A shock-absorbing and stable cargo carrying rack for ocean-going cargo ships

Abstract

The present application relates to the technical field related to ship transportation, and discloses a shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships. In order to solve the problem that cargo is difficult to place stably during shipping and cargo is easy to fall off when the hull is bumpy, the storage box is movably installed on the support frame through a limit frame. When the transposition cylinder pushes the support frame from a vertical state to a horizontal state, the storage box is deflected on the support frame through the limit frame, so that the opening of the storage box is always facing upward. The storage boxes in the horizontal state of the support frame are at the same height, which makes it easier to place cargo. During transportation, if the hull shakes due to environmental factors, the storage box uses the limit frame to swing on the support frame, thereby achieving a shaking buffer for the cargo, preventing the cargo from falling off the storage box due to the violent shaking of the hull, and finally achieving the effect of facilitating loading and shaking shock absorption.

Description

Technical Field

[0001] The present application relates to the technical field related to ship transportation, and in particular to a shock-absorbing and stable cargo carrying and placing rack for ocean-going cargo ships. Background Art

[0002] Shipping is an important mode of transportation that uses ships as carriers to transport passengers or bulk goods through a vast waterway network. In terms of cargo transportation, it is common to carefully place the goods on specific cargo racks to ensure safety and stability during transportation. However, the existing cargo rack designs are mostly based on vertical columns supplemented by multiple layers of horizontal support plates. While this structure increases storage capacity, it also brings a series of challenges.

[0003] Specifically, the current design of cargo racks, with its multi-layer support plates, can effectively place cargo in layers. However, as the cargo stacking height increases, operators face many inconveniences when lifting cargo to the upper floors. Not only does the labor intensity increase, but it is also difficult to ensure the accuracy and stability of cargo placement. In addition, the fastening measures for cargo on the support plates are often insufficient, especially in the face of the complex and changeable marine environment in ocean transportation, where slight to significant swaying of the hull may pose a threat to the stability of the cargo.

[0004] More importantly, most existing racking systems only focus on static support capabilities, but fail to fully consider the dynamic impact of ship sway during ocean transportation. This limitation makes it easier for cargo located on high floors to shift or even fall off when encountering violent swaying, which may not only cause damage to the cargo, but also pose a potential risk to ship safety. Summary of the invention

[0005] The present application proposes a shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships. The rack not only has a tipping structure design that is convenient for loading, but also integrates the function of swinging and shock-absorbing of storage boxes. It aims to effectively solve the problem that cargo is difficult to place stably and cargo is easy to fall off when the ship is bumpy under the current technical background.

[0006] To achieve the above-mentioned purpose, the present application adopts the following technical scheme: a shock-absorbing and stabilized cargo loading and placing rack for ocean-going cargo ships, comprising: a supporting base, which is fastened to the cargo ship, a supporting frame is movably installed on the top of the supporting base, and a limiting slide located on one side of the supporting frame is installed on the top of the supporting base, and a cylinder bracket is installed on the top of the limiting slide; a shifting cylinder, one end of which is hinged to the top of the cylinder bracket, and the other end is hinged to the middle part of the outer side of the supporting frame; a limiting frame, which is movably installed on the inner side of the supporting frame, and a storage box is arranged in the limiting frame.

[0007] Furthermore, the four corners of the storage box are all threadedly connected with lifting ears.

[0008] Furthermore, the limit slide is slidably connected to the top of the support base, anti-slip blocks are fixed on both sides of the support base, a locking groove is opened at one end of the limit slide, and a guide inclined surface is arranged on one side of the surface of the limit slide and above the locking groove; a limit top frame is movably installed at the bottom of the support frame, and a limit tension spring is connected between the limit top frame and the support frame.

[0009] Furthermore, a support leg is threadedly connected to one side of the bottom of the support frame.

[0010] Furthermore, an anti-slip spring is connected between one end of the limiting sliding seat and the anti-slip stopper.

[0011] Furthermore, an anti-sway gear is fixed at one end of the limit frame, and an anti-sway gear row that meshes with the anti-sway gear is movably installed on the side of the support frame, and a gear row pressure plate is fastened to the middle part of the outer side of the anti-sway gear row; a damper is fastened to the top of the inner side of the support frame, a damping piston is mounted inside the damper, a damping rod is fixedly installed at one end of the damping piston, a damping hole is opened on the damping piston, and a connecting slide is fixedly installed at the end of the damping rod, and the top of the connecting slide and the bottom end of the gear row pressure plate are fastened.

