Ship-shore trestle front-end supporting leg capable of adapting to transverse shaking of ship

Abstract

The invention relates to a ship shore trestle front-end supporting leg capable of adapting to transverse shaking of a ship, and relates to the technical field of large-span trestles for ships, the ship shore trestle front-end supporting leg comprises a plurality of adjusting supporting legs, the adjusting supporting legs are fixed to the two sides of a trestle, and supporting components are arranged at the bottom ends of the adjusting supporting legs; a hydraulic component adapting to shaking of the ship is further arranged in the adjusting supporting leg, the supporting component can adapt to the hydraulic component moving up and down in a self-adaptive mode, pressure self-balancing assemblies are arranged among the multiple self-adaptive adjusting supporting legs in a communicating mode, and the pressure self-balancing assemblies balance the self-balancing force of the multiple supporting leg components. The problem that when an existing shore-to-ship trestle swings transversely under the action of waves, supporting points on the two sides of the front end of the trestle and a ship deck are not attached for supporting all the time, and consequently the structure of the trestle is damaged is solved.

Description

Technical Field

[0001] The present application relates to the field of large-span ship trestle technology, and in particular to a front end support leg of a ship-to-shore trestle which can adapt to the lateral shaking of a moored ship. Background Art

[0002] When designing a long-span pier for ships, engineers need to take into account the poor sea conditions that the dock may face. In bad sea conditions, the ship may sway laterally, which will challenge the structural stability of the pier.

[0003] Especially when one end of the pier is fixedly connected to the ship, the outrigger support at the other end will be subjected to a large lateral force, causing the outrigger at the other end to be suspended in the air, which may cause uneven force on the pier structure and further cause damage. Summary of the invention

[0004] In order to solve the problem that when the ship is shaken by waves, the front side support points of the existing shore-to-ship trestle are always not in close contact with the ship deck, causing damage to the trestle structure, the present application provides a front end support leg of the ship-to-shore trestle that can adapt to the lateral shaking of the moored ship.

[0005] The present application provides a front end support leg of a ship-to-shore trestle bridge that can adapt to the lateral shaking of a moored ship, and adopts the following technical solution:

[0006] A front end support leg of a ship-to-shore trestle that can adapt to the lateral shaking of a moored ship comprises a plurality of adjustment legs, wherein the adjustment legs are fixed on both sides of the trestle, a support component is arranged at the bottom end of the adjustment leg, a driving component for driving the support component to move up and down is also arranged inside the adjustment leg, a pressure balancing component is arranged between the plurality of adjustment legs, and the pressure balancing component balances the self-balancing force of the plurality of driving components.

[0007] Optionally, the supporting component includes a connecting component, the top end of the connecting component is fixedly connected to the movable end of the driving component, and the bottom end of the connecting component is provided with a universal wheel.

[0008] Optionally, the connecting assembly includes a first connecting plate, the bottom end of the first connecting plate is fixedly connected to the universal wheel, and the top end of the first connecting plate is fixedly connected to the movable end of the driving component.

[0009] Optionally, the driving component includes a driving cylinder, a driving piston is slidably connected to the inside of the driving cylinder, the bottom end of the driving piston extends from the inside of the driving cylinder, the driving cylinder and the top of the driving piston form a pressure chamber, and the pressure chamber is relatively connected to the pressure balance assembly.

[0010] Optionally, a basic arm is sleeved on the outer side of the driving cylinder, the driving cylinder is connected to the basic arm, a telescopic arm is slidably connected below the basic arm, and the telescopic arm is connected to the driving piston.

[0011] Optionally, the inner diameters of the multiple driving cylinders connected to the pressure balancing assembly are the same.

[0012] Optionally, the driving cylinder is hinged to the basic arm, and the hinge axis between the driving cylinder and the basic arm is perpendicular to the width of the pier; the driving piston is hinged to the telescopic arm, and the hinge axis between the driving piston and the telescopic arm is perpendicular to the pier.

[0013] Optionally, an elastic member is sleeved on the outer side of the driving piston, one end of the elastic member abuts against the bottom end of the driving cylinder, and the other end of the elastic member abuts against the bottom end of the driving piston.

[0014] Optionally, the pressure balancing assembly includes a balancing oil pipe, both ends of which are respectively connected to two driving cylinders, and the balancing oil pipe balances the internal pressures of the two connected driving cylinders.

[0015] Optionally, a connecting joint is fixedly connected to the side wall of the driving cylinder, one end of the connecting joint is communicated with the interior of the driving cylinder, and the other end of the connecting joint is communicated with the interior of the balancing oil pipe.

[0016] In summary, the present application includes at least one of the following beneficial technical effects:

[0017] 1. The principle of equal force on two connected hydraulic cylinders of the same inner diameter is adopted, and sufficient stroke is designed according to needs to adapt to the amplitude of the ship's mooring roll.

[0018] 2. The combination of cylindrical helical compression spring and hydraulic cylinder is adopted to mitigate the roll impact and reduce the difficulty and weight of the trestle structure design.

