Multistage anti-collision fender and working method

Abstract

The application provides a multistage anti-collision fender, which comprises a vertically arranged base, a fixed frame fixedly connected with the base, a buffer head movably connected with the fixed frame through a connecting block, a first spring, a first movable plate, a rack, a first hinge base, a first connecting rod, a second hinge base, a second movable plate and a reset device arranged in the fixed frame in sequence from the direction away from the base to the direction close to the base; the rack is further engaged with a gear set, the gear set is sleeved on the upper end of a second connecting rod, a first rope winding disc is sleeved on the lower end of the second connecting rod, the second connecting rod is arranged at one end of a motor, a brake device is fixedly connected to the other end of the motor, and a second rope winding disc is arranged on the brake device; and elastic ropes are sleeved on the first rope winding disc and the second rope winding disc. The multistage gear in the fender designed by the application can control the change speed of the fender reaction force, can effectively protect the ship body from deformation, and can realize the design requirements of low fender reaction force and high energy absorption.

Description

Technical Field

[0001] This invention relates to the field of ship fender technology, and in particular to a multi-stage anti-collision fender and its working method. Background Technology

[0002] Ships inevitably experience impact loads during navigation. Without protective measures, this can significantly reduce the ship's service life and threaten the lives of crew and passengers. Rubber fenders are cushioning devices installed on the edges of ships or docks, primarily used to absorb collision energy when a ship approaches or moors, protecting the ship and dock from damage.

[0003] Chinese invention patent CN116716850A, entitled "A Rubber Fender Based on the Negative Poisson's Ratio Principle," discloses a rubber fender based on the negative Poisson's ratio principle. It improves the protective effect of an arched rubber fender by designing the supporting side plates of the fender with a negative Poisson's ratio honeycomb structure, thereby reducing the compressive stiffness of the fender and simultaneously increasing its deformation capacity and impact contact time. This fender can slowly absorb and release the force exerted on the hull. However, the structure of this fender is easily damaged and cannot withstand high-energy impacts. Furthermore, due to its rubber structure, it is prone to aging under prolonged exposure to the elements, causing the rubber to lose its elasticity. This results in a rigid impact during a ship collision, severely damaging the hull and increasing the danger during collisions between ships or bridge piers.

[0004] Chinese invention patent CN116873143A, entitled "An Adjustable Inflatable Rubber Fender with Adjustable Collision Protection," discloses an adjustable inflatable rubber fender, comprising a base. A storage box is bolted to the front of the base. A movable box is slidably mounted inside the storage box. An installation box is installed inside the movable box. A three-stage buffer assembly is installed inside the installation box. A secondary buffer structure is installed on one side of the installation box, and an inflatable rubber buffer assembly is installed on one side of the secondary buffer structure. Adjusting the collision protection effect of this fender requires manual intervention and cannot be adjusted according to the ship's own collision protection performance. Furthermore, due to its internal mechanical structure, gaps will develop between the internal components of the fender after a certain period of operation, resulting in rigid impacts during collisions and reducing the fender's service life. Summary of the Invention

[0005] To address the problems in existing technologies, such as the inability of pure rubber fenders to maintain their elasticity over long periods, leading to rigid impact damage during ship collisions, and the lack of self-adaptive adjustment of mechanical clearances in adjustable fenders, which also reduces their service life due to rigid impacts, this invention proposes a multi-stage anti-collision fender. This design aims to achieve a fender structure that adaptively adjusts the mechanical clearances, thereby extending the fender's service life.

