Ship water traffic control facility

Abstract

The invention relates to the technical field of ship water traffic control, in particular to a ship water traffic control facility which comprises an arresting belt, a buoyancy lifting device and a plurality of flexible pulling and holding mechanisms, and the flexible pulling and holding mechanisms are sequentially arranged at intervals in the length direction of the arresting belt. Each flexible pulling and holding mechanism comprises a first flexible pulling and holding piece, a first anchor body and a plurality of balancing weights; in the same flexible pulling and holding mechanism, a first anchor body is fixed to a riverbed, one end of a first flexible pulling and holding piece is connected with an arresting belt, the other end of the first flexible pulling and holding piece is connected with the first anchor body, all balancing weights are connected to the first flexible pulling and holding piece, and the first anchor body, all the balancing weights and the arresting belt are sequentially arranged at intervals in the ship sailing direction. The buoyancy lifting devices are connected to the arresting belt, the buoyancy lifting devices descend to drive the arresting belt to descend to the passing position for giving way to the ship so that the ship can pass, and the buoyancy lifting devices ascend to drive the arresting belt to ascend to the arresting position for arresting the ship so that the ship can be stopped.

Description

Technical Field

[0001] The invention relates to the technical field of ship water traffic control, in particular to a ship water traffic control facility. Background Art

[0002] With the rapid development of water traffic, the frequency of various ships crossing bridges on the way to ports has increased significantly, so that water traffic control has become increasingly important. In order to regulate the smooth passage of ships at bridges, there is an urgent need for a ship water traffic control facility to control the passage of ships at bridges. Summary of the invention

[0003] Based on this, the present invention provides a ship water traffic control facility, including an arresting belt, a buoyancy lifting device and a plurality of flexible pulling mechanisms, each of which is arranged in sequence and spaced apart along the length direction of the arresting belt, and each of which includes a first flexible pulling member, a first anchor body and a plurality of counterweight blocks;

[0004] In the same flexible holding mechanism: the first anchor body is fixed to the riverbed, one end of the first flexible holding member is connected to the arresting belt, and the other end is connected to the first anchor body, each of the counterweight blocks is connected to the first flexible holding member, and the first anchor body, each of the counterweight blocks and the arresting belt are arranged in sequence along the navigation direction of the ship;

[0005] The buoyancy lifting device is connected to the arresting belt. When the buoyancy lifting device is raised, it drives the arresting belt to an arresting position for arresting ships. When the buoyancy lifting device is lowered, it drives the arresting belt to a passing position for letting ships pass.

[0006] As a preferred embodiment, each of the counterweight blocks is connected to a second flexible pulling member on one side and a third flexible pulling member on the other side. The third flexible pulling member extends to one side of the first flexible pulling member where the counterweight block is located and is connected to the riverbed through a second anchor body. The third flexible pulling member extends to the other side of the first flexible pulling member where the counterweight block is located and is connected to the riverbed through a third anchor body.

[0007] As a preferred embodiment, the buoyancy lifting device includes a plurality of air-floating members arranged in sequence along the length direction of the arresting belt, each of the air-floating bodies has a accommodating cavity, each of the accommodating cavities is provided with an air bag, the cavity wall of the accommodating cavity has a water hole connecting the accommodating cavity with the river water, and air is ventilated to each of the air-floating members, each of the air-floating members expands and discharges the river water in the corresponding accommodating cavity through the water hole, so that each of the air-floating members floats.

[0008] As a preferred solution, the buoyancy lifting device further comprises an inflation device and an inflation valve, one end of the inflation valve is connected to the air outlet of the inflation device, and the other end of the inflation valve is connected to each of the air bags;

[0009] Each of the air bags is connected to a deflation valve;

[0010] The inflation valve and each of the deflation valves are connected to the inflation device.

[0011] As a preferred solution, the buoyancy lifting device further comprises a control system, and the inflation valve and each of the deflation valves are electrically connected to the control system.

