A ship collision avoidance device

Abstract

This invention discloses a ship collision avoidance device, relating to the field of ship protection technology. It includes a mounting plate and a collision avoidance base, a lifting mechanism mounted on the mounting plate, a collision avoidance mechanism mounted on the collision avoidance base, and a steering mechanism located within the collision avoidance base. By incorporating the lifting mechanism, the device can adjust the distance between the collision avoidance mechanism and the horizontal plane based on the actual height of the dock edge from the water surface, thereby reducing the impact of the dock edge on the ship to a certain extent. When a ship sways due to water fluctuations, the magnitude and direction of the impact force from the dock edge on the ship change. This device, by incorporating the collision avoidance mechanism, prevents direct collision impact from the dock edge on the ship and also buffers impact forces of different magnitudes and directions to a certain extent, thus extending the service life of the device.

Description

Technical Field

[0001] This invention relates to the field of ship protection technology, and in particular to a ship collision avoidance device. Background Technology

[0002] Ships are a general term for all vessels, which are means of transportation that can sail or anchor on water for transport or to carry people. They are important means of transportation for people to travel and transport on the sea or lake. Depending on their purpose, people have designed many types of ships to facilitate people's transportation or movement. After a ship has finished sailing, it needs to return to a special dock to moor.

[0003] When ships are docked at a pier, the water level may fluctuate due to severe weather and strong winds. This fluctuation can cause the ships to sway to some extent. Currently, the method to prevent ships from rubbing against the pier shore is to fix rubber tires to the pier shore or the ship. However, this method still has shortcomings. For example, the anti-collision effect is not good, the rubber tires are easily worn and damaged, and it cannot protect the ship from collisions based on the actual swaying of the ship. Therefore, it is urgent to improve this method. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a ship collision avoidance device, which aims to solve the above-mentioned technical problems.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A ship collision avoidance device includes;

[0007] Mounting plate;

[0008] A lifting mechanism is mounted on the mounting plate;

[0009] An anti-collision base is provided on the lifting mechanism;

[0010] An anti-collision mechanism, mounted on the anti-collision base, is used to buffer the impact force on the ship when it docks.

[0011] A steering mechanism, located within the anti-collision base, assists the anti-collision mechanism in rotating within the base to reduce the intensity of a collision.

[0012] Preferably, the lifting mechanism includes:

[0013] A vertical frame is mounted on the mounting plate and fixedly connected to the mounting plate;

[0014] An adjustment component, located within the vertical frame, is used to adjust the height of the anti-collision mechanism;

[0015] A waterproof mechanism is installed inside the vertical frame to prevent seawater from entering the vertical frame.

[0016] Preferably, the adjustment component includes:

[0017] A rangefinder, mounted on the vertical frame, is used to measure the height difference between the anti-collision mechanism and the horizontal plane;

[0018] An adjusting motor is installed inside the vertical frame and is detachably and fixedly connected to the vertical frame. The adjusting motor is a waterproof motor.

[0019] An adjusting screw is disposed within the vertical frame and rotatably connected to the vertical frame. The end of the adjusting screw near the adjusting motor is fixedly connected to the output end of the adjusting motor.

[0020] A sliding block is disposed within the vertical frame and slidably connected to the vertical frame. The sliding block is threadedly connected to the adjusting screw and fixedly connected to the anti-collision base.

[0021] Preferably, the waterproofing mechanism includes:

[0022] An inner slide groove is formed within the vertical frame. There are two inner slide grooves, and the two inner slide grooves are symmetrically arranged.

[0023] Waterproof grooves are formed on the surface of the vertical frame near the anti-collision base. Two sets of waterproof grooves are formed and the two sets of waterproof grooves are arranged symmetrically.

[0024] An inner sliding plate is disposed within the vertical frame. The inner sliding plate is slidably connected to the inner sliding groove, and the end of the inner sliding plate near the sliding block is fixedly connected to the sliding block.

[0025] An internal spring is provided in the inner groove, and the two ends of the internal spring are fixedly connected to the vertical frame and the inner slide plate respectively. The initial state of the internal spring is the compressed state.

[0026] An outer sliding plate is mounted on the inner sliding plate and fixedly connected to the inner sliding plate. The outer sliding plate is slidably connected to the waterproof groove.

[0027] Preferably, the anti-collision mechanism includes:

[0028] An arc-shaped groove is formed on the inner surface of the anti-collision base, and there are two of them, with the two arc-shaped grooves arranged symmetrically.

