Pier anti-collision device capable of assisting ship deflection

Abstract

The invention relates to the technical field of pier collision prevention, in particular to a pier collision prevention device capable of assisting ship deflection. The device comprises a fixing ring used for being fixed to a bridge pier, a plurality of deflection units used for assisting a ship in deflection and a buffering mechanism used for buffering the impact force of the ship, and the multiple deflection units are arranged on the fixing ring in a surrounding mode. The deflection unit comprises an inner plate rotating in the circumferential direction of the fixing ring, a rotating shaft rotationally connected to the inner plate, a moving wheel fixedly connected to the end of the rotating shaft and a deflection mechanism used for driving the rotating shaft to rotate. The tail ends of the spring rods are fixedly connected to the inner plate, the outer plate is fixedly connected to the head ends of the spring rods, the buffer pad is arranged between the inner plate and the outer plate, and the spring rods are fixedly connected to the two ends of the inner plate. The device can convert the impact force of the ship to the pier into power for driving the deflection mechanism to operate, and the ship is guided to deflect while the impact force of the ship is converted and released, so that the ship is prevented from continuously impacting the pier.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge pier anti-collision, and in particular to a bridge pier anti-collision device capable of assisting ship deflection. Background Art

[0002] Municipal bridges are an important part of urban infrastructure. They span rivers, lakes, straits, roads or other obstacles to provide convenient passage for vehicles and pedestrians. The construction of municipal bridges is not only related to the smoothness and efficiency of urban traffic, but also directly affects the city's economic development, the quality of life of residents and the city's image. These bridges are usually planned, designed, constructed and maintained by the government or relevant municipal departments. More and more bridges are built on navigable waterways in river areas, making the original waterways smaller and narrower. At the same time, the number of ships on the waterways is not only large but also large, ranging from thousands to tens of thousands of tons. Incidents of ships colliding with bridge piers occur from time to time, which will cause serious consequences, such as casualties, economic losses, and traffic interruptions. In order to reduce the occurrence of such accidents and ensure the safety of ships and bridges, the construction and design of bridges need to focus on collision avoidance to reduce the damage caused by collisions between ships and other water transportation vehicles and bridge piers.

[0003] The basic principle of the current anti-collision facilities for bridge piers against ship-bridge collisions is based on energy absorption and momentum buffering. Each anti-collision facility has its own characteristics and conditions of use. Among them, direct anti-collision facilities act directly on the bridge piers after buffering, such as chord protection, rope deformation, buffer material facility, buffer facility engineering, and fixed or floating box anti-collision facilities. For example, when a ship hits the buffer material, it absorbs the impact energy and prevents the bridge from being severely impacted; however, although the existing buffer materials can slow down the impact force, it is difficult to change the direction of the ship, causing the ship to be affected by inertia and continue to move forward, which is easy to hit the bridge piers and produce serious consequences.

[0004] Chinese patent CN202411300220.6 discloses "A composite material anti-collision device", publication number CN118979470A, which includes a protective mechanism, which is arranged outside the bridge pier, and a connecting rod is arranged on the top surface of the protective mechanism, and a fixing frame is arranged above the connecting rod, and the fixing frame is connected to the bridge pier through a connecting assembly; the protective mechanism includes a protective cylinder, and a mounting frame is arranged on the outside of the protective cylinder, and a plurality of anti-collision rollers are arranged on the mounting frame, and a spring is arranged on the inner wall of the protective cylinder, and a support plate is arranged at the other end of the spring. However, the device has some defects: the protective cylinder of the device cannot rotate automatically when it receives external impact, and although the device can reduce the impact force, it is difficult to change the direction of travel of the ship. Summary of the invention

[0005] In order to solve the above problems of the prior art, the present invention provides a pier anti-collision device that can assist the deflection of a ship. When hit by a ship, the device can rotate to shift the sailing direction of the ship, thereby reducing the damage to the pier caused by the ship collision.

[0006] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a pier anti-collision device capable of assisting the deflection of a ship, comprising a fixing ring for fixing on the pier, a deflection unit for assisting the deflection of the ship, and a buffer mechanism for mitigating the impact force of the ship, wherein a plurality of the deflection units are arranged and are arranged around the fixing ring, and the deflection unit comprises an inner plate rotating along the circumferential direction of the fixing ring, a rotating shaft rotatably connected to the inner plate, a moving wheel fixedly connected to the end of the rotating shaft, and a deflection mechanism for driving the rotating shaft to rotate; the buffer mechanism comprises a spring rod fixedly connected to the inner plate at its rear end, an outer plate fixedly connected to the head end of the spring rod, and a buffer pad arranged between the inner plate and the outer plate, and a plurality of the spring rods are arranged and fixedly connected to both ends of the inner plate.