[0012] As a preferred solution, the ship water traffic control facility further includes a wireless receiving device and a wireless transmitting device, and the wireless transmitting device and the wireless receiving device are both electrically connected to the control system;

[0013] The wireless transmitting device sends a signal to the wireless receiving device, so that the control system can control each of the deflation valves to open and each of the inflation valves to close; or control each of the deflation valves to close and each of the inflation valves to open.

[0014] As a preferred solution, the ship water traffic control facility also includes a loudspeaker, and the loudspeaker is electrically connected to the control system.

[0015] As a preferred solution, one end of each of the first flexible holding members away from each of the first anchor bodies is connected to each of the air floating members in a one-to-one correspondence.

[0016] As a preferred solution, the ship water traffic control facility also includes a camera for observing the navigation conditions of ships around the arresting zone.

[0017] As a preferred solution, each of the first flexible holding members is a metal chain.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] The ship water traffic control facility of the present invention comprises an arresting belt, a buoyancy lifting device and a plurality of flexible holding mechanisms, each of which is arranged in sequence and at intervals along the length direction of the arresting belt, and each of which comprises a first flexible holding member, a first anchor body and a plurality of counterweights; in the same flexible holding mechanism: the first anchor body is fixed to the riverbed, one end of the first flexible holding member is connected to the arresting belt, and the other end is connected to the first anchor body, each of the counterweights is connected to the first flexible holding member, and the first anchor body, each of the counterweights and the arresting belt are arranged in sequence and at intervals along the navigation direction of the ship; the buoyancy lifting device is connected to the arresting belt, and the buoyancy lifting device descends, driving the arresting belt to descend to a position for giving way The passage position of the ship allows the ship to pass, and each buoyancy lifting device rises, driving the arresting belt to rise to the arresting position for arresting the ship, thereby arresting the ship. If the ship hits the arresting belt, the ship will drag the arresting belt in the direction away from the first anchor bodies. As the towing distance of the ship increases, the counterweights on the same first flexible pulling member will be pulled upward in turn, so that the pulling force of the first flexible pulling member on the arresting belt increases with the increase of the towing distance of the ship, thereby enabling the arresting belt to slowly stop the ship. After the ship leaves the arresting belt, the counterweights fall to the riverbed or the seabed due to gravity to reset the arresting belt. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of the ship water traffic control facility of the present invention;

[0021] Figure 2 It is a structural schematic diagram of the first anchor body, the counterweight block close to the first anchor body, the second anchor body and the second anchor body when the first flexible pulling member is pulled up by the ship;

[0022] Figure 3 It is a schematic diagram of the structure of the first flexible holding member and each counterweight block when the buoyancy lifting device is descending;

[0023] Figure 4 It is a schematic diagram of the structure of the first flexible holding member and each counterweight block when the buoyancy lifting device is raised;

[0024] Figure 5 It is a schematic diagram of the structure of the buoyancy lifting device and the arresting belt;

[0025] Figure 6 It is a schematic diagram of the principle of the buoyancy lifting device and the arresting belt;

[0026] In the figure, 1. arresting belt, 2. flexible holding mechanism, 21. first flexible holding member, 22. first anchor body, 23. counterweight, 24. second flexible holding member, 25. third flexible holding member, 26. second anchor body, 27. third anchor body, 3. buoyancy lifting device, 31. air floating member, 311. water hole, 32. bladder, 33. air compressor, 34. inflation valve, 35. photovoltaic panel, 36. air compressor, 37. air storage tank. DETAILED DESCRIPTION

[0027] The specific implementation of the present invention is further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0028] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "top", "bottom", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention. It should be understood that the terms "first", "second", etc. are used in the present invention to describe various information, but such information should not be limited to these terms, which are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present invention, the "first" information may also be referred to as the "second" information, and similarly, the "second" information may also be referred to as the "first" information.