[0019] 3. Solve the problem of uneven lateral force on one end (simply supported end) of the ship trestle, greatly simplifying the design difficulty and weight of the trestle when the ship swings sideways. According to the use environment and design parameters of the trestle, select the appropriate hydraulic cylinder diameter, stroke, and pipe diameter connecting the two cylinders. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the usage status of the front end legs of a ship-to-shore trestle that can adapt to the lateral shaking of a moored ship in an embodiment of the present application.

[0021] Figure 2 It is a structural schematic diagram of the front end legs of a ship-to-shore trestle that can adapt to the lateral shaking of a moored ship in an embodiment of the present application.

[0022] Figure 3 It is a structural schematic diagram of a driving component of a front end leg of a ship-to-shore trestle that can adapt to the lateral shaking of a moored ship in an embodiment of the present application.

[0023] Figure 4 It is a structural schematic diagram of an adjustable support leg of a front end support leg of a ship-to-shore trestle that can adapt to the lateral shaking of a moored ship in an embodiment of the present application.

[0024] Explanation of the reference numerals: 1. trestle; 2. adjusting legs; 3. driving component; 31. driving cylinder; 311. connecting joint; 32. driving piston; 33. basic arm; 34. telescopic arm; 35. spring; 4. supporting component; 41. connecting plate; 42. universal wheel; 5. pressure balancing assembly; 51. balancing oil pipe. DETAILED DESCRIPTION

[0025] When designing a long-span pier for ships, engineers need to take into account the poor sea conditions that the dock may face. In bad sea conditions, the ship may sway laterally, which will challenge the structural stability of the pier.

[0026] Especially when one end of the pier is fixedly connected to the ship, the outrigger support at the other end will be subjected to a large lateral force, causing the outrigger at the other end to be suspended in the air, which may cause uneven force on the pier structure and further cause damage.

[0027] In order to more clearly understand the above-mentioned purpose, features and advantages of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0028] In order to solve the problem that when the ship is shaken by waves, the front side support points of the existing shore-to-ship trestle are always not in close contact with the ship deck, causing damage to the trestle structure, the present application provides a front end support leg of the ship-to-shore trestle that can adapt to the lateral shaking of the moored ship.

[0029] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited to the specific embodiments disclosed below.

[0030] The following is combined with Figure 1-4 This application is described in further detail.

[0031] The present application embodiment discloses a front end support leg of a ship-to-shore trestle bridge that can adapt to the lateral shaking of a moored ship. Figure 1 , Figure 2A front leg of a ship-to-shore trestle that can adapt to the lateral shaking of a moored ship includes an adjustment leg 2 located at the front end of a trestle 1, and the adjustment leg 2 is fixedly connected to the trestle 1. The adjustment leg 2 includes a driving component 3 fixedly connected to the trestle 1, and a supporting component 4 is arranged at the bottom end of the driving component 3. The driving component 3 can drive the supporting component 4 to move up and down along the height direction, thereby adjusting the height of the supporting component 4 to support different heights of the ground.

[0032] A pressure balancing component 5 is disposed between two opposite driving components 3, and the pressure balancing component 5 is relatively connected to the driving source inside the driving component 3, and the pressure of the driving source inside the two driving components 3 is balanced by the pressure balancing component 5, so that the forces on the two adjustment legs 2 are kept consistent.

[0033] Reference Figure 2 , Figure 3 The driving component 3 includes a driving oil cylinder 31, and the inner diameters of the plurality of driving oil cylinders 31 are the same. A driving piston 32 is substantially disposed at the bottom end of the driving oil cylinder 31. The piston end of the driving piston 32 is disposed inside the driving oil cylinder 31 and is relatively slidably connected thereto. The piston rod of the driving piston 32 extends downward from the inside of the driving oil cylinder 31. The top end of the piston end of the driving piston 32 and the inside of the driving oil cylinder 31 form a pressure chamber for storing pressure oil.

[0034] A basic arm 33 is sleeved on the outside of the driving cylinder 31, and the basic arm 33 is fixedly connected to the side wall of the trestle 1. A telescopic arm 34 is slidably connected inside the basic arm 33. The top of the driving cylinder 31 is hinged to the basic arm 33, and the hinge axis of the driving cylinder 31 and the basic arm 33 is perpendicular to the width of the trestle 1. The bottom end of the driving piston 32 is hinged to the inner side wall of the telescopic arm 34, and the hinge axis of the driving piston 32 and the telescopic arm 34 is perpendicular to the trestle 1. When the driving cylinder 31 drives the driving piston 32 to move, the basic arm 33 and the telescopic arm 34 are synchronously extended and retracted.

[0035] A spring 35 is sleeved on the outer side of the driving piston 32, the top end of the spring 35 abuts against the bottom wall of the driving cylinder 31, and the bottom end of the spring 35 abuts against the hinge point between the driving piston 32 and the telescopic arm 34. The spring 35 can reduce the roll impact and reduce the difficulty of designing the pier 1.

[0036] Reference Figure 2 , Figure 4 The supporting component 4 includes a connecting plate 41 fixedly connected to the bottom end of the telescopic arm 34. The connecting plate 41 is horizontally arranged, and a universal wheel 42 is fixedly connected to the bottom end of the connecting plate 41. The universal wheel 42 can drive the structure thereon to move.