[0007] With the above structural design, when a ship collides with the device, a part of the impact force caused by the ship will be released through the buffer mechanism; at this time, the deflection mechanism will rotate along the circumferential surface of the pier, drive the ship to deflect, and guide the ship to deflect along the tangent direction of the pier surface, so that the navigation direction of the ship is offset, so that the ship no longer continues to collide with the pier, thereby avoiding the ship from causing continuous damage to the pier.

[0008] Preferably, the deflection mechanism includes a hydraulic cylinder fixedly connected to the inner plate, a first gear and a second gear rotatably connected to the inner wall of the hydraulic cylinder, a power shaft fixedly connected to the first gear, a piston cylinder connected to the input port of the hydraulic cylinder, and a sealing cylinder connected to the output port of the hydraulic cylinder through a first pipe, the first gear and the second gear are meshed, the power shaft is transmission-connected to the rotating shaft, the piston cylinder is connected to the sealing cylinder through a second pipe, a one-way valve is fixedly connected to the first pipe and the second pipe, a piston is slidably provided on the inner wall of the sealing cylinder, the piston is fixedly connected to the bottom end of the sealing cylinder through a return spring, a piston rod is slidably connected in the piston cylinder, and the piston rod is fixedly connected to the outer plate.

[0009] With the above structural design, after a ship collides with the device, the ship forces the piston rod to move toward the inside of the piston cylinder, squeezing the hydraulic oil in the piston cylinder, and squeezing the hydraulic oil into the hydraulic cylinder. The hydraulic oil then drives the first gear and the second gear to rotate, and then drives the rotating shaft connected to the power shaft to rotate, so that the moving wheel moves along the circumferential surface of the pier, converting the impact force of the ship into power to drive the deflection mechanism, while converting and releasing the impact force of the ship, guiding the ship to deflect.

[0010] Preferably, the deflection mechanism includes a movable rod fixedly connected to the outer plate, a connecting rod hinged at the end of the movable rod, a crankshaft rotatably connected to the connecting rod, and a rotating shaft fixedly connected to the crankshaft, the rotating shaft is transmission-connected to the rotating shaft, the rotating shaft is fixedly connected to the shaft seat, and the shaft seat is fixedly connected to the inner plate.

[0011] By adopting the above structural design, the impact force of the ship is converted into power for driving the deflection mechanism to operate, and the impact force of the ship is converted and released while guiding the ship to deflect. The structure is simpler and easier to implement.

[0012] Preferably, the buffer pad includes a plurality of airbag columns arranged between the inner plate and the outer plate.

[0013] With the above structural design, the impact of the ship on the bridge pier is mitigated by utilizing the elastic deformation of the airbag column when it is impacted, and when the airbag column is damaged, the individual airbag column can be replaced.

[0014] Preferably, the buffer pad includes a plurality of water bladder columns arranged between the inner plate and the outer plate, and water suction pipes connected to the water bladder columns. Adjacent water bladder columns are connected to each other. The lower end of the water suction pipe is fixedly connected to a transverse tube tangent to the fixing ring, and the end of the transverse tube is fixedly connected to a filter head for isolating impurities.

[0015] With the above structural design, when a ship collides with the device, the ship squeezes the water bag column, and the water bag column drains water, which can prevent the ship from directly colliding with the bridge pier and directly release part of the impact force of the ship. In addition, the drainage direction of the water bag column is along the tangent direction of the fixed ring, increasing the force of the deflection mechanism to guide the deflection of the ship.

[0016] Preferably, a sponge column is arranged inside the water bag column.

[0017] With the above structural design, the sponge column can help the airbag column to recover without affecting the water absorption of the airbag column.

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

[0019] 1) This device can convert the impact force of the ship on the bridge pier into the power to drive the deflection mechanism. While converting and releasing the impact force of the ship, it guides the ship to deflect and prevents the ship from continuously hitting the bridge pier.