[0006] This invention is achieved through the following technical solution: It includes a vertically arranged base fixedly connected to a substrate, a horizontally arranged hollow cuboid fixed frame fixedly connected to the base, and a buffer head movably connected to the fixed frame via a connecting block on the side away from the base. The connecting block is perpendicular to the base, with one end fixedly connected to the buffer head and the other end extending into the fixed frame and fixedly connected to a first movable plate. Inside the fixed frame, along the direction from away from the base to near the base, are sequentially arranged a first spring, a first movable plate, a rack, a first hinge seat, a first connecting rod, a second hinge seat, a second movable plate, and a reset device. The first spring is fixedly connected at both ends to the fixed frame and the first movable plate, respectively. The first movable plate is movably connected to the fixed frame via a groove and contacts the rack. The rack is perpendicular to the base, with the other end hinged to a horizontally arranged first hinge seat. The rack also meshes with a gear set, which is sleeved on a vertically arranged frame with both ends connected to the fixed frame and a motor, respectively. The upper end of the slidingly connected second connecting rod is fitted with the first rope take-up reel, which is sleeved on the lower end of the second connecting rod. The motor is fixedly connected to the side of the fixed frame away from the second connecting rod. The motor is rectangular in shape, with its length direction perpendicular to the base. The second connecting rod is located at the end of the motor near the base, and a braking device is fixedly connected to the end of the motor away from the base. The second rope take-up reel is detachably mounted on the braking device. Elastic ropes are sleeved on the first and second rope take-up reels, which are at the same horizontal level. The braking device and the second connecting rod are electrically connected to the motor. Two horizontally arranged first connecting rods are hinged to the first hinge seat near the base. The other ends of the two first connecting rods are respectively hinged to a horizontally arranged second hinge seat. The second hinge seat is also connected to a second movable plate that is parallel to the base and movably connected to the fixed frame through a sliding groove. The second movable plate is also fixedly connected to a reset device that is perpendicular to the base and has one end fixedly connected to the base.

[0007] Furthermore, the second hinge seat is slidably connected to the second movable plate, and a slide rod perpendicular to the rack is movably connected inside the second hinge seat. A limit plate is fixedly connected to the end of the slide rod away from the fixed frame, and the limit plate is fixedly connected to the movable plate.

[0008] Furthermore, the gear set includes a first gear, a second gear, and a third gear. The second connecting rod is provided with the third gear, the first gear, the second gear, and the first winding reel in sequence from top to bottom, and the number of teeth of the second gear, the first gear, and the third gear increases sequentially.

[0009] Furthermore, a gear adjuster is provided vertically between the first and second winding reels and is slidably connected to the motor. A waist-shaped hole is provided at the corresponding position of the motor, and the waist-shaped hole is perpendicular to the elastic rope.

[0010] Furthermore, the gear adjuster consists of a connecting rod and a pulley, with the connecting rod slidably connected to the motor and the pulley in contact with the elastic rope.

[0011] Furthermore, an electronic probe is connected to the side of the fixed frame perpendicular to the base, and the electronic probe is electrically connected to the motor and the gear adjuster respectively.

[0012] Furthermore, a second spring parallel to the slide rod is provided between the second hinge seat and the fixed frame, and the two ends of the second spring are fixedly connected to the second hinge seat and the fixed frame, respectively.

[0013] Furthermore, a displacement plate made of elastic material parallel to the base is provided between the first movable plate and the rack, and the displacement plate is fixedly connected to the rack.

[0014] Furthermore, the fixing frame has a double-layer structure, with the outer layer made of corrosion-resistant elastic material and the inner layer made of rigid material. The buffer head is hemispherical and made of rubber material.

[0015] The present invention also provides a working method for a multi-level anti-collision fender applicable to the present invention, comprising the following steps:

[0016] Step 1: When the ship collides with the fender while docking, the buffer head moves towards the base, which in turn moves the connecting block, the first movable plate, the rack and pinion and the first hinge towards the base. This transfers the impact force to the second hinge through the first connecting rod. The second hinge moves along the sliding rod, and the impact force is transferred to the second spring. The second spring is compressed, and part of the impact force drives the gear set, the second connecting rod and the first rope winding disc to rotate through the rack, thereby lengthening the elastic rope.