[0012] Furthermore, a detection push frame located in the lock groove is movably installed at the end of the limit slide, and a detection spring is connected between the detection push frame and the limit slide. A switch located on one side of the detection push frame is fixedly installed at the end of the anti-detachment block. When the switch is pressurized, the alarm light fixed on the top of the cylinder bracket lights up.

[0013] Furthermore, a buffer pad is threadedly connected to the side of the support base.

[0014] Furthermore, a positioning gear is fixedly installed on the top of the support frame, a reduction gear meshing with the outer teeth of the positioning gear is movably installed on the bottom of the support frame, an adjusting gear row is movably installed on the bottom of the connecting slide, and an adjusting tension spring is connected between the adjusting gear row and the connecting slide; a push rod base located on one side of the adjusting gear row is fixedly installed on the bottom of the support frame, and a push plate top rod located between the adjusting gear row and the push rod base is movably mounted in the limiting top frame.

[0015] The present invention has the following beneficial effects:

[0016] The present application provides a shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships, in which a storage box is flexibly installed on a supporting frame through a limiting frame. When the transposition cylinder pushes the supporting frame smoothly from a vertical state to a horizontal state, the storage box can achieve precise deflection on the supporting frame under the guidance of the limiting frame, ensuring that the opening of the storage box always faces upward, greatly facilitating the loading and unloading operations of the cargo.

[0017] When the support frame is in a horizontal state, all storage boxes are adjusted to the same height. This design not only optimizes the layout of the goods, but also significantly improves the work efficiency of the operators, making the placement and retrieval of goods easier and faster.

[0018] More importantly, the rack also has excellent sway and shock absorption functions. During ocean transportation, facing complex and changeable sea conditions and the swaying of the hull due to environmental factors, the storage box can cleverly use the limit frame to swing moderately on the support frame. This dynamic response mechanism effectively absorbs the energy generated by the swaying of the hull and forms an effective sway buffer for the cargo. In this way, even if the hull encounters violent swaying, the risk of cargo falling off the storage box due to inertia can be greatly reduced, ensuring the safety and stability of cargo transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings, which constitute a part of the specification, illustrate embodiments disclosed in the present application and, together with the description, serve to explain the principles disclosed in the present application.

[0020] The present application can be more clearly understood from the following detailed description with reference to the accompanying drawings, in which:

[0021] Figure 1 It is a schematic diagram of the overall external three-dimensional structure;

[0022] Figure 2 It is a schematic diagram of the partial cross-sectional structure of the overall plane;

[0023] Figure 3 for Figure 2 The enlarged structural diagram at E in the middle;

[0024] Figure 4 for Figure 2 The enlarged structural diagram at F in the middle;

[0025] Figure 5 It is a schematic diagram of the storage box structure and its installation position;

[0026] Figure 6 It is a schematic diagram of the damper installation position and its transmission component structure;

[0027] Figure 7 for Figure 6 The enlarged structural diagram at G in the middle;

[0028] Figure 8 It is a three-dimensional cross-sectional view of the limit slide and a schematic diagram of the positions of its components.

[0029] In the figure: 1. Support frame; 2. Support base; 3. Limit frame; 4. Storage box; 400. Lifting ear; 5. Anti-sway gear; 6. Anti-sway gear row; 600. Gear row pressure plate; 7. Damper; 700. Damping piston; 701. Damping hole; 702. Damping rod; 8. Connecting slide; 9. Positioning gear; 10. Reduction gear; 11. Limiting top frame; 110. Limiting tension spring; 12. Limiting slide; 120. Locking groove; 121. Guide slope; 122. Anti-slip top spring; 13. Anti-slip block; 14. Cylinder bracket; 15. Shifting cylinder; 16. Warning light; 17. Buffer pad; 18. Support leg; 19. Adjusting gear row; 190. Adjusting tension spring; 20. Switch; 21. Detection push frame; 210. Detection spring; 22. Push plate top rod; 23. Push rod base. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application. Embodiment 1

[0031] See also Figure 1 It can be seen that there is a support base 2 connected by bolts on the hull, and the support base 2 is preferably an "I"-shaped steel frame to ensure stable support for the cargo. A support frame 1 is hinged on the top of the support base 2, and the hinge part of the support frame 1 is located in the middle of its bottom end. Therefore, the support frame 1 can deflect left and right along the top of the support base 2.