[0037] Reference Figure 1 , Figure 3 The pressure balancing assembly 5 includes a balancing oil pipe 51 located between two opposite driving cylinders 31. A connecting joint 311 is fixedly connected to the side wall of the pressure cylinder at a position relative to the balancing oil pipe 51. One end of the connecting joint 311 is relatively connected to the interior of the pressure cylinder, and the other end of the connecting joint 311 is fixedly connected to the balancing oil pipe 51 and is relatively connected, so that the pressure inside the two adjacent driving cylinders 31 is balanced through the balancing oil pipe 51.

[0038] During operation, the oil in the two driving cylinders 31 is filled to half of the stroke of the driving cylinders 31. When the ship deck is tilted, the force on the adjusting leg 2 at the higher end of the deck increases, while the force on the adjusting leg 2 at the lower end decreases. At this time, the oil flows to the lower end, so that the forces on the two adjusting legs 2 remain basically the same.

[0039] In this application, the term "plurality" means at least two or more than two, unless otherwise clearly defined. The terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0040] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "specific embodiments", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

Claims

1. A front end support leg of a ship-to-shore trestle bridge capable of adapting to the lateral shaking of a moored ship, characterized in that: The invention comprises a plurality of adjusting legs (2), wherein the adjusting legs (2) are fixed on both sides of a trestle (1), a supporting component (4) is arranged at the bottom end of the adjusting legs (2), a driving component (3) for driving the supporting component (4) to move up and down is also arranged inside the adjusting legs (2), and a pressure balancing component (5) is arranged between the plurality of adjusting legs (2), and the pressure balancing component (5) balances the self-balancing force of the plurality of driving components (3).

2. The front end support leg of the ship-to-shore trestle bridge capable of adapting to the lateral shaking of the ship when moored according to claim 1 is characterized in that: The supporting component (4) comprises a connecting assembly, the top end of which is fixedly connected to the movable end of the driving component (3), and the bottom end of which is provided with a universal wheel (42).

3. The front end support leg of the ship-to-shore trestle bridge capable of adapting to the lateral shaking of the ship when moored according to claim 2 is characterized in that: The connection assembly comprises a first connection plate (41), the bottom end of the first connection plate (41) is fixedly connected to the universal wheel (42), and the top end of the first connection plate (41) is fixedly connected to the movable end of the driving component (3).

4. The front end support leg of the ship-to-shore trestle bridge capable of adapting to the lateral shaking of the ship when moored according to claim 1 is characterized in that: The driving component (3) comprises a driving cylinder (31), the interior of the driving cylinder (31) is slidably connected with a driving piston (32), the bottom end of the driving piston (32) protrudes from the interior of the driving cylinder (31), and a pressure chamber is formed between the driving cylinder (31) and the top of the driving piston (32), and the pressure chamber is relatively connected to the pressure balance component (5).

5. The front end support leg of the ship-to-shore trestle bridge capable of adapting to the lateral shaking of the ship when moored according to claim 4 is characterized in that: A basic arm (33) is sleeved on the outer side of the driving oil cylinder (31), the driving oil cylinder (31) is connected to the basic arm (33), a telescopic arm (34) is slidably connected below the basic arm (33), and the telescopic arm (34) is connected to the driving piston (32).

6. The front end support leg of the ship-to-shore trestle bridge capable of adapting to the lateral shaking of the ship as claimed in claim 4 is characterized in that: The inner diameters of the plurality of driving cylinders (31) connected to the pressure balancing assembly (5) are the same.

7. The front end support leg of the ship-to-shore trestle bridge capable of adapting to the lateral shaking of the ship when moored according to claim 5 is characterized in that: The driving cylinder (31) is hingedly arranged with the basic arm (33), and the hinge axis of the driving cylinder (31) and the basic arm (33) is perpendicular to the width of the trestle (1); the driving piston (32) is hingedly arranged with the telescopic arm (34), and the hinge axis of the driving piston (32) and the telescopic arm (34) is perpendicular to the trestle (1).

8. The front end support leg of the ship-to-shore trestle bridge capable of adapting to the lateral shaking of the ship when moored according to claim 4 is characterized in that: An elastic member is sleeved on the outer side of the driving piston (32), one end of the elastic member abuts against the bottom end of the driving oil cylinder (31), and the other end of the elastic member abuts against the bottom end of the driving piston (32).

9. The front end support leg of the ship-to-shore trestle bridge capable of adapting to the lateral shaking of the ship when moored according to claim 4 is characterized in that: The pressure balancing component (5) comprises a balancing oil pipe (51), the two ends of which are respectively connected to two driving oil cylinders (31), and the balancing oil pipe (51) balances the internal pressures of the two connected driving oil cylinders (31).

10. The front end support leg of the ship-to-shore trestle bridge capable of adapting to the lateral shaking of the ship when moored according to claim 9, characterized in that: A connecting joint (311) is fixedly connected to the side wall of the driving oil cylinder (31), one end of the connecting joint (311) is in communication with the interior of the driving oil cylinder (31), and the other end of the connecting joint (311) is in communication with the interior of the balancing oil pipe (51).

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