[0017] Step 2: After the vessel leaves the shore, the reset device detects no pressure and pushes the second movable plate along the fixed frame away from the base. The second movable plate then sequentially drives the second hinge, the first connecting rod, and the first hinge to move away from the base, thereby driving the rack to move away from the base. After the rack and the first movable plate are pressed together, the first spring is compressed. The rack then sequentially drives the gear set, the second connecting rod, and the first rope winding disc to rotate, thereby causing the elastic rope to retract to its original length. When the reset device detects that the pressure has reached the set value, it stops pushing and retracts towards the base to the initial position. The first spring pushes the first movable plate to translate towards the base, causing the rack and gear set to rotate. The rack is translated a distance towards the base by the elastic force generated by the first spring.

[0018] Step 3: When the ship docks, the electronic probe monitors the ship's draft and speed in real time. When the weight of the docking ship exceeds 1000 tons and the speed exceeds 3m / s, the motor controls the gear adjuster to move away from the rack, and the motor simultaneously controls the second connecting rod to rise and move towards the rack. When the weight of the docking ship is less than 1000 tons and the speed is less than 3m / s, the motor controls the second connecting rod to fall and move away from the rack, and the motor controls the gear adjuster to move towards the rack. When the docking ship is in other states, the motor controls the second connecting rod, thereby engaging the first gear with the rack.

[0019] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0020] 1. The fender designed in this invention can absorb high-energy impacts faster and more effectively than traditional rubber fenders when dealing with overloaded or overspeeded ships approaching shore, thus ensuring the safety of the ship during a collision.

[0021] 2. In the event of a collision between the ship's hull and other vessels or bridge piers, the anti-collision effect of the fender designed in this invention can be controlled in real time by a probe installed on the outside of the fender, and different anti-collision effects can be set for different vessels.

[0022] 3. When the fender designed in this invention is working normally, the spring compresses the displacement plate to eliminate the gap between the rack and gear. When facing an impact, the internal parts will not produce rigid collisions, and the force can be smoothly transmitted to the elastic rope, resulting in a longer service life.

[0023] 4. The fenders designed in this invention are installed in the form of components, and the easy-to-disassemble structure makes it convenient for people to perform regular maintenance and replacement of the fenders.

[0024] 5. Electronic probes can save data when ships dock, which is beneficial for the safety management of the dock and helps to improve problems such as overloading and speeding of ships.

[0025] 6. The elastic rope and other devices designed in this invention are located inside the fender, avoiding direct sunlight exposure, which can slow down the aging rate of the elastic rope. When workers are inspecting, they can remove the damaged elastic rope and take out the spare elastic rope stored in the second rope reel for direct use, thereby increasing the service life of the fender. At the same time, it also makes it easier for workers to replace the elastic rope on the fender.

[0026] 7. When the elastic rope inside the fender designed in this invention is stretched, it gradually generates tension to slow down the rotation of the internal gears, thereby gradually increasing the force of the fender on the hull. The multi-position gear inside the fender can control the rate of change of the fender reaction force, which can effectively protect the hull from deformation and achieve the design requirements of low reaction force and high energy absorption of the fender. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall external structure of the present invention.

[0028] Figure 2 This is a schematic diagram of the internal structure of the fixed frame.

[0029] Figure 3 This is a magnified view of a portion of the gear adjustment mechanism.

[0030] Figure 4 This is a magnified view of a portion of the displacement plate and rack.

[0031] The image shows:

[0032] 1. Buffer head; 2. Connecting block; 3. First spring; 4. First movable plate; 5. Displacement plate; 6. Rack; 7. First gear; 8. Second spring; 9. Slide rod; 10. Second movable plate; 11. Reset device; 12. Second hinge seat; 13. First connecting rod; 14. First hinge seat; 15. Second gear; 16. Third gear; 17. First rope winding reel; 18. Motor; 19. Second connecting rod; 20. Second rope winding reel; 21. Gear adjuster; 22. Braking device; 23. Elastic rope; 24. Fixing frame; 25. Base; 26. Electronic probe. Detailed Implementation

[0033] The advantages and features of the present invention will be illustrated and explained by the following non-limiting description of preferred embodiments, which are given by way of example only with reference to the accompanying drawings.