[0020] 2) When the ship squeezes the buffer mechanism of the device, the water bag column of the device can slow down the ship's impact on the bridge pier and can directly release the impact force of the ship. At the same time, the drainage direction of the water bag column is along the tangent direction of the fixed ring, and the force of the water bag column spraying water can be converted into the force of the deflection mechanism to guide the ship to deflect. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1It is a structural schematic diagram of the present invention;

[0022] Figure 2 is a schematic structural diagram of a deflection unit of the present invention;

[0023] Figure 3 It is a structural schematic diagram of a first embodiment of a deflection mechanism of the present invention;

[0024] Figure 4 It is a structural schematic diagram of a second embodiment of a deflection mechanism of the present invention;

[0025] Figure 5 For the present invention Figure 3 The enlarged structural diagram at A in the middle;

[0026] Figure 6 For the present invention Figure 3 Schematic diagram of the structure from a bird's-eye view;

[0027] Figure 7 It is a schematic diagram of the structure of the water sac column of the present invention;

[0028] Figure 8 It is a schematic diagram of the structure of the fixing ring of the present invention; DETAILED DESCRIPTION

[0029] Embodiment 1:

[0030] See also Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 The present invention provides a technical solution: a pier anti-collision device capable of assisting the deflection of a ship, comprising a fixing ring 1 for fixing on the pier, a deflection unit 2 for assisting the deflection of the ship, and a buffer mechanism 3 for mitigating the impact force of the ship, wherein the deflection unit is provided in plurality and is arranged around the fixing ring 1, the deflection unit comprises an inner plate 21 rotating along the circumferential direction of the fixing ring 1, a rotating shaft 22 rotatably connected to the inner plate 21, a moving wheel 23 fixedly connected to the end of the rotating shaft 22, and a deflection mechanism for driving the rotating shaft 22 to rotate; the buffer mechanism comprises a spring rod 31 fixedly connected to the inner plate 21 at its rear end, an outer plate 32 fixedly connected to the head end of the spring rod 31, and a buffer pad 33 arranged between the inner plate 21 and the outer plate 32, wherein the spring rod 31 is provided in plurality and is fixedly connected to the two ends of the inner plate 21, and four groups of spring rods 31 are provided and fixedly connected to the four corners of the inner plate 21.

[0031] See also Figure 1 , Figure 8In this embodiment, a fixing ring 1 is provided at both upper and lower ends of the inner plate 21, and the fixing ring 1 includes a pair of semicircular arc grooves 11, and both ends of the arc groove 11 are fixedly connected to a positioning plate 12, and a positioning hole is provided on the positioning plate 12. In order to facilitate fastening the fixing ring 1 to the bridge pier, a rubber pad is fixedly connected to the side wall of the inner ring of the arc groove 11, and the rubber pad covers the entire inner ring side wall of the arc groove 11; in order to reduce the friction force of the inner plate 21 sliding in the arc groove 11, the upper and lower ends of the inner plate 21 are rotatably connected to rollers 13, and the size of the rollers 13 matches the arc groove 11.

[0032] See also Figure 2 , Figure 3 , Figure 5 , Figure 6 The deflection mechanism includes a hydraulic cylinder 41 fixedly connected to the inner plate 21, a first gear 42 and a second gear 43 rotatably connected to the inner wall of the hydraulic cylinder 41, a power shaft 44 fixedly connected to the first gear 42, a piston cylinder 45 connected to the input port of the hydraulic cylinder 41, and a sealing cylinder 47 connected to the output port of the hydraulic cylinder 41 through a first pipeline 46. The first gear 42 and the second gear 43 are meshed, the power shaft 44 is transmission-connected to the rotating shaft 22, and the piston cylinder 45 is connected to the sealing cylinder 47 through a second pipeline 48;

[0033] The piston cylinder 45 is filled with hydraulic oil. The hydraulic oil enters from the input port of the hydraulic cylinder 41, impacts the meshing first gear 42 and the second gear 43, and causes the first gear 42 and the second gear 43 to rotate. The hydraulic oil then flows into the first pipe 46 from the output port of the hydraulic cylinder 41, and then enters the sealing cylinder 47 through the first pipe 46. The hydraulic oil then flows back to the piston cylinder 45 through the second pipe 48. In order to make the hydraulic oil only flow into the sealing cylinder 47 from the output port of the hydraulic cylinder 41 and flow back to the piston cylinder 45 from the sealing cylinder 47, the first pipe 46 and the second pipe 48 are fixedly connected with a one-way valve 49.