[0032] A limit slide 12 is installed on the top of the support base 2 and is located on one side of the support frame 1. The cylinder bracket 14 is fastened to the top of the limit slide 12 by bolts. Figure 1 As shown, a transposition cylinder 15 is hinged on the top of the cylinder bracket 14, and the end of the hydraulic rod of the transposition cylinder 15 is hinged on the middle of the outer side of the support frame 1. The hydraulic system is used to control the hydraulic rod of the transposition cylinder 15 to extend and retract, so that the transposition cylinder 15 pushes the support frame 1 to deflect left and right, and finally the support frame 1 can be controllably adjusted between vertical and horizontal. Figure 1 The state shown is that the support frame 1 is placed vertically.

[0033] In order to facilitate the placement of goods and cushion the goods, combined Figure 1 and Figure 5 It can be clearly seen that a limit frame 3 is movably installed inside the support frame 1, and a storage box 4 is arranged in the limit frame 3. In actual application, the storage box 4 has a variety of fixing methods:

[0034] The first one is that the storage box 4 is fastened and locked in the limiting frame 3 by bolts, so that the limiting frame 3 and the storage box 4 are arranged as one body, thereby ensuring the stability of the connection of the storage box 4.

[0035] The second type, from Figure 5 It can be clearly seen that the four corners of the storage box 4 are all threadedly connected with the lifting lugs 400, and the storage box 4 is directly placed on the limiting frame 3, and the top outer edge of the storage box 4 is pressed on the top of the limiting frame 3 to achieve the connection between the limiting frame 3 and the storage box 4. When it is necessary to transport goods, the lifting lugs 400 are pulled by wire ropes to transport the storage box 4 as a whole. This method can greatly shorten the loading and unloading of goods, thereby improving freight efficiency. Figure 1 It can be seen that there are multiple storage boxes 4. The figure takes three as an example, and the actual number is not limited to this. The multiple storage boxes 4 are arranged equidistantly on the support frame 1, so as to ensure that when the cargo ship is transporting, the multiple storage boxes 4 arranged on the support frame 1 can greatly increase the cargo storage capacity.

[0036] The two connection methods mentioned above can be used independently or in combination. In actual application, you can choose the appropriate fastening method according to your needs.

[0037] In actual application, when cargo loading is required, combined with Figure 2 As shown, the hydraulic system controls the transposition cylinder 15 to extend outward, and the transposition cylinder 15 pushes the support frame 1 to rotate counterclockwise along the hinged part until the support frame 1 changes from a vertical state to a horizontal state. At the same time, due to the influence of its own gravity, the storage box 4 always has a tendency to maintain a vertical downward direction. Therefore, when the support frame 1 deflects from vertical to horizontal, the storage box 4 drives the limit frame 3 to deflect clockwise relative to the support frame 1, so that the opening of the storage box 4 is always at the top. When the support frame 1 is completely in a horizontal state, all the storage boxes 4 are in the same horizontal direction. In actual application, the storage box 4 can be lifted out in advance for loading, and then the wire rope can be used to directly put the loaded storage box 4 into the limit frame 3 through the lifting lug 400. Finally, the support frame 1 is pulled to a vertical state by the cylinder bracket 14 to complete the loading of the goods.

[0038] When the cargo ship is in transportation, if the hull sways due to environmental factors, the support base 2 fixed on the hull will drive the support frame 1 to sway synchronously. Since the limit frame 3 and the support frame 1 are hinged, when the support frame 1 sways, the storage box 4 drives the limit frame 3 and the support frame 1 to sway relative to each other, thereby reducing the violent shaking of the cargo in the storage box 4. At the same time, combined with Figure 1It can be seen that the storage box 4 is in the shape of a rectangular parallelepiped that opens upward. When goods are placed inside the storage box 4, the goods are prevented from falling out of the storage box 4 by blocking on the four sides of the storage box 4 and by the relative swinging between the storage box 4 and the support frame 1. Embodiment 2

[0039] Further improvements are made based on Example 1. Figure 1 , Figure 6 and Figure 8 It can be clearly seen that the bottom of the limit slide 12 utilizes a dovetail groove to slide in a directional manner on the top of the support base 2. In order to limit the movement of the limit slide 12, anti-detachment blocks 13 are fixed on both sides of the support base 2 by bolts, and the two ends of the limit slide 12 are blocked and restricted by two anti-detachment blocks 13, thereby limiting the movement range of the limit slide 12 and ensuring that the limit slide 12 can only perform left and right reciprocating motion within a controllable range.