[0034] like Figure 1As shown, this invention provides a multi-level anti-collision fender, including a base 25, which is vertically arranged and fixedly connected to a base body, which can be a bridge pier or a shoreline. The base 25 is used to fix the entire fender. A fixing frame 24 is horizontally arranged and fixedly connected to the base 25. The fixing frame 24 is a hollow cuboid, used to fix the internal components and protect them from external wear. The fixing frame 24 adopts a double-layer structure: the outer layer is made of corrosion-resistant elastic material, and the inner layer is made of rigid material to ensure the stability and reliability of the internal structure. An electronic probe 26 is fixedly connected to the side of the fixing frame 24 perpendicular to the base 25, used to identify and record data such as the weight and speed of ships approaching the shore.

[0035] like Figure 2 As shown, the multi-level anti-collision fender provided by the present invention also includes a buffer head 1, which is fixedly connected to a connecting block 2. The buffer head 1 is used for direct contact with the ship. The connecting block 2 is located on the side away from the base 25 and extends into the fixed frame 24 and is fixedly connected to the first movable plate 4. The connecting block 2 is perpendicular to the base 25 and movably connected to the fixed frame 24. The connecting block 2 is used to connect the buffer head 1 and the internal structure of the fixed frame 24. The connecting block 2 is made of rigid material. Preferably, the buffer head 1 is hemispherical and made of rubber material. The first movable plate 4 contacts the rack 6. A first spring 3 is provided between the first movable plate 4 and the fixed frame 24. The first spring 3 is parallel to the connecting block 2, with one end fixedly connected to the first movable plate 4 and the other end fixedly connected to the fixed frame 24. The side of the fixed frame 24 fixedly connected to the first spring 3 is the side away from the base 25. Preferably, as Figure 4As shown, a displacement plate 5 is also provided between the first movable plate 4 and the rack 6, and the displacement plate 5 is fixedly connected to the rack 6. The displacement plate 5 is parallel to the base 25, and the displacement plate 5 is initially in contact with the first movable plate 4. The displacement plate 5 is used to transmit the force between the rack 6 and the first movable plate 4. The displacement plate 5 is made of elastic material to reduce the damage caused by the collision between the rack 6 and the first movable plate 4. The first movable plate 4 is movably connected to the fixed frame 24 through a sliding groove. The first movable plate 4 is used to transmit the force between the displacement plate 5 and the first spring 3. The first movable plate 4 is made of rigid material. The two ends of the first spring 3 are fixedly connected to the fixed frame 24 and the first movable plate 4, respectively. The first spring 3 is used to provide elastic force during reset, thereby eliminating the gap between the rack 6 and the gear set caused by reverse rotation. The elastic force provided by the first spring 3 should exceed the sum of the friction force generated inside the fixed frame 24 and the thrust generated by the second spring 8. The rack 6 is perpendicular to the base 25, with one end fixedly connected to the displacement plate 5 away from the base 25, and the other end connected to the first hinge seat 14. The rack 6 also meshes with a gear set, which transmits force to the gear set, converting linear motion into rotation. The gear set and rack 6 are used to smoothly transmit the impact force to the second connecting rod 19. The gear set includes a first gear 7, a second gear 15, and a third gear 16. The second connecting rod 19 is vertically arranged, with both ends slidably connected to the fixed frame 24 and the motor 18, respectively. From top to bottom, the second connecting rod 19 is arranged with the third gear 16, the first gear 7, the second gear 15, and the first rope winding disc 17. The number of teeth on the second gear 15, the first gear 7, and the third gear 16 increases sequentially. The fewer teeth on the gear meshing with the rack 6, the faster the fender absorbs impact energy. The second connecting rod 19 transmits the force of the gear set to the first rope take-up reel 17. The second connecting rod 19 is made of rigid material. The motor 18 is fixedly connected to the fixed frame 24 on the side away from the second connecting rod 19. The motor 18 is used to control the raising and lowering of the second connecting rod 19 to switch the gears meshing with the rack 6, thereby adjusting the speed at which the fender absorbs energy. The motor 18 is generally rectangular, with its length perpendicular to the base 25. The second connecting rod 19 is located at the end of the motor 18 near the base 25. A braking device 22 is fixedly connected to the end of the motor 18 away from the base 25. The second rope take-up reel 20 is detachably mounted on the braking device 22. Elastic ropes 23 are sleeved on the first rope take-up reel 17 and the second rope take-up reel 20. The two ends of the elastic ropes 23 are fixedly connected to the first rope take-up reel 17 and the second rope take-up reel 20, respectively. The elastic ropes 23 are used to absorb the energy generated by the impact. The first rope take-up reel 17 and the second rope take-up reel 20 are at the same horizontal height. The braking device 22 is electrically connected to the motor 18, and the motor 18 controls the braking device 22 to be fixed or rotated. The braking device 22 is used to fix the second winding reel 20 so that it does not rotate. Preferably, as Figure 3As shown, a gear adjuster 21 is also provided between the first rope reel 17 and the second rope reel 20. The gear adjuster 21 is vertically arranged and slidably connected to the motor 18. A waist-shaped hole is opened at the corresponding position where the motor 18 is connected to the gear adjuster 21. The waist-shaped hole is perpendicular to the elastic rope 23. The gear adjuster 21 can slide along the waist-shaped hole to adjust the tension of the elastic rope 23, and ultimately control the amount of energy that the fender can absorb. The gear adjuster 21 is composed of a connecting rod and a pulley. The connecting rod is slidably connected to the motor 18, and the pulley is in contact with the elastic rope 23.