[0029] The support component is disposed within the anti-collision base;

[0030] The first anti-collision component is disposed on the first anti-collision base plate away from the anti-collision base, and there are multiple sets of the first anti-collision component, and the spacing between the multiple sets of the first anti-collision component is the same.

[0031] Preferably, the carrier component includes:

[0032] The first anti-collision base plate is disposed inside the anti-collision base;

[0033] A wheel plate is disposed on the surface of the first anti-collision base plate near the arc groove and is fixedly connected to the first anti-collision base plate;

[0034] A pulley is mounted on a wheel plate and rotatably connected to the wheel plate. The pulley is used to assist the first anti-collision base plate in rotating within the anti-collision base.

[0035] Preferably, the first anti-collision component includes:

[0036] An anti-collision frame is disposed on the surface of the first anti-collision base plate away from the anti-collision base and is fixedly connected to the first anti-collision base plate;

[0037] Anti-collision sliders are disposed within the anti-collision frame and are slidably connected to the anti-collision frame. Two anti-collision sliders are provided and are symmetrically arranged within the anti-collision frame.

[0038] Two first buffer springs are provided, and the two first buffer springs are symmetrically arranged inside the anti-collision frame. The two first buffer springs are respectively fixedly connected to the two anti-collision sliders.

[0039] A swing plate is mounted on the anti-collision slider and is rotatably connected to the anti-collision slider.

[0040] The second anti-collision component is disposed at the end of the swing plate away from the first anti-collision base plate.

[0041] Preferably, the second anti-collision component includes:

[0042] A second anti-collision base plate is disposed on the swing plate and is rotatably connected to the swing plate;

[0043] Anti-collision grooves are formed on the surface of the second anti-collision base plate away from the anti-collision base, and there are multiple anti-collision grooves, and the spacing between the multiple anti-collision grooves is the same;

[0044] Multiple anti-collision components are provided and located within the anti-collision groove, with consistent spacing between the multiple anti-collision components.

[0045] Preferably, the anti-collision component includes:

[0046] Roller plate, disposed within the anti-collision groove;

[0047] An anti-collision roller is disposed on the roller plate and rotatably connected to the roller plate;

[0048] An anti-collision bar is disposed on the surface of the roller plate near the anti-collision base and is fixedly connected to the roller plate; the anti-collision bar is slidably connected to the second anti-collision base plate.

[0049] The second buffer spring is disposed on the anti-collision bar and is located between the second anti-collision base plate and the roller plate.

[0050] Preferably, the steering mechanism includes:

[0051] Multiple ball grooves are formed on the surface of the anti-collision base near the first anti-collision base plate, and the multiple ball grooves are evenly distributed on the anti-collision base;

[0052] A rotating ball is positioned within the ball groove and is in rolling connection with the ball groove, and the rotating ball contacts the first anti-collision base plate.

[0053] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0054] By incorporating a lifting mechanism, this device can adjust the distance between the anti-collision mechanism and the horizontal plane according to the actual height of the dock edge from the water surface, thereby reducing the impact of the dock edge on the ship to a certain extent. When the ship sways due to water surface fluctuations, the magnitude and direction of the impact force from the dock edge on the ship change. This device, with its anti-collision mechanism, avoids direct collision impact from the dock edge on the ship, and can also buffer impact forces of different magnitudes and directions to a certain extent, thus extending the service life of the device. Attached Figure Description

[0055] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0056] Figure 1 A schematic diagram of the overall structure of a ship collision avoidance device is shown.

[0057] Figure 2 A front view of a ship collision avoidance device is shown.

[0058] Figure 3 A side view of a ship collision avoidance device is shown.

[0059] Figure 4 An exploded view of the lifting mechanism is shown.

[0060] Figure 5 An exploded view of the anti-collision mechanism is shown.

[0061] Figure 6 A schematic diagram of the structure of the anti-collision base, the first anti-collision base plate, the wheel plate, and the pulley is shown.

[0062] Figure 7 An exploded view of the anti-collision base, part of the anti-collision mechanism, and the self-adjusting mechanism is shown.

[0063] Figure 8 A cross-sectional view of a portion of the self-adjusting mechanism is shown.