[0034] A piston 411 is slidably mounted on the inner wall of the sealing cylinder 47. The piston 411 is fixedly connected to the bottom end of the sealing cylinder 47 via a return spring 412. A piston rod 410 is slidably mounted in the piston cylinder 45. The piston rod 410 is fixedly connected to the outer plate 32. When the outer plate 32 is hit by a ship, the outer plate 32 forces the piston rod 410 to move into the piston cylinder 45, thereby squeezing the hydraulic oil, forcing the hydraulic oil to enter the hydraulic cylinder 41 from the piston cylinder 45. The hydraulic oil then flows from the hydraulic cylinder 41 into the sealing cylinder 47. The space in the piston cylinder 45 is greatly compressed by the piston rod 410, and the hydraulic oil cannot flow back to the piston cylinder 45 through the second pipe 48. The hydraulic oil can only squeeze the piston 411, forcing the return spring 412 to be compressed and deformed, and temporarily storing the hydraulic oil inside the sealing cylinder 47. When the ship no longer squeezes the piston rod 410, there is no pressure on the piston rod 410, and the spring rod 31 brings the outer plate 32 and the piston rod 410 to reset, and the return spring 412 pushes the piston 411 to reset, thereby allowing the hydraulic oil temporarily stored in the sealing cylinder 47 to flow back to the piston cylinder 45.

[0035] The power shaft 44 is transmission-connected to the rotating shaft 22 through a gear set. A first driving gear 415 is fixedly connected to the power shaft 44. The first driving gear 415 meshes with a first driven gear 416. The first driven gear is fixedly connected to the rotating shaft 22. The number of teeth of the first driving gear 415 is the same as the number of teeth of the first driven gear 416. The power shaft 44 then drives the rotating shaft 22 to rotate through the first driving gear 415 and the first driven gear 416.

[0036] See also Figure 2 , Figure 3 , Figure 7 The buffer pad 33 includes a plurality of water bladder columns 332 arranged between the inner plate 21 and the outer plate 32, and a water-drawing pipe 333 connected to the water bladder columns 332. Adjacent water bladder columns 332 are connected to each other. A sponge column 336 is arranged inside the water bladder column 332. The sponge column 336 is made of high-elastic sponge and matches the shape of the water bladder column 332. The lower end of the water-drawing pipe 333 is fixedly connected to a transverse pipe 335 tangent to the fixing ring 1, and the end of the transverse pipe 335 is fixedly connected to a filter head 334 for isolating impurities. When a ship hits the device, the water bladder column 332 is squeezed and the water bladder column 332 is quickly drained. The water flow is quickly ejected from the water outlet of the transverse pipe 335, providing power for the inner plate 21 to move along the circumferential surface of the bridge pier, and the filter head 334 is placed in the river. When the ship no longer squeezes the water bladder column 332, the sponge column 336 restores the original shape with the water bladder column 332 and draws water from the river.

[0037] The water bladder column 332 is in the shape of a corrugated shrink tube, which facilitates the water bladder column to be compressed and restored.

[0038] As another embodiment of the buffer pad 33, the buffer pad 33 includes a plurality of airbag columns 331 arranged between the inner plate 21 and the outer plate 32. Four airbag columns 331 are arranged on the inner plate 21, and the airbag columns 331 are not connected to each other. The elastic deformation of the airbag columns 331 when impacted is used to reduce the impact of the ship on the bridge pier. Moreover, the airbag columns 331 are light in weight and do not increase the load of the device. Moreover, when the airbag columns 331 are damaged, the single airbag column 331 can be replaced. The inner plate 21 and the outer plate 32 are fixedly connected to the annular clamping plate 339, and the two ends of the airbag column 331 are arranged in the clamping plate 339. After the airbag column 331 is inflated, the two ends of the airbag 331 will be stuck in the clamping plate 339.

[0039] Working principle: The first step is to assemble and install the device on the bridge pier, embed the arc groove 11 on the main body of the bridge pier, align the positioning plates 12 of the relatively arranged arc grooves 11, and then the staff uses bolts to pass through the positioning holes to fasten the positioning plates 12; the lower end of the water-drawing pipe 333 extends underwater.