[0036] The electronic probe 26 is electrically connected to the motor 18 and gear adjuster 21 inside the fixed frame 24, and is used to control the motor 18 and gear adjuster 21.

[0037] At the same horizontal level, a first hinge seat 14 is horizontally hinged to a rack 6. Two horizontally positioned first connecting rods 13 are hinged to the first hinge seat 14 near the base 25. The other ends of the two first connecting rods 13 are respectively hinged to a second horizontal hinge seat 12. A slide rod 9, perpendicular to the rack 6, is movably connected inside the second hinge seat 12. A second spring 8 is parallel to the slide rod 9, and its two ends are fixedly connected to the fixed frame 24 and the second hinge seat 12, respectively. The second spring 8 is used to prevent rigid collisions between the reset device 11 and the rack 6 during reset. The elastic force provided by the second spring 8 should be greater than the total frictional force inside the fixed frame 24. Simultaneously, the second spring 8 can also absorb some of the energy generated by the impact. A limit plate is fixedly connected to the end of the slide rod 9 away from the fixed frame 24. The limit plate is fixedly connected to a second movable plate 10, which is parallel to the base 25 and movably connected to the fixed frame 24 via a sliding groove. The second movable plate 10 is made of rigid material. The second hinge seat 12 is slidably connected to the second movable plate 10. The reset device 11 is set perpendicular to the base 25, with one end fixedly connected to the base 25 and the other end fixedly connected to the second movable plate 10. The reset device 11 is used to adjust the interior of the fixed frame 24 to the initial state after the ship leaves.