[0064] Legend:

[0065] 1. Mounting plate; 2. Anti-collision base; 3. Vertical frame; 301. Rangefinder; 302. Adjusting motor; 303. Adjusting screw; 304. Sliding block; 4. Inner sliding groove; 401. Waterproof groove; 402. Inner sliding plate; 403. Built-in spring; 404. Outer sliding plate; 5. Arc-shaped groove; 6. First anti-collision base plate; 601. Wheel plate; 602. Pulley; 7. Anti-collision frame; 701. Anti-collision slider; 702. First buffer spring; 703. Swing plate; 8. Second anti-collision base plate; 801. 802. Anti-collision groove; 803. Roller plate; 804. Anti-collision roller; 805. Anti-collision rod; 806. Second buffer spring; 9. Ball groove; 907. Rotating ball; 10. Ear plate; 108. Force plate; 109. C-shaped plate; 1000. Rolling roller; 1101. Strip block; 1102. Adjusting groove; 1103. Adjusting ball; 1104. Slot; 1105. Insert block; 1106. Connecting plate; 1107. Side plate; 1108. Return spring; 12. Auxiliary groove; 1201. Auxiliary roller. Detailed Implementation

[0066] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0067] In the description of this invention, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0068] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0069] Reference Figures 1 to 8 The following is a further description of an embodiment of a ship collision avoidance device according to the present invention.

[0070] A ship collision avoidance device includes;

[0071] Mounting plate 1: This device is installed on the ship during use.

[0072] A lifting mechanism is mounted on the mounting plate 1;

[0073] Anti-collision base 2 is mounted on the lifting mechanism;

[0074] The anti-collision mechanism, installed on the anti-collision base 2, is used to buffer the impact force on the ship when it docks.

[0075] A steering mechanism is provided inside the anti-collision base 2 to assist the anti-collision mechanism in rotating within the anti-collision base 2 to reduce the intensity of the collision.

[0076] Reference Figures 1 to 8 The lifting mechanism includes:

[0077] The vertical frame 3 is disposed on the mounting plate 1 and is fixedly connected to the mounting plate 1;

[0078] An adjustment component, disposed within the vertical frame 3, is used to adjust the height of the anti-collision mechanism; the adjustment component includes:

[0079] The rangefinder 301 is mounted on the vertical frame 3 and is used to measure the height difference between the anti-collision mechanism and the horizontal plane;

[0080] An adjusting motor 302 is disposed inside the vertical frame 3 and is detachably and fixedly connected to the vertical frame 3. The adjusting motor 302 is a waterproof motor.

[0081] An adjusting screw 303 is disposed inside the vertical frame 3 and is rotatably connected to the vertical frame 3. The end of the adjusting screw 303 near the adjusting motor 302 is fixedly connected to the output end of the adjusting motor 302.

[0082] A sliding block 304 is disposed inside the vertical frame 3 and is slidably connected to the vertical frame 3. The sliding block 304 is threadedly connected to the adjusting screw 303 and is fixedly connected to the anti-collision base 2.

[0083] Before the ship docks at the pier, the height difference H between the anti-collision mechanism and the horizontal plane is measured by the distance measuring instrument 301. Then, the height difference H measured by the distance measuring instrument 301 is compared with the previously known distance h between the pier and the horizontal plane. If H is greater than h, it is determined that the anti-collision mechanism is higher than the pier, and the anti-collision mechanism is adjusted to lower Hh; if H is less than h, it is determined that the anti-collision mechanism is lower than the pier, and the anti-collision mechanism is adjusted to raise hH; if H is equal to h, it is determined that the anti-collision mechanism is at the same height as the pier, and the height of the anti-collision mechanism does not need to be adjusted.

[0084] The specific process of adjusting the distance between the anti-collision mechanism and the horizontal plane is as follows: the control motor 302 is started, which causes the adjustment screw 303, which is fixedly connected to the output end of the adjustment motor 302, to rotate. Through the threaded transmission between the adjustment screw 303 and the sliding block 304, the sliding block 304 is driven to slide within the vertical frame 3. This causes the anti-collision base 2, which is fixedly connected to the sliding block 304, to move the anti-collision mechanism, thereby adjusting the distance between the anti-collision mechanism and the horizontal plane until the height difference between the anti-collision mechanism and the horizontal plane is consistent with the height difference between the dock shore and the horizontal plane. This allows the anti-collision mechanism to better mitigate the impact between ships and the dock shore.