[0040] The bottom of the support frame 1 is movably equipped with a limited top frame 11, combined with Figure 6 It can be seen that the cross-section of the limit frame 11 is rectangular. A limit tension spring 110 is connected between the limit frame 11 and the support frame 1. The limit tension spring 110 pulls the end of the limit frame 11 to extend from the side of the support frame 1, and the extended end is close to the direction of the limit slide 12. Correspondingly, a locking groove 120 is provided at one end of the limit slide 12 for limiting the movement of the limit frame 11. Figure 8 As shown, a guide slope 121 is provided on one side of the surface of the limiting slide 12 and above the locking groove 120. When the limiting top frame 11 is pressed downward along the guide slope 121, the limiting top frame 11 will eventually enter the locking groove 120, and the locking groove 120 is used to limit the movement of the limiting top frame 11.

[0041] In actual application, when the support frame 1 changes from a horizontal state to a vertical state, the hydraulic control system is used to make the shift cylinder 15 pull up the support frame 1 clockwise, with the direction as reference. Figure 2In this process, since one end of the transposition cylinder 15 pulls the supporting frame 1 and the other end pulls the cylinder bracket 14, during the pulling process, the transposition cylinder 15 also has a tendency to pull the cylinder bracket 14 to move in the direction of the supporting frame 1, causing the cylinder bracket 14 to pull the limit slide 12 to move to the left until the limit slide 12 hits the anti-slip block 13 on the left, that is, the limit slide 12 moves to the left to the limit. As the support frame 1 continues to deflect, when the support frame 1 is about to turn to a vertical state, the outwardly extended limit top frame 11 will first contact the guide inclined surface 121. As the limit top frame 11 follows the support frame 1 to rotate clockwise, the limit top frame 11 will be pushed to the left and the limit tension spring 110 will be stretched. Finally, when the support frame 1 is completely transformed into a horizontal state, the limit top frame 11 passes over the guide inclined surface 121 and is placed in the locking groove 120. The limit tension spring 110 pulls the limit top frame 11 to be inserted into the locking groove 120, thereby ensuring that when the support frame 1 is turned from a horizontal state to a vertical state, the support frame 1 is pulled up by the shifting cylinder 15, and the limit top frame 11 on the support frame 1 can be locked in the locking groove 120 by itself, thereby maintaining the support frame 1 in a vertical state. This method can reduce the pressure continuously applied by the shift cylinder 15 after the support frame 1 is in the vertical state. At the same time, even if the hydraulic pressure of the shift cylinder 15 is insufficient when the support frame 1 is vertical, the limiting top frame 11 is locked in the locking groove 120, so that the support frame 1 can be maintained in the vertical state at all times.

[0042] Similarly, when the support frame 1 changes from a vertical state to a horizontal state, the hydraulic system is used to control the shift cylinder 15 to deflect the support frame 1 counterclockwise. Figure 2 and Figure 4 As shown, since the limit top frame 11 is locked in the lock slot 120, when the limit top frame 11 follows the support frame 1 to deflect counterclockwise, the limit top frame 11 is blocked by the lock slot 120 and cannot deflect, thereby limiting the deflection of the support frame 1. As the hydraulic rod of the shift cylinder 15 continues to extend, it will first push the cylinder bracket 14 to move away from the support frame 1, and then the cylinder bracket 14 will pull the limit slide 12 to move away from the limit top frame 11. When the limit slide 12 reaches the anti-disengagement block 13 on the right, the limit top frame 11 is also completely disengaged from the lock slot 120. As the shift cylinder 15 extends further, the support frame 1 deflects counterclockwise until the support frame 1 is in a horizontal state.

[0043] It can be seen that during the application of the second embodiment, on the one hand, it can autonomously lock the limit when the support frame 1 is in the vertical state, so as to avoid the phenomenon of unstable support of the support frame 1 due to insufficient hydraulic pressure of the shift cylinder 15; on the other hand, when the support frame 1 is changed from a vertical state to a horizontal state, it is only necessary to control the shift cylinder 15 to extend, so as to autonomously release the lock on the vertical limit of the support frame 1, making its control method simpler and more convenient.

[0044] Based on the above, combined with Figure 1 , Figure 2 and Figure 6 It can be clearly seen that a support leg 18 close to the oil cylinder bracket 14 is threadedly connected to one side of the bottom of the support frame 1. When the support frame 1 is in a vertical state, the bottom end of the support leg 18 contacts the hull, thereby further supporting the support frame 1 and ensuring the stability of the support frame 1 when it is vertically supported. Figure 2 It can be clearly seen that an anti-skid top spring 122 is connected between the end of the limit slide 12 away from the lock slot 120 and the anti-slip block 13. The elastic force of the anti-skid top spring 122 forces the limit slide 12 to always have a tendency to approach the support frame 1. The advantage of the arrangement of the anti-skid top spring 122 is that when the support frame 1 is vertically supported, even if the hydraulic pressure of the shift cylinder 15 is insufficient, the elastic force of the anti-skid top spring 122 forces the limit slide 12 to always push the lock slot 120 to insert into the limit top frame 11, which can avoid the problem of the limit slide 12 shifting away from the limit top frame 11 due to the shaking of the hull. According to the arrangement of the support legs 18 and the anti-skid top spring 122, the stability of the support frame 1 during vertical support can be further guaranteed. Embodiment 3