[0038] The present invention also provides a working method applicable to the multi-level anti-collision fender described in the present invention, comprising the following steps:

[0039] Step 1: When the ship collides with the fender at the shore, the buffer head 1 moves towards the base 25, and the impact force is transmitted to the connecting block 2. The connecting block 2 moves towards the inside of the fixed frame 24, and the impact force is transmitted to the first movable plate 4. The first movable plate 4 moves towards the base 25, and the impact force is transmitted to the rack 6. The rack 6 moves towards the base 25, and the impact force is transmitted to the gear set. The gear set rotates with the displacement of the rack 6, and the impact force is transmitted to the second connecting rod 19 as the gear set rotates. The second connecting rod 19 rotates, and the impact force is transmitted to the first rope winding reel 17. The first rope winding reel 17 rotates with the gear set through the second connecting rod 19, and the impact force is transmitted to the elastic rope 23. The impact energy is absorbed by the elastic rope 23, and the elastic rope 23 is stretched. The second rope winding reel 20 remains fixed. The rack 6 transmits part of the impact force to the first hinge 14, which moves toward the base 25. The impact force is transmitted to the second hinge 12 through the first connecting rod 13. The second hinge 12 moves along the slide rod 9, and the impact force is transmitted to the second spring 8. Part of the impact energy is absorbed by the second spring 8, which is compressed. The second movable plate 10 remains fixed and does not absorb energy.

[0040] Step 2: After the ship leaves the shore, the reset device 11 detects no pressure and pushes the second movable plate 10 to move away from the base 25 along the fixed frame 24. The second movable plate 10 then drives the second hinge 12, the first connecting rod 13, and the first hinge 14 to move away from the base 25 in sequence, thereby driving the rack 6 to move away from the base 25. After the rack 6 and the first movable plate 4 are squeezed, the first spring 3 is compressed. The rack 6 then drives the gear set, the second connecting rod 19, and the first rope winding disc 17 to rotate in sequence, thereby causing the elastic rope 23 to retract to its original length. At this time, the elastic force generated by the first spring 3 should be greater than the sum of the pressure generated by the second spring 8 and the friction force of the internal components. When the reset device 11 detects that the pressure has reached the set value, it stops pushing to prevent the fender from malfunctioning and damaging the ship that has not yet left. The reset device 11 retracts to the initial position towards the base 25. At this time, the first spring 3 is in a compressed state. The first spring 3 pushes the first movable plate 4 to move horizontally towards the base 25, which drives the rack 6 and the gear set to rotate. The rack 6 is moved horizontally towards the base 25 by the elastic force generated by the first spring 3. At this time, the gap between the rack 6 and the gear set caused by the change of rotation direction is eliminated. The gap between the first hinge seat 14 and the second hinge seat 12 caused by displacement is eliminated. The inside of the fixed frame 24 is in a compact state. When the fender encounters an impact, there will be no rigid collision inside, which extends the service life of the fender.

[0041] Step 3: When the ship docks, the electronic probe 26 will monitor the ship's draft and speed in real time to calculate the energy generated by the impact. When the weight of the docking ship exceeds 1000 tons and the speed exceeds 3m / s (the speed of the ship relative to the shore), the motor 18 controls the gear adjuster 21 to move away from the rack 6. The gear adjuster 21 pulls out more elastic rope 23 from the second rope reel 20. At this time, the elastic rope 23 can absorb more energy. The motor 18 simultaneously controls the second connecting rod 19 to lift and move towards the rack 6, so that the second gear 15 with the fewest teeth meshes with the rack 6. The second gear 15 has the fewest teeth, and when the rack 6 moves, the second gear 15 rotates the most times, absorbing the energy generated by the impact the fastest. It can quickly absorb the energy generated by the collision between the ship and the fender, effectively protecting the ship and the dock facilities. When a vessel docking weighs less than 1000 tons and has a speed less than 3 m / s (the speed relative to the shore), motor 18 controls the second connecting rod 19 to descend and move away from rack 6, thereby engaging the third gear 16 with rack 6. The third gear 16 has the most teeth, and when rack 6 moves, the third gear 16 rotates the fewest times. Simultaneously, motor 18 controls the gear adjuster 21 to move towards rack 6, slowly absorbing the energy generated by the impact and reducing the impact on the vessel's surface, effectively protecting the vessel and dock facilities. When the docked vessel is in other states, motor 18 controls the second connecting rod 19, thereby engaging the first gear 7 with rack 6. The first gear 7 has a moderate number of teeth, and when rack 6 moves, the first gear 7 rotates a moderate number of times, resulting in moderate energy absorption efficiency and effectively protecting the vessel and dock facilities.