[0085] Reference Figures 1 to 8 A waterproof mechanism, installed within the vertical frame 3, is used to prevent seawater from entering the vertical frame 3. The waterproof mechanism includes:

[0086] The inner slide groove 4 is formed inside the vertical frame 3. There are two inner slide grooves 4, and the two inner slide grooves 4 are symmetrically arranged.

[0087] Waterproof groove 401 is formed on the surface of the vertical frame 3 near the anti-collision base 2. Two sets of waterproof groove 401 are formed and the two sets of waterproof groove 401 are symmetrically arranged.

[0088] The inner slide plate 402 is disposed inside the vertical frame 3. The inner slide plate 402 is slidably connected to the inner slide groove 4, and the end of the inner slide plate 402 near the sliding block 304 is fixedly connected to the sliding block 304.

[0089] An internal spring 403 is disposed in the inner slide groove 4, and the two ends of the internal spring 403 are fixedly connected to the vertical frame 3 and the inner slide plate 402 respectively. The initial state of the internal spring 403 is the compressed state.

[0090] The outer slide plate 404 is disposed on the inner slide plate 402 and is fixedly connected to the inner slide plate 402. The outer slide plate 404 is slidably connected to the waterproof groove 401.

[0091] When the sliding block 304 moves the anti-collision mechanism, the two inner sliding plates 402 and the outer sliding plate 404, which are fixedly connected to the sliding block 304, also move with the sliding block 304, thereby always sealing the space where the adjusting screw 303 is located, thus preventing the water splashed into the vertical frame 3 and causing corrosion to the adjusting screw 303, thereby extending the service life of the device to a certain extent.

[0092] Reference Figures 1 to 8 The anti-collision mechanism includes:

[0093] Arc-shaped grooves 5 are formed on the inner surface of the anti-collision base 2, and there are two of them, with the two arc-shaped grooves 5 arranged symmetrically.

[0094] A support component is disposed within the anti-collision base 2, and the support component includes:

[0095] The first anti-collision base plate 6 is disposed inside the anti-collision base 2;

[0096] Wheel plate 601 is disposed on the surface of the first anti-collision base plate 6 near the arc groove 5 and is fixedly connected to the first anti-collision base plate 6;

[0097] A pulley 602 is disposed on a wheel plate 601 and is rotatably connected to the wheel plate 601. The pulley 602 is used to assist the first anti-collision base plate 6 in rotating within the anti-collision base 2.

[0098] When a ship sways up and down at both ends due to water surface fluctuations, the dockside applies a torsional force to the anti-collision roller 803, which in turn causes the second anti-collision base plate 8 to also experience a torsional force. This causes the swing plate 703, which is rotatably connected to the second anti-collision base plate 8, to also apply a torsional force to the first anti-collision base plate 6, which is fixedly connected to the anti-collision frame 7, through the anti-collision slider 701. At this time, the presence of pulleys 602 and arc grooves 5 allows the anti-collision roller 803 to rotate within the arc grooves 5 when subjected to torsional force, facilitating the rotation of the first anti-collision base plate 6. Consequently, the anti-collision roller 803 rotates synchronously, thereby mitigating the torsional impact force exerted on the anti-collision roller 803 by the dockside, preventing excessive wear on the anti-collision roller 803, and extending the service life of the device.

[0099] Reference Figures 1 to 8 The first anti-collision component is disposed on the first anti-collision base plate 6 away from the anti-collision base 2, and multiple sets of the first anti-collision component are provided, with the spacing between the multiple sets of the first anti-collision component being consistent. The first anti-collision component includes:

[0100] The anti-collision frame 7 is disposed on the surface of the first anti-collision base plate 6 away from the anti-collision base 2, and is fixedly connected to the first anti-collision base plate 6;

[0101] Anti-collision slider 701 is disposed inside the anti-collision frame 7 and is slidably connected to the anti-collision frame 7. There are two anti-collision sliders 701, which are symmetrically arranged inside the anti-collision frame 7.

[0102] Two first buffer springs 702 are provided, and the two first buffer springs 702 are symmetrically arranged in the anti-collision frame 7. The two first buffer springs 702 are respectively fixedly connected to the two anti-collision sliders 701.

