutment. An abutment is provided on the second piston rod. When the drive spring is compressed, the abutment abuts against the abutment, thereby driving the airbag to stretch. The airbag is connected to the suction nozzle through a pipe.

4. The anti-collision vessel according to claim 2, characterized in that: The third connecting hole is at the same height as the second connecting hole.

5. The anti-collision vessel according to claim 3, characterized in that: The abutting element includes an abutting ring, and the abutting element includes an abutting tube.

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