[0029] like Figures 1 to 6As shown, a preferred embodiment of a ship water traffic control facility of the present invention comprises an arresting belt 1, a buoyancy lifting device 3 and a plurality of flexible holding mechanisms 2, each of which is arranged in sequence along the length direction of the arresting belt 1, and each of which comprises a first flexible holding member 21, a first anchor body 22 and a plurality of counterweights 23; in the same flexible holding mechanism 2: the first anchor body 22 is fixed to the riverbed, one end of the first flexible holding member 21 is connected to the arresting belt 1, and the other end is connected to the first anchor body 22, each of which is connected to the first flexible holding member 21, and the first anchor body 22, each of which is connected to the counterweights 23 and the arresting belt 1 are arranged in sequence along the navigation direction of the ship; the buoyancy lifting device 3 is connected to the arresting belt 1, and when in use, the arresting belt is driven by the buoyancy lifting device 3. The arresting belt 1 is lowered to the passage position for letting the ship pass, so that the ship can pass. It is raised by the buoyancy lifting device 3, driving the arresting belt 1 to rise to the arresting position for arresting the ship, so as to block the ship. When the arresting belt 1 is in the blocking position, if the ship hits the arresting belt 1, the ship will drag the arresting belt 1 in the direction away from the first anchor bodies 22. As the towing distance of the ship increases, the counterweights 23 on the same first flexible holding member 21 will be pulled upward in turn, so that the pulling force of the first flexible holding member 21 on the arresting belt 1 increases with the increase of the towing distance of the ship, thereby enabling the arresting belt 1 to slowly stop the ship. After the ship leaves the arresting belt 1, the counterweights 23 fall to the riverbed due to gravity to reset the arresting belt 1.

[0030] The ship water traffic control facility of the present invention is arranged on one side of the bridge, at a certain distance from the bridge, so as to control the traffic of ships entering under the bridge. Moreover, the ship water traffic control facility of this embodiment has good concealment, which not only realizes good protection of the bridge but also does not affect the overall appearance of the bridge. The ship water traffic control facility of this embodiment can be sunk to the bottom of the water as a whole, which greatly reduces the impact of the ship water traffic control facility on the bad weather, has a simple structure and is easy to construct, and has a low construction cost.

[0031] In this embodiment, the barrier strip 1 is arranged on one side of the bridge. Figure 1 As shown, the direction of the arrow is the navigation direction of the ship, that is, the length direction of the river. The length direction of each first flexible holding member 21 is arranged along the length direction of the river. Each first flexible holding member 21 is distributed along the width direction of the river. The distance between each first anchor body 22 and the bridge is greater than the distance between the barrier strip 1 and the bridge.

[0032] In order to prevent the barrier strip 1 from shifting to one side of the river, in this embodiment, one side of each counterweight 23 is connected to a second flexible holding member 24, and the other side is connected to a third flexible holding member 25. The third flexible holding member 25 extends to one side of the first flexible holding member 21 where the counterweight 23 is located and is connected to the riverbed through a second anchor 26. The third flexible holding member 25 extends to the other side of the first flexible holding member 21 where the counterweight 23 is located and is connected to the riverbed through a third anchor 27. Specifically, as Figure 2 As shown, when the first flexible holding member 21 is pulled up by the ship, the counterweight 23, the first anchor body 22, the second anchor body 26 and the third anchor body 27 form four vertices of a triangular prism structure, and the counterweight 23 is at the uppermost end of the triangular prism structure. In this embodiment, it is defined that the first anchor body 22, each counterweight 23 and the arresting belt 1 are arranged in sequence from back to front, the first anchor body 22 is located on the left side of the first flexible holding member 21, and the second anchor body 26 is located on the right side of the first flexible holding member 21; wherein, in the first flexible holding member When 21 is straightened, the rear end of the second flexible pulling member 24 is connected to the left side of the counterweight block 23, and the front end of the second flexible pulling member 24 extends forward, left and downward and is connected to the second anchor body 26; the rear end of the third flexible pulling member 25 is connected to the right side of the counterweight block 23, and the front end of the second flexible pulling member 24 extends forward, right and downward and is connected to the third anchor body 27. The second flexible pulling member 24 and the third flexible pulling member 25 can prevent the counterweight block 23 from deviating toward the river and keep the barrier 1 in the middle of the river.