[0103] A swing plate 703 is disposed on the anti-collision slider 701 and is rotatably connected to the anti-collision slider 701;

[0104] Simultaneously, by providing a first anti-collision component, when the second buffer spring 805 is compressed, the second buffer spring 805 also applies a force to the second anti-collision base plate 8, causing the second anti-collision base plate 8 to move towards the first anti-collision base plate 6. This causes the two swing plates 703, which are rotatably connected to the second anti-collision base plate 8, to swing, thereby pushing the two anti-collision sliders 701, which are rotatably connected to the two swing plates 703, to move away from each other within the anti-collision frame 7. This applies a force to the first buffer spring 702, which is fixedly connected to the anti-collision slider 701, causing the first buffer spring 702 to be compressed, thereby further mitigating the impact of the dockside on the ship.

[0105] Reference Figures 1 to 8 The second anti-collision component is disposed at the end of the swing plate 703 away from the first anti-collision base plate 6, and the second anti-collision component includes:

[0106] The second anti-collision base plate 8 is disposed on the swing plate 703 and is rotatably connected to the swing plate 703;

[0107] Anti-collision grooves 801 are formed on the surface of the second anti-collision base plate 8 away from the anti-collision base 2, and there are multiple anti-collision grooves 801, and the spacing between the multiple anti-collision grooves 801 is the same;

[0108] Multiple anti-collision components are provided and located within the anti-collision groove 801, with consistent spacing between them. The anti-collision components include:

[0109] Roller plate 802 is disposed within the anti-collision groove 801;

[0110] Anti-collision roller 803 is disposed on roller plate 802 and rotatably connected to roller plate 802;

[0111] An anti-collision rod 804 is disposed on the surface of the roller plate 802 near the anti-collision base 2 and is fixedly connected to the roller plate 802. The anti-collision rod 804 is slidably connected to the second anti-collision base plate 8.

[0112] The second buffer spring 805 is disposed on the anti-collision bar 804 and is located between the second anti-collision base plate 8 and the roller plate 802.

[0113] When a ship is docked at the pier, the ship will float due to the fluctuation of the water surface. Therefore, the distance between the ship and the pier will change constantly. When the ship moves towards the pier due to the fluctuation of the water surface, the anti-collision roller 803 will slide into the anti-collision groove 801 due to the force exerted on it by the pier. At the same time, the roller plate 802, which is rotatably connected to the anti-collision roller 803, will also slide into the anti-collision groove 801. This will compress the second buffer spring 805 set on the anti-collision rod 804, thereby partially mitigating the impact of the pier on the anti-collision roller 803, and thus avoiding collision between the ship and the pier, which could cause damage to the ship or even cause a maritime accident.

[0114] When a ship sways from side to side due to water surface fluctuations, the distance between the ship's side surface along its length and the dock edge is inconsistent, resulting in inconsistent impact forces on the ship's side surface along its length. By installing multiple anti-collision components in the anti-collision groove 801, when the ship sways from side to side due to water surface fluctuations, the anti-collision rollers 803 in the anti-collision groove 801 slide into the anti-collision groove 801 to varying degrees, causing the second buffer springs 805 below each anti-collision roller 803 to be compressed to varying degrees, thereby mitigating the different degrees of impact forces on the ship's side when it sways from side to side due to water surface fluctuations.

[0115] Reference Figures 1 to 8 The steering mechanism includes:

[0116] Multiple ball grooves 9 are formed on the surface of the anti-collision base 2 near the first anti-collision base plate 6, and the multiple ball grooves 9 are evenly distributed on the anti-collision base 2;

[0117] The rotating ball 901 is positioned inside the ball groove 9 and is in rolling connection with the ball groove 9, and the rotating ball 901 is in contact with the first anti-collision base plate 6.

[0118] By incorporating a steering mechanism, when the ship's bow and stern sway up and down due to water surface fluctuations, the rotating ball 901 and ball groove 9 prevent the first anti-collision base plate 6 from contacting the anti-collision base 2. The first anti-collision base plate 6 rotates within the anti-collision base 2, and the rotating ball 901 rolls within the ball groove 9, allowing the first anti-collision base plate 6 to rotate more smoothly within the anti-collision base 2. This enables the anti-collision roller 803 to rotate synchronously with the first anti-collision base plate 6 to adapt to the torsional force applied to the anti-collision roller 803 by the dockside, thereby further preventing excessive wear on the anti-collision roller 803 and extending the service life of the device.

[0119] In another embodiment of the present invention, the ship collision avoidance device further includes a self-adjusting mechanism, the self-adjusting mechanism including a force-applying component and a self-adjusting component, the force-applying component is provided in two sets, and the two sets of force-applying components are symmetrically arranged on the second collision avoidance base plate 8, and the self-adjusting component is provided in two sets, and the two sets of self-adjusting components are symmetrically arranged on the first collision avoidance base plate 6.