[0045] Further improvements based on the first and second embodiments are shown in Figure 1-Figure 3 and Figure 5 It can be clearly seen that an anti-sway gear 5 is coaxially fixed on the rotating shaft at one end of the limiting frame 3, and an anti-sway gear row 6 meshing with the anti-sway gear 5 is movably installed on the side of the supporting frame 1. Figure 5 It can be seen that when the limit frame 3 deflects left and right to reduce shock, the anti-sway gear 5 and the anti-sway gear row 6 are meshed and driven to force the anti-sway gear row 6 to slide back and forth left and right along the side of the support frame 1. In the first embodiment, it is mentioned that there are also multiple limit frames 3 for supporting the storage box 4, so there are multiple anti-sway gear rows 6 arranged correspondingly. In order to ensure that each anti-sway gear row 6 can move synchronously, a gear row pressure plate 600 fastened by bolts is provided in the middle of the outer side of the anti-sway gear row 6, and the gear row pressure plate 600 is used to make multiple anti-sway gear rows 6 move synchronously.

[0046] Combination Figure 2 and Figure 3It can be seen that the damper 7 is fastened to the top of the inner side of the support frame 1 through a bracket, and a damping piston 700 is installed inside the damper 7. A damping rod 702 extending from the end of the damper 7 is fixedly installed at one end of the damping piston 700. A damping hole 701 is opened on the damping piston 700. In actual application, a sufficient amount of buffering medium is injected into the damper 7. When the damping rod 702 pushes the damping piston 700 to move in the damping medium, a damping effect is generated when the medium passes through the damping hole 701. Figure 1 and Figure 2 It can be seen that the end of the damping rod 702 is fixedly mounted with a connecting slide 8, and the connecting slide 8 is slidably connected to the support frame 1, thereby limiting the connecting slide 8 to only be able to reciprocate left and right. The top of the connecting slide 8 and the bottom of the gear row pressure plate 600 are fastened by bolts. When the gear row pressure plate 600 pushes the connecting slide 8 to move, the connecting slide 8 will drive the damping rod 702 to move synchronously and generate corresponding damping buffering.

[0047] In specific implementation, when the vertical support frame 1 is being transported, if the hull sways due to environmental factors, the storage box 4 will swing relative to the support frame 1 through the limit frame 3. At the same time, during the swinging process of the limit frame 3, the anti-swing gear 5 will be driven to rotate synchronously, and the anti-swing gear 5 and the anti-swing gear row 6 will mesh to make the anti-swing gear row 6 move left and right along the side of the support frame 1. The gear row pressure plate 600 will synchronously apply the movement of the anti-swing gear row 6 to the damping rod 702 through the connecting slide 8. When the damping rod 702 drives the damping piston 700 to move left and right inside the damper 7, the damping medium is used to pass through the damping hole 701 to achieve the sway damping buffering of the storage box 4, which can effectively reduce the collision and extrusion of the cargo during the swaying process of the hull. Embodiment 4

[0048] Based on the third embodiment, in order to facilitate the operator to know whether the support frame 1 is moved into place when the support frame 1 is pulled from the horizontal to the vertical state, the fourth embodiment is intended to remind the operator when the support frame 1 is moved vertically into place. Figure 2 , Figure 4 and Figure 8 It can be clearly seen that a detection push frame 21 located in the lock slot 120 is movably mounted at the end of the limit slide 12, and a detection spring 210 is connected between the detection push frame 21 and the limit slide 12. The detection push frame 21 is pushed by the elastic force of the detection spring 210, forcing the detection push frame 21 to always move along the lock slot 120 away from the cylinder bracket 14. Figure 4It can be clearly seen that a switch 20 located on one side of the detection push frame 21 is fixedly installed at the end of the anti-slip block 13. When the detection push frame 21 abuts against the switch 20, the switch 20 is squeezed. The compressed switch 20 will cause the alarm light 16 fixed on the top of the oil cylinder bracket 14 to emit red light, thereby alerting the operator that the limit top frame 11 has not been normally inserted into the lock slot 120.