[0033] In this embodiment, the buoyancy lifting device 3 includes a plurality of air-floating parts arranged in sequence along the length direction of the arresting belt 1, each air-floating body has a receiving cavity, each receiving cavity is provided with an air bag, and the cavity wall of the receiving cavity has a water hole 311 connecting the receiving cavity with the river water. When air is ventilated to each air-floating part, each air-floating part expands and discharges the river water in the corresponding receiving cavity through the water hole 311, so that each air-floating part floats. The air-floating part is made of metal material. When the air bag in the air-floating part is not inflated, the buoyancy of the air-floating part is less than its own weight. By ventilating the air bag, the river water in the receiving cavity is squeezed out of the receiving cavity, and the overall gravity of the air-floating part is reduced, so that the air-floating part can rise under the action of buoyancy and drive the arresting belt 1 to rise synchronously.

[0034] Cargo ships mostly use bulbous bows. The arresting belt 1 will be hung on the bulbous bow of the cargo ship by blocking the bow of the out-of-control ship, preventing the out-of-control ship from sailing further and protecting the protected objects such as bridges from collision damage. In this embodiment, the arresting belt 1 uses anti-skid materials to increase the friction between the arresting belt 1 and the bow to prevent the arresting belt 1 from slipping off the bulbous bow. By increasing the length of the first flexible holding member 21 and increasing the number of counterweights 23, the resistance applied by the arresting belt 1 to the ship can be greatly increased, shortening the ship arresting time. Moreover, when there is no need to control the ship, each counterweight 23 falls to the riverbed and does not protrude from the riverbed. Each flexible holding mechanism 2 will not affect the navigation of the ship, which is particularly suitable for shallow waters. In this embodiment, the length of the first flexible holding member 21 can be appropriately adjusted according to the depth of the water area used. In this embodiment, the length of the first flexible holding member 21 is not less than 6 times the water depth of the arrangement area. This arrangement ensures the anchoring effect of the first anchor body 22, the second anchor body 26 and the third anchor body 27 on the one hand, and on the other hand, it can reduce the downward component of the force exerted on the ship by the arresting belt 1 when arresting the ship; the setting position of each counterweight block 23 effectively increases the arresting time, fully provides the segmented damping force, and reduces the downward pulling force of the arresting belt 1 when arresting the ship, thereby ensuring the safety of the ship.

[0035] In this embodiment, in order to facilitate the control of the inflation and deflation of each airbag, the buoyancy lifting device 3 also includes an inflation device and an inflation valve 34, one end of the inflation valve 34 is connected to the air outlet of the inflation device, and the other end of the inflation valve 34 is connected to each airbag; each airbag is connected to a deflation valve; the inflation valve 34 and each deflation valve are connected to the inflation device.

[0036] Specifically, in this embodiment, a flexible ventilation pipe is connected to the barrier strip 1 and is arranged along the length direction of the barrier strip 1. Each inflation valve 34 is connected to the flexible ventilation pipe. The air inlet end of the flexible ventilation pipe is connected to the inflation valve 34. The inflation valve 34 is connected to the inflation device, and the inflation device is an air compressor 33.

[0037] In order to facilitate the control of inflation or deflation of each air bag, in this embodiment, the buoyancy lifting device 3 also includes a control system, and the inflation valve 34 and each deflation valve are electrically connected to the control system.

[0038] Among them, in order to save energy, in this embodiment, the air compressor 33 is connected to an air tank 37, and the air tank 37 is connected to a flexible ventilation pipe. The air tank 37 is also connected to a pressure monitoring valve, and the pressure monitoring valve is electrically connected to the control system. When the pressure monitoring valve detects that the gas pressure in the air tank 37 is lower than the set value, the control system controls the air compressor 33 to work to increase the gas pressure in the air tank 37.

[0039] To facilitate the control of the inflation device, the ship water traffic control facility also includes a wireless receiving device and a wireless transmitting device, both of which are electrically connected to the control system; the wireless transmitting device sends a signal to the wireless receiving device, which enables the control system to control each deflation valve to open and each inflation valve 34 to close; or to close each deflation valve and open each inflation valve 34.