[0120] Reference Figures 1 to 8 The force-applying component includes:

[0121] Ear plate 10 is disposed on the second anti-collision base plate 8, and the ear plate 10 is fixedly connected to the second anti-collision base plate 8;

[0122] A force-applying plate 101 is disposed on the ear plate 10, and one end of the force-applying plate 101 near the ear plate 10 is rotatably connected to the ear plate 10;

[0123] A rolling part is disposed within the anti-collision base 2, and the rolling part is rotatably connected to the end of the force-applying plate 101 away from the ear plate 10. The rolling part includes:

[0124] A C-shaped plate 102 is disposed at the end of the force-applying plate 101 away from the ear plate 10, and the C-shaped plate 102 is rotatably connected to the force-applying plate 101;

[0125] A rolling roller 103 is disposed on the C-shaped plate 102, and the rolling roller 103 is rotatably connected to the C-shaped plate 102.

[0126] Reference Figures 1 to 8 The self-adjusting component includes:

[0127] A strip block 11 is disposed on the first anti-collision base plate 6, and the strip block 11 is fixedly connected to the first anti-collision base plate 6;

[0128] An adjustment groove 1101 is formed within the strip block 11;

[0129] An adjusting ball 1102 is disposed within the adjusting groove 1101, and the adjusting ball 1102 is rotatably connected to the adjusting groove 1101;

[0130] Slot 1103 is provided on the surface of the strip block 11 away from the first anti-collision plate. There are two slots 1103, and the two slots 1103 are symmetrically distributed on the first anti-collision plate. The slots 1103 are connected to the adjustment groove 1101.

[0131] An interlocking portion is disposed on the strip block 11. Two interlocking portions are provided, and the two interlocking portions are symmetrically distributed on the strip block 11. Each interlocking portion includes:

[0132] Insert 1104 is disposed on the strip block 11 and is slidably connected to the slot 1103. The side of the insert 1104 near the first anti-collision base plate 6 is inclined, and the width of the insert 1104 near the adjusting ball 1102 gradually increases from the width of the end of the insert 1104 near the adjusting ball 1102 to the width of the end of the insert 1104 away from the adjusting ball 1102.

[0133] A connecting plate 1105 is disposed on the two insert blocks 1104, and the two ends of the connecting plate 1105 are respectively fixedly connected to the two insert blocks 1104;

[0134] Side plate 1106 is disposed on the connecting plate 1105, and the side plate 1106 is fixedly connected to the connecting plate 1105;

[0135] A reset spring 1107 is disposed on the surface of the side plate 1106 away from the strip block 11, and the reset spring 1107 is fixedly connected to the side plate 1106. The end of the reset spring 1107 near the anti-collision base 2 is fixedly connected to the anti-collision base 2.

[0136] Reference Figures 1 to 8By means of a self-adjusting mechanism, when the anti-collision roller 803 slides into the anti-collision groove 801 due to the force exerted on it by the dock shoreline, it also drives the roller plate 802, which is rotatably connected to the anti-collision roller 803, to slide into the anti-collision groove 801. This causes the second buffer spring 805 set on the anti-collision rod 804 to be compressed. At this time, the second buffer spring 805 also applies a force to the second anti-collision base plate 8, causing the second anti-collision base plate 8 to move towards the first anti-collision base plate 6, thereby making the anti-collision roller 803 slide into the groove 801. The force-applying plate 101, rotatably connected to the base plate 8, swings, causing the rolling roller 103 to roll on the surface of the anti-collision base 2. This prevents the force-applying plate 101 from sliding directly on the anti-collision base 2, allowing the force-applying plate 101 to swing more smoothly and reducing wear on the force-applying plate 101 and the anti-collision base 2 to some extent. During the swinging process, the force-applying plate 101 applies a force to the C-shaped plate 102, causing the C-shaped plate 102 to move away from the first anti-collision base plate 6. This causes the insert 1104, which is fixedly connected to the C-shaped plate 102, to move away from the first anti-collision base plate 6. At this time, the adjusting ball 1102 loses the restraint of the inserts 1104 on both sides. When the first anti-collision base plate 6 rotates in the anti-collision base 2, it drives the strip block 11, which is fixedly connected to the first anti-collision base plate 6, to rotate with the first anti-collision base plate 6, thereby causing the strip block 11 to tilt. At this time, the adjusting ball 1102 in the strip block 11 rolls in the adjusting groove 1101 according to the tilt direction of the strip block 11. This changes the center of the first anti-collision base plate 6, causing the anti-collision roller 803 to roll within the adjusting groove 1101 via the adjusting ball 1102 when subjected to torsional force. This facilitates the rotation of the first anti-collision base plate 6 within the anti-collision base 2, thereby causing the anti-collision roller 803 to rotate synchronously and in the same direction to adapt to the torsional force exerted on the anti-collision roller 803 by the dock shore. This further weakens the torsional force exerted on the anti-collision roller 803 by the dock shore, preventing damage to the anti-collision roller 803 and further extending the service life of the device.