[0049] Specifically, when the support frame 1 is in a horizontal state, the hydraulic control system is used to retract the hydraulic rod of the shift cylinder 15. At this time, the cylinder bracket 14 is pulled by the shift cylinder 15 to drive the limit slide 12 to move to the left until the limit slide 12 hits the anti-slip block 13 on the left. At this time, since the limit top frame 11 is not inserted into the lock slot 120, the detection spring 210 will push the detection push frame 21 to press the switch 20. After the switch 20 is pressed, the alarm light 16 is forced to turn on and emit a red light.

[0050] As the shifting oil cylinder 15 pulls the support frame 1 to a vertical state, as described in the second embodiment, when the support frame 1 is in a vertical state, the limit top frame 11 will be inserted into the locking groove 120, and the limit top frame 11 will be inserted into the locking groove 120. Figure 4 It can be seen that the limit bracket 11 inserted into the lock slot 120 will push the detection push bracket 21 to compress the detection spring 210, and the detection push bracket 21 will release the pressure on the switch 20 when it is pushed by the limit bracket 11. Finally, when the switch 20 stops being pressed, the alarm light 16 will no longer be turned on. When the alarm light 16 no longer emits red light, it means that the limit bracket 11 has been normally inserted into the lock slot 120, that is, the support frame 1 is in a vertical locking state. Embodiment 5

[0051] Based on the fourth embodiment, in order to prevent the impact of the support frame 1 from damaging the entire mechanism when switching between vertical and horizontal, the fifth embodiment provides two buffering methods:

[0052] The first one is combined Figure 1 and Figure 2 It can be seen that a cushion pad 17 is threadedly connected to the side of the support base 2, and the material of the cushion pad 17 is preferably elastic polyurethane. Figure 2 As shown, when the support frame 1 is deflected counterclockwise, the left side of the bottom of the support frame 1 will hit the buffer pad 17. The buffer pad 17 is used to buffer the movement of the support frame 1 to prevent the bottom of the support frame 1 from directly hitting the support base 2 or the hull, thereby greatly reducing the damage to the support frame 1 structure caused by the impact.

[0053] The second type is combined Figure 1 , Figure 6 and Figure 7It can be seen that a positioning gear 9 is fixedly installed on the top of the support frame 1, and correspondingly, a reduction gear 10 meshing with the outer teeth of the positioning gear 9 is movably installed on the bottom of the support frame 1. When the reduction gear 10 follows the deflection of the support frame 1, the reduction gear 10 moves along the central axis of the positioning gear 9, forcing the reduction gear 10 to rotate. Figure 2 and Figure 7 It can be seen that an adjusting tooth row 19 is movably installed at the bottom of the connecting slide 8, and an adjusting tension spring 190 is connected between the adjusting tooth row 19 and the connecting slide 8. The adjusting tooth row 19 is pulled by the elastic force of the adjusting tension spring 190 to force the adjusting tooth row 19 to move away from the reduction gear 10 until the adjusting tooth row 19 and the reduction gear 10 are no longer meshed. In order to achieve normal meshing between the adjusting tooth row 19 and the reduction gear 10, the adjusting spring 190 is used to adjust the tooth row 19 and the reduction gear 10. Figure 7 It can be seen that a push rod base 23 located on one side of the adjusting tooth row 19 is fixedly installed at the bottom of the support frame 1, and the surface shape of the push rod base 23 is a right-angled trapezoid. The movable sleeve in the limit top frame 11 is provided with a push plate top rod 22 located between the adjusting tooth row 19 and the push rod base 23. The push plate top rod 22 can move freely on the limit top frame 11. When the limit top frame 11 is pulled by the limit tension spring 110 and moves outward, the limit top frame 11 will be pushed toward the reduction gear 10 through the inclined surface of the push rod base 23, and then the adjusting tooth row 19 is pushed close to the reduction gear 10 until the two are meshed.

[0054] In specific application, when the support frame 1 is in a horizontal state, all the storage boxes 4 are on the same horizontal plane and open upward, and the goods are hoisted and loaded by passing the wire rope through the lifting lug 400, so that the goods are stored on the limit frame 3 through the storage box 4. At the same time, the tension of the limit spring 110 forces the limit top frame 11 to extend outward from the support frame 1, and the limit top frame 11 is connected to the limit top frame 11. Figure 7 It can be seen that when the limit top frame 11 moves to the right, it will pull the push plate top rod 22 to move along the inclined surface of the push rod base 23, and the push plate top rod 22 will hit the adjusting gear row 19 and move toward the reduction gear 10 until the adjusting gear row 19 and the reduction gear 10 are engaged. At this time, the adjusting tension spring 190 is stretched, and the push plate top rod 22 does not cross the inclined surface of the push rod base 23. Since the adjusting gear row 19 cannot continue to move, the push plate top rod 22 is used to resist the inclined surface of the push rod base 23, which also prevents the limit top frame 11 from being excessively extended.