[0040] In order to facilitate monitoring of the navigation status of ships in the waters where the ship water traffic control facilities are located, in this embodiment, the ship water traffic control facilities also include a camera for observing the navigation status of ships around the arresting belt 1, and a loudspeaker for issuing warning audio, and the loudspeaker is electrically connected to the control system. The wireless transmitter and the wireless receiver use 4G or 5G wireless network technology, and a wireless network module facility is set in the ship water traffic control facilities through a 4G or 5G base station. The ship water traffic control facilities can be monitored and dispatched in real time in the remote monitoring center, and remote video and data real-time water monitoring management can be achieved.

[0041] In this embodiment, a photovoltaic panel 35 is provided at the upper end of each buoyancy lifting device 3. The photovoltaic panel 35 can generate electricity to supply power to the air compressor 33, making the ship water traffic control facility of this embodiment more energy-efficient.

[0042] Wireless network module facilities are installed in the ship's water traffic control facilities to build cameras, loudspeakers and other equipment, and remote mobile monitoring and management can be achieved through the shore-based service platform's computers, smart phones, tablets and other background display formats. At the same time, the inflation and deflation of airbags can be remotely controlled by the shore-based remote control signal connection through the flight unmanned aerial vehicle.

[0043] The ship water traffic control facility of this embodiment can not only be used for ship traffic control, but also can be set on one side of the bridge as a protective device to prevent ships from colliding with the bridge piers. When the ship water traffic control facility is set as a protective device, a distance measuring device can be added to monitor the distance between the ship and the arresting belt 1. The distance measuring device is electrically connected to the control system. When the above distance exceeds the set threshold, the control system controls the inflation valve 34 to open, so that the arresting belt 1 rises to block the ship.

[0044] In order to ensure the holding force of the first flexible holding members 21 , in this embodiment, each of the first flexible holding members 21 , each of the second flexible holding members 24 , and each of the third flexible holding members 25 are metal chains.

[0045] The buoyancy lifting device 3 is arranged in one-to-one correspondence with the flexible holding mechanism 2, and one end of each first flexible holding member 21 away from each first anchor body 22 is connected to each air floating member in one-to-one correspondence. By connecting the first flexible holding member 21 to the air floating member, it is possible to avoid the point of action of the buoyancy applied by the air floating member to the arresting belt 1 being the same as the point of action of the tension applied by the first flexible holding member 21, so as to facilitate the stability of the arresting belt 1.

[0046] In summary, the ship water traffic control facility of the present invention includes an arresting belt 1, a buoyancy lifting device 3 and a plurality of flexible holding mechanisms 2, each of which is arranged in sequence along the length direction of the arresting belt 1, and each of which includes a first flexible holding member 21, a first anchor body 22 and a plurality of counterweights 23; in the same flexible holding mechanism 2: the first anchor body 22 is fixed to the riverbed, one end of the first flexible holding member 21 is connected to the arresting belt 1, and the other end is connected to the first anchor body 22, each counterweight 23 is connected to the first flexible holding member 21, and the first anchor body 22, each counterweight 23 and the arresting belt 1 are arranged in sequence along the navigation direction of the ship; the buoyancy lifting device 3 is connected to the arresting belt 1, and the buoyancy lifting device 3 descends, driving the arresting belt 1 to move downward. The arresting belt 1 is lowered to the passage position for letting the ship pass, so that the ship can pass, and each buoyancy lifting device 3 is raised, driving the arresting belt 1 to rise to the arresting position for arresting the ship, so as to block the ship. If the ship hits the arresting belt 1, the ship will drag the arresting belt 1 in the direction away from each first anchor body 22. As the towing distance of the ship increases, each counterweight block 23 on the same first flexible holding member 21 will be pulled upward in turn, so that the pulling force of the first flexible holding member 21 on the arresting belt 1 increases with the increase of the towing distance of the ship, thereby enabling the arresting belt 1 to slowly stop the ship. After the ship leaves the arresting belt 1, each counterweight block 23 falls to the riverbed or the seabed due to gravity to achieve the reset of the arresting belt 1.