[0040] In the second step, when the ship collides with the device, the water bag column 332 is squeezed and the water bag column 332 quickly drains water, and the water flows out quickly from the water outlet of the transverse tube 335, providing power for the inner plate 21 to move along the circumferential surface of the pier. When the ship no longer squeezes the water bag column 332, the sponge column 336 restores the water bag column 332 to its original shape and draws water from the river. The ship forces the piston rod 410 to move into the piston cylinder 45. Since the piston cylinder 45 is filled with hydraulic oil, the piston rod 410 forces the hydraulic oil from the piston cylinder 45 into the hydraulic cylinder 41. The hydraulic oil enters from the input port of the hydraulic cylinder 41, impacting the meshing first gear 42 and the second gear 43, so that the first gear 42 and the second gear 43 rotate, and the power shaft 44 then rotates. The power shaft 44 then drives the rotating shaft 22 to rotate through the first driving gear 415 and the first driven gear 416, and the moving wheel 23 then rotates with the deflection mechanism, so that the ship close to the device moves along the tangent direction of the pier, changes the navigation direction of the ship, and prevents the ship from continuously hitting the pier; hydraulic The oil then flows into the first pipe 46 from the output port of the hydraulic cylinder 41, and the hydraulic oil then enters the sealing cylinder 47 through the first pipe 46. At this time, the space of the piston cylinder 45 is greatly compressed by the piston rod 410, and the hydraulic oil cannot flow back to the piston cylinder 45 through the second pipe 48. The hydraulic oil can only squeeze the piston 411, forcing the return spring 412 to compress and deform, and temporarily store the hydraulic oil inside the sealing cylinder 47. When the ship no longer squeezes the piston rod 410, there is no pressure on the piston rod 410, and the spring rod 31 brings the outer plate 32 and the piston rod 410 to reset, and the return spring 412 pushes the piston 411 to reset, so that the hydraulic oil temporarily stored in the sealing cylinder 47 flows back to the piston cylinder 45 through the second pipe 48.

[0041] Embodiment 2:

[0042] like Figure 3 As shown, the second embodiment is modified relative to the first embodiment, the deflection mechanism includes a movable rod 51 fixedly connected to the outer plate 32, a connecting rod 52 hinged at the end of the movable rod 51, a crankshaft 53 rotatably connected to the connecting rod 52, and a rotating shaft 54 ​​fixedly connected to the crankshaft 53, the rotating shaft 54 ​​is transmission-connected to the rotating shaft 22, the rotating shaft 54 ​​is fixedly connected to the shaft seat 55, and the shaft seat 55 is fixedly connected to the inner plate 21. The rotating shaft 54 ​​is transmission-connected to the rotating shaft 22 through a gear set, a second driving gear 59 is fixedly connected to the rotating shaft 54, the second driving gear 59 is meshed with the second driven gear 58, the first driven gear is fixedly connected to the rotating shaft 22, the number of teeth of the second driving gear 59 is the same as the number of teeth of the second driven gear 58; the rotating shaft 54 ​​then drives the rotating shaft 22 to rotate through the second driving gear 59 and the second driven gear 58, and other places are in accordance with the first embodiment.

[0043] Working principle: The first step is to assemble and install the device on the bridge pier, embed the arc groove 11 on the main body of the bridge pier, align the positioning plates 12 of the relatively arranged arc grooves 11, and then the staff uses bolts to pass through the positioning holes to fasten the arc grooves; the lower end of the water-drawing pipe 333 extends underwater.

[0044] In the second step, when the ship hits the device, the water bag column 332 is squeezed and the water bag column 332 quickly drains water. The water flow quickly sprays out from the water outlet of the transverse pipe 335, providing power for the inner plate 21 to move along the circumferential surface of the bridge pier. When the ship no longer squeezes the water bag column 332, the sponge column 336 restores the water bag column 332 to its original shape and draws water from the river. The ship hits the outer plate 32, forcing the movable rod 51 fixedly connected to the outer plate 32 to move. The movable rod 51 then drives the connecting rod 52. The operation of the connecting rod 52 drives the crankshaft 53 to rotate, and the rotating shaft 54 ​​fixedly connected to the center of the crankshaft 53 rotates. The rotating shaft 54 ​​drives the rotating shaft 22 to rotate through the second driving gear 59 and the second driven gear 58, and then the moving wheel 23 fixedly connected to the rotating shaft 22 rotates. The moving wheel 23 then rotates with the deflection mechanism, so that the ship close to the device moves along the tangent direction of the bridge pier, changing the navigation direction of the ship and preventing the ship from continuously hitting the bridge pier.