[0042] In addition to the above embodiments, this application may have other implementation methods. All technical solutions formed by equivalent substitution or equivalent transformation fall within the protection scope claimed by this application.

Claims

1. A multi-stage anti-collision fender, comprising a base (25) arranged vertically and fixedly connected with a base body, characterized in that: The utility model also includes hollow cuboid type fixed frame (24) which is horizontally arranged and fixedly connected with the base (25), and also includes buffer head (1) which is arranged on the side far from the base (25) and movably connected with the fixed frame (24) through the connecting block (2), the connecting block (2) is vertically arranged on the base (25) and one end is fixedly connected with the buffer head (1), and the other end extends to the inside of the fixed frame (24) and is fixedly connected with the first movable plate (4), the inside of the fixed frame (24) is sequentially provided with the first spring (3), the first movable plate (4), the rack (6), the first hinge seat (14), the first connecting rod (13), the second hinge seat (12), the second movable plate (10) and the reset device (11) from the side far from the base (25) to the side close to the base (25), the both ends of the first spring (3) are fixedly connected with the fixed frame (24) and the first movable plate (4) respectively, the first movable plate (4) is movably connected with the fixed frame (24) through the sliding slot and is in contact with the rack (6), the rack (6) is vertically arranged on the base (25) and the other end is hingedly connected with the horizontally arranged first hinge seat (14), the rack (6) is also engaged with the gear set, the gear set is sleeved on the upper end of the second connecting rod (19) which is vertically arranged and slidably connected with the fixed frame (24) and the motor (18) respectively, the first rope winding disc (17) is sleeved on the lower end of the second connecting rod (19), the motor (18) is fixedly connected with the side of the fixed frame (24) far from the second connecting rod (19), the motor (18) is in the shape of cuboid as a whole, and the length direction is perpendicular to the base (25), the second connecting rod (19) is arranged on the side of the motor (18) close to the base (25), the side of the motor (18) far from the base (25) is fixedly connected with the brake device (22), and the second rope winding disc (20) is detachably installed on the brake device (22), the elastic rope (23) is sleeved on the first rope winding disc (17) and the second rope winding disc (20), and the first rope winding disc (17) and the second rope winding disc (20) are at the same horizontal height, the brake device (22) and the second connecting rod (19) are electrically connected with the motor (18), the first hinge seat (14) is hingedly connected with two horizontally arranged first connecting rods (13) close to the base (25), the other ends of the two first connecting rods (13) are respectively hingedly connected with one horizontally arranged second hinge seat (12), the second hinge seat (12) is also connected with the second movable plate (10) which is arranged parallel to the base (25) and movably connected with the fixed frame (24) through the sliding slot, and the second movable plate (10) is also fixedly connected with the reset device (11) which is vertically arranged on the base (25) and one end is fixedly connected with the base (25).

2. A multi-stage crash cushion as defined in claim 1, wherein: The second hinge seat (12) is slidably connected with the second movable plate (10), the inside of the second hinge seat (12) is movably connected with the slide rod (9) which is vertically arranged on the rack (6), one end of the slide rod (9) far from the fixed frame (24) is fixedly connected with the limiting plate, and the limiting plate is fixedly connected with the second movable plate (10).

3. A multi-stage crash cushion as defined in claim 2, wherein: The gear set comprises a first gear (7), a second gear (15) and a third gear (16), the second connecting rod (19) is sequentially provided with the third gear (16), the first gear (7), the second gear (15) and the first rope winding disc (17) from top to bottom, and the second gear (15), the first gear (7) and the third gear (16) have gear teeth increasing in turn.