[0055] When loading is completed, the hydraulic control system causes the shifting cylinder 15 to pull up the support frame 1. At the same time, as described in the fifth embodiment, the shifting cylinder 15 pulls the cylinder bracket 14 to move to the left until the detection push frame 21 presses the switch 20 and turns on. When the support frame 1 moves to the vertical state, the alarm light 16 is always on. As the shifting cylinder 15 pulls the support frame 1 upward, the support frame 1 is forced to rotate clockwise. During this process, the reduction gear 10 rotates around the positioning gear 9, forcing the reduction gear 10 to pull the connecting slide 8 to move to the right through the adjustment gear row 19. On the one hand, when the connecting slide 8 moves to the right, the connecting slide 8 is used to push the gear row pressure plate 600 to move to the right synchronously, and the anti-sway gear row 6 drives the limit frame 3 to drive the storage box 4 to rotate counterclockwise through the anti-sway gear 5. The storage box 4 moves counterclockwise relative to the support frame 1 to ensure that when the support frame 1 moves from the horizontal to the vertical direction, the opening of the storage box 4 is always upward; on the other hand, the connecting slide 8 drives the damping rod 702 to move to the right synchronously, and the damping piston 700 is used to move in the inner cavity of the damper 7 to achieve damping buffering, thereby slowing down the movement speed of the support frame 1 to avoid excessive movement impact caused by the too fast switching speed of the support frame 1. At this point, the movement damping of the support frame 1 during the switching process is completed to avoid too fast switching speed.

[0056] When the support frame 1 is switched vertically, the limit frame 11 is inserted into the lock slot 120, and the limit frame 11 pushes the detection push frame 21 away from the switch 20. After the switch 20 is no longer pressed, the alarm light 16 will no longer light up, thereby reminding the operator that the support frame 1 has been switched in place. At the same time, the limit frame 11 cannot be fully extended due to the restriction of the lock slot 120. Figure 7 As shown, since the limit top frame 11 is not fully extended, the adjusting tension spring 190 is pulled to force the adjusting tooth row 19 to move toward the push plate top rod 22 until the adjusting tooth row 19 is completely separated from the reduction gear 10. The advantage of this method is that the adjusting tooth row 19 and the reduction gear 10 are normally engaged only when the support frame 1 is switched. At the same time, when the hull is shaken, the swing of the storage box 4 can make the connecting slide 8 push the damping rod 702 for damping and buffering, thereby avoiding the problem of increased movement resistance caused by the connection between the reduction gear 10 and the adjusting tooth row 19.

[0057] When the ship transports the storage box 4 to the destination, the hydraulic control system causes the hydraulic rod in the shift cylinder 15 to extend outward. At this time, the limit slide 12 is restricted in deflection of the limit frame 11, forcing the cylinder bracket 14 to drive the limit slide 12 to move to the right until the limit slide 12 hits the anti-disengagement block 13 on the right side. At this time, the limit frame 11 also disengages from the lock slot 120, the switch 20 is not pressed, and the alarm light 16 is in an inoperative state. As the limit top frame 11 moves away from the limit slide 12, the limit tension spring 110 pulls the limit top frame 11 to move outward again, and the push plate top rod 22 is used to push the push rod base 23 The inclined surface makes the push plate top rod 22 push the adjusting tooth row 19 to engage with the reduction gear 10 again. Therefore, when the support frame 1 moves from the vertical to the horizontal direction, the reduction gear 10 is used to push the adjusting tooth row 19 to move, causing the connecting slide 8 to move the damping piston 700 in the inner cavity of the damper 7 again through the damping rod 702. The movement of the damping piston 700 is damped, so that the movement speed of the support frame 1 is reduced, thereby reducing the problem of excessive movement speed causing high impact intensity mentioned above.