[0047] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. A ship water traffic control facility, characterized in that: It comprises an arresting belt (1), a buoyancy lifting device (3) and a plurality of flexible holding mechanisms (2), wherein the flexible holding mechanisms (2) are arranged in sequence and spaced apart along the length direction of the arresting belt (1), and each of the flexible holding mechanisms (2) comprises a first flexible holding member (21), a first anchor body (22) and a plurality of counterweight blocks (23); In the same flexible holding mechanism (2): the first anchor body (22) is fixed to the riverbed, one end of the first flexible holding member (21) is connected to the arresting belt (1), and the other end is connected to the first anchor body (22), each of the counterweight blocks (23) is connected to the first flexible holding member (21), and the first anchor body (22), each of the counterweight blocks (23) and the arresting belt (1) are arranged in sequence along the navigation direction of the ship; The buoyancy lifting device (3) is connected to the arresting belt (1); when the buoyancy lifting device (3) is raised, it drives the arresting belt (1) to a blocking position for blocking ships; when the buoyancy lifting device (3) is lowered, it drives the arresting belt (1) to a passing position for letting ships pass.

2. The ship water traffic control facility according to claim 1, characterized in that: One side of each of the counterweight blocks (23) is connected to a second flexible holding member (24), and the other side is connected to a third flexible holding member (25); the third flexible holding member (25) extends to one side of the first flexible holding member (21) where the counterweight block (23) is located and is connected to the riverbed through a second anchor body (26); the third flexible holding member (25) extends to the other side of the first flexible holding member (21) where the counterweight block (23) is located and is connected to the riverbed through a third anchor body (27).

3. The ship water traffic control facility according to claim 1, characterized in that: The buoyancy lifting device (3) comprises a plurality of air-floating members (31) arranged in sequence along the length direction of the arresting belt (1), each of the air-floating members having a receiving cavity, each of the receiving cavities having an air bag arranged therein, and a cavity wall of the receiving cavity having a water-through hole (311) connecting the receiving cavity with river water, and each of the air-floating members (31) is ventilated, each of the air-floating members (31) expands and discharges the river water in the corresponding receiving cavity through the water-through hole (311), so that each of the air-floating members (31) floats.

4. The ship water traffic control facility according to claim 3, characterized in that: The buoyancy lifting device (3) further comprises an inflation device and an inflation valve (34), one end of the inflation valve (34) being in communication with an air outlet of the inflation device, and the other end of the inflation valve (34) being in communication with each of the air bags; Each of the air bags is connected to a deflation valve; The inflation valve (34) and each of the deflation valves are connected to the inflation device.

5. The ship water traffic control facility according to claim 4, characterized in that: The buoyancy lifting device (3) also includes a control system, and the inflation valve (34) and each of the deflation valves are electrically connected to the control system.

6. The ship water traffic control facility according to claim 5, characterized in that: The ship water traffic control facility also includes a wireless receiving device and a wireless transmitting device, and the wireless transmitting device and the wireless receiving device are both electrically connected to the control system; The wireless transmitting device sends a signal to the wireless receiving device, which enables the control system to control each of the deflation valves to open and each of the inflation valves (34) to close; or to control each of the deflation valves to close and each of the inflation valves (34) to open.

7. The ship water traffic control facility according to claim 5, characterized in that: The ship water traffic control facility also includes a loudspeaker, which is electrically connected to the control system.

8. The ship water traffic control facility according to claim 3, characterized in that: One end of each of the first flexible holding members (21) away from each of the first anchor bodies (22) is connected to each of the air floating members (31) in a one-to-one correspondence.

9. The ship water traffic control facility according to claim 1, characterized in that: The ship water traffic control facility also includes a camera for observing the navigation status of ships around the arresting zone (1).

10. The ship water traffic control facility according to claim 1, characterized in that: Each of the first flexible holding members (21) is a metal chain.

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