4. A multi-stage crash cushion according to claim 3, wherein: The first rope winding disc (17) and the second rope winding disc (20) are further provided with a gear position adjuster (21) vertically arranged and in sliding connection with the motor (18), the motor (18) is provided with a waist-shaped hole at a corresponding position, and the waist-shaped hole is perpendicular to the elastic rope (23).

5. A multi-stage fender as claimed in claim 4, wherein: The gear position adjuster (21) is composed of a connecting rod and a pulley, the connecting rod is in sliding connection with the motor (18), and the pulley is in contact with the elastic rope (23).

6. A multi-stage crash cushion as defined in claim 4, wherein: The fixed frame (24) is further connected with an electronic probe (26) on a side perpendicular to the base (25), and the electronic probe (26) is electrically connected with the motor (18) and the gear position adjuster (21) respectively.

7. A multi-stage crash cushion as defined in claim 6, wherein: The second spring (8) parallel to the sliding rod (9) is arranged between the second hinge base (12) and the fixed frame (24), and the two ends of the second spring (8) are fixedly connected with the second hinge base (12) and the fixed frame (24) respectively.

8. A multi-stage crash cushion according to claim 7, wherein: The displacement plate (5) parallel to the base (25) and made of elastic material is further arranged between the first movable plate (4) and the rack (6), and the displacement plate (5) is fixedly connected with the rack (6).

9. A multi-stage crash cushion according to claim 7, wherein: The fixed frame (24) has a double-layer structure, the outer layer is made of corrosion-resistant elastic material, the inner layer is made of rigid material, and the buffer head (1) is in a hemispherical shape and made of rubber material.

10. A method of use of a multi-stage crash cushion according to claim 8 or 9, characterized in that: The method comprises the following steps: When the ship collides with the fender, the buffer head (1) is displaced towards the base (25), sequentially driving the connecting block (2), the first movable plate (4), the rack (6) and the first hinge base (14) to be displaced towards the base (25), so that the impact force is transmitted to the second hinge base (12) through the first connecting rod (13), the second hinge base (12) is displaced along the sliding rod (9), the impact force is transmitted to the second spring (8), the second spring (8) is compressed, and part of the impact force drives the gear set, the second connecting rod (19) and the first rope winding disc (17) to rotate in turn, so that the elastic rope (23) is lengthened. Step two, when the ship leaves the shore, the reset device (11) detects no pressure, and pushes the second movable plate (10) to move away from the base (25) along the fixed frame (24), the second movable plate (10) in turn drives the second hinge base (12), the first connecting rod (13) and the first hinge base (14) to move away from the base (25), thereby driving the rack (6) to move away from the base (25), after the rack (6) is extruded with the first movable plate (4), the first spring (3) is compressed, the rack (6) in turn drives the gear set, the second connecting rod (19) and the first winding disc (17) to rotate, thereby driving the elastic rope (23) to shrink back to the original length; When the reset device (11) detects that the pressure reaches the set value, it stops pushing, and the reset device (11) is retracted to the initial position towards the base (25), the first spring (3) pushes the first movable plate (4) to translate towards the base (25), driving the rack (6) and the gear set to rotate, and the rack (6) is translated a distance towards the base (25) by the elastic force generated by the first spring (3); Step three, when the ship is docked, the electronic probe (26) detects the draft and speed of the ship in real time, when the weight of the docked ship exceeds 1000 tons and the speed exceeds 3m / s, the motor (18) controls the gear position regulator (21) to move away from the rack (6), and the motor (18) controls the second connecting rod (19) to lift and move towards the rack (6) at the same time; When the weight of the docked ship is less than 1000 tons and the speed is less than 3m / s, the motor (18) controls the second connecting rod (19) to descend and move away from the rack (6), and the motor (18) controls the gear position regulator (21) to move towards the rack (6); When the docked ship is in other states, the motor (18) controls the second connecting rod (19), so that the first gear (7) is engaged with the rack (6).

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