[0058] More importantly, if the damping effect of the damper 7 is good, the support frame 1 will slowly deflect counterclockwise. As the shift cylinder 15 continues to extend, it also pushes the cylinder bracket 14 to move to the right, so that when the limit slide 12 moves in the horizontal direction, the right end of the limit slide 12 always hits the anti-slip block 13. If the damper 7 fails to work, it will not only affect the sway damping of the storage box 4, but also there will be no damping force when the shift cylinder 15 pushes the support frame 1 to move in the horizontal direction. Figure 2 It can be seen that when the support frame 1 deflects to the left, if there is no damping force in the movement of the support frame 1, the support frame 1 will quickly deflect counterclockwise. On the basis of the displacement cylinder 15 being pushed out, the support frame 1 is subjected to gravity, causing its own deflection speed to accelerate. Finally, the support frame 1 pulls the cylinder bracket 14 to move to the left through the displacement cylinder 15. When the cylinder bracket 14 pushes the limit slide 12 to move to the left, the limit slide 12 will eventually hit the anti-slip block 13 on the left, and the detection push frame 21 will squeeze the switch 20. The operator issues a red light alarm based on the alarm light 16, indicating that the damping of the damper 7 has failed and needs to be repaired or replaced. After the support frame 1 deflects quickly, it is buffered by the buffer pad 17, further preventing the support frame 1 from directly hitting the support base 2 to cause structural damage. It can be seen here that the method described in the fifth embodiment can not only reduce the movement speed of the support frame 1 when it is deflected, but also detect the damping work of the damper 7 when the support frame 1 moves in the horizontal direction, thereby ensuring that when the goods move, the damper 7 can provide sufficient damping strength to cushion the swing of the storage box 4.

Claims

1. A shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships, characterized in that: include: A support base (2) is fastened to the cargo ship, a support frame (1) is movably mounted on the top of the support base (2), a limit slide (12) located on one side of the support frame (1) is mounted on the top of the support base (2), and a cylinder bracket (14) is mounted on the top of the limit slide (12); A transposition oil cylinder (15), one end of which is hinged to the top of the oil cylinder bracket (14), and the other end of which is hinged to the middle part of the outer side of the support frame (1); A limiting frame (3) is movably mounted on the inner side of the supporting frame (1), and a storage box (4) is arranged in the limiting frame (3); The limiting slide (12) is slidably connected to the top of the support base (2), and anti-dropping blocks (13) are fixed on both sides of the support base (2). A locking groove (120) is provided at one end of the limiting slide (12), and a guiding inclined surface (121) is provided on one side of the surface of the limiting slide (12) and above the locking groove (120); A limit top frame (11) is movably mounted at the bottom of the support frame (1), and a limit tension spring (110) is connected between the limit top frame (11) and the support frame (1); An anti-sway gear (5) is fixed to one end of the limiting frame (3); an anti-sway gear row (6) meshing with the anti-sway gear (5) is movably mounted on the side of the supporting frame (1); a gear row pressure plate (600) is fastened to the middle of the outer side of the anti-sway gear row (6); A damper (7) is fastened to the top of the inner side of the support frame (1), a damping piston (700) is mounted inside the damper (7), a damping rod (702) is fixedly mounted on one end of the damping piston (700), a damping hole (701) is provided on the damping piston (700), a connecting slide (8) is fixedly mounted on the end of the damping rod (702), and the top of the connecting slide (8) is fastened to the bottom of the gear row pressure plate (600).

2. The shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships according to claim 1 is characterized in that: The four corners of the storage box (4) are all threadedly connected with lifting ears (400).

3. The shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships according to claim 1 is characterized in that: A support leg (18) is threadedly connected to one side of the bottom of the support frame (1).

4. The shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships according to any one of claims 1 or 3, characterized in that: An anti-slip spring (122) is connected between one end of the limiting slide seat (12) and the anti-slip stopper (13).

5. The shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships according to claim 1 is characterized in that: A detection push frame (21) located in the lock groove (120) is movably mounted at the end of the limit slide (12), and a detection spring (210) is connected between the detection push frame (21) and the limit slide (12). A switch (20) located on one side of the detection push frame (21) is fixedly mounted at the end of the anti-slip block (13). When the switch (20) is pressed, an alarm lamp (16) fixed on the top of the oil cylinder bracket (14) is illuminated.

6. The shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships according to claim 5 is characterized in that: A buffer pad (17) is threadedly connected to the side of the support base (2).

7. The shock-absorbing and stable cargo loading and placing rack for ocean-going cargo ships according to claim 5 is characterized in that: A positioning gear (9) is fixedly mounted on the top of the support frame (1), a reduction gear (10) meshing with the outer teeth of the positioning gear (9) is movably mounted on the bottom of the support frame (1), an adjustment tooth row (19) is movably mounted on the bottom of the connecting slide (8), and an adjustment tension spring (190) is connected between the adjustment tooth row (19) and the connecting slide (8); A push rod base (23) located on one side of the adjusting tooth row (19) is fixedly mounted at the bottom of the support frame (1), and a push plate top rod (22) located between the adjusting tooth row (19) and the push rod base (23) is movably sleeved in the limiting top frame (11).

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