[0045] The structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention, so they have no substantial technical significance. Any modification of the structure, change of the proportion relationship or adjustment of the size, without affecting the effects and purposes that can be achieved by the present invention, should still fall within the scope of the technical content disclosed by the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the present invention. The change or adjustment of their relative relationship should also be regarded as the scope of the implementation of the present invention without substantially changing the technical content.

[0046] The present invention has been described above with reference to the preferred embodiments, but the protection scope of the present invention is not limited thereto, and all technical solutions falling within the scope of the claims are within the protection scope of the present invention. Various improvements may be made to the present invention and parts thereof may be replaced with equivalents without departing from the scope of the present invention. In particular, the various technical features mentioned in the various embodiments may be combined in any manner as long as there is no structural conflict.

Claims

1. A pier anti-collision device capable of assisting ship deflection, characterized in that: The invention comprises a fixing ring (1) for fixing on a bridge pier, a deflection unit (2) for assisting the deflection of a ship, and a buffer mechanism (3) for mitigating the impact force of the ship. The deflection units (2) are provided in plurality and are arranged around the fixing ring (1). The deflection unit (2) comprises an inner plate (21) rotating along the circumferential direction of the fixing ring (1), a rotating shaft (22) rotatably connected to the inner plate (21), a moving wheel (23) fixedly connected to the end of the rotating shaft (22), and a deflection mechanism for driving the rotating shaft (22) to rotate. The buffer mechanism (3) comprises a spring rod (31) with a rear end fixedly connected to the inner plate (21), an outer plate (32) fixedly connected to the head end of the spring rod (31), and a buffer pad (33) arranged between the inner plate (21) and the outer plate (32). The spring rod (31) is provided in plurality and is fixedly connected to both ends of the inner plate (21).

2. A pier anti-collision device capable of assisting ship deflection according to claim 1, characterized in that: The deflection mechanism comprises a hydraulic cylinder (41) fixedly connected to the inner plate (21), a first gear (42) and a second gear (43) rotatably connected to the inner wall of the hydraulic cylinder (41), a power shaft (44) fixedly connected to the first gear (42), a piston cylinder (45) connected to the input port of the hydraulic cylinder (41), and a sealing cylinder (47) connected to the output port of the hydraulic cylinder (41) through a first pipeline (46), the first gear (42) and the second gear (43) being meshed, the power shaft (44) and the rotating shaft (46) being connected to each other. 22) transmission connection, the piston cylinder (45) is connected to the sealing cylinder (47) through the second pipeline (48), the first pipeline (46) and the second pipeline (48) are fixedly connected to the one-way valve (49), a piston (411) is slidably provided on the inner wall of the sealing cylinder (47), the piston (411) is fixedly connected to the bottom end of the sealing cylinder (47) through a return spring (412), a piston rod (410) is slidably connected in the piston cylinder (45), and the piston rod (410) is fixedly connected to the outer plate (32).

3. The bridge pier anti-collision device capable of assisting ship deflection according to claim 1, characterized in that: The deflection mechanism comprises a movable rod (51) fixedly connected to the outer plate (32), a connecting rod (52) hinged to the end of the movable rod (51), a crankshaft (53) rotatably connected to the connecting rod (52), and a rotating shaft (54) fixedly connected to the crankshaft (53); the rotating shaft (54) is transmission-connected to the rotating shaft (22); the rotating shaft (54) is fixedly connected to a shaft seat (55); and the shaft seat (55) is fixedly connected to the inner plate (21).

4. A pier anti-collision device capable of assisting ship deflection according to any one of claims 1 to 3, characterized in that: The buffer pad (33) includes a plurality of airbag columns (331) arranged between the inner plate (21) and the outer plate (32).

5. A pier anti-collision device capable of assisting ship deflection according to any one of claims 1 to 3, characterized in that: The buffer pad (33) comprises a plurality of water bladder columns (332) arranged between the inner plate (21) and the outer plate (32), and water suction pipes (333) connected to the water bladder columns (332). Adjacent water bladder columns (332) are connected to each other. The lower end of the water suction pipe (333) is fixedly connected to a transverse tube (335) tangential to the fixing ring (1), and the end of the transverse tube (335) is fixedly connected to a filter head (334) for isolating impurities.

6. A pier anti-collision device capable of assisting ship deflection according to claim 5, characterized in that: A sponge column (336) is arranged inside the water bag column (332).

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