[0137] Reference Figures 1 to 8 The mating part further includes an auxiliary component, which includes:

[0138] The auxiliary groove 12 is formed on the C-shaped plate 102;

[0139] An auxiliary roller 1201 is disposed in the auxiliary groove 12, and the auxiliary roller 1201 is rotatably connected to the C-shaped plate 102, and the auxiliary roller 1201 is tumbledly connected to the force application plate 101.

[0140] By providing an auxiliary roller 1201, when the force plate 101 swings, the auxiliary roller 1201 can roll on the surface of the force plate 101, thereby preventing the force plate 101 from directly contacting the C-shaped plate 102, thus avoiding wear on the force plate 101 and the C-shaped plate 102, and also making the force plate 101 swing more smoothly.

[0141] Working principle: Refer to Figures 1 to 8 Before the ship docks at the pier, the height difference H between the anti-collision mechanism and the horizontal plane is measured by the distance measuring instrument 301. Then, the height difference H measured by the distance measuring instrument 301 is compared with the previously known distance h between the pier and the horizontal plane. If H is greater than h, it is determined that the anti-collision mechanism is higher than the pier, and the anti-collision mechanism is adjusted to lower Hh; if H is less than h, it is determined that the anti-collision mechanism is lower than the pier, and the anti-collision mechanism is adjusted to raise hH; if H is equal to h, it is determined that the anti-collision mechanism is at the same height as the pier, and the height of the anti-collision mechanism does not need to be adjusted.

[0142] The specific process of adjusting the distance between the anti-collision mechanism and the horizontal plane is as follows: the control motor 302 is started, which causes the adjustment screw 303, which is fixedly connected to the output end of the adjustment motor 302, to rotate. Through the threaded transmission between the adjustment screw 303 and the sliding block 304, the sliding block 304 is driven to slide within the vertical frame 3. This causes the anti-collision base 2, which is fixedly connected to the sliding block 304, to move the anti-collision mechanism, thereby adjusting the distance between the anti-collision mechanism and the horizontal plane until the height difference between the anti-collision mechanism and the horizontal plane is consistent with the height difference between the dock shore and the horizontal plane. This allows the anti-collision mechanism to better mitigate the impact between ships and the dock shore.

[0143] When a ship is docked at the pier, the ship will float due to the fluctuation of the water surface. Therefore, the distance between the ship and the pier will change constantly. When the ship moves towards the pier due to the fluctuation of the water surface, the anti-collision roller 803 will slide into the anti-collision groove 801 due to the force exerted on it by the pier. At the same time, the roller plate 802, which is rotatably connected to the anti-collision roller 803, will also slide into the anti-collision groove 801. This will compress the second buffer spring 805 set on the anti-collision rod 804, thereby partially mitigating the impact of the pier on the anti-collision roller 803, and thus avoiding collision between the ship and the pier, which could cause damage to the ship or even cause a maritime accident.

[0144] When a ship sways from side to side due to water surface fluctuations, the distance between the ship's side surface along its length and the dock edge is inconsistent, resulting in inconsistent impact forces on the ship's side surface along its length. By installing multiple anti-collision components in the anti-collision groove 801, when the ship sways from side to side due to water surface fluctuations, the anti-collision rollers 803 in the anti-collision groove 801 slide into the anti-collision groove 801 to varying degrees, causing the second buffer springs 805 below each anti-collision roller 803 to be compressed to varying degrees, thereby mitigating the different degrees of impact forces on the ship's side when it sways from side to side due to water surface fluctuations.

[0145] Simultaneously, by providing a first anti-collision component, when the second buffer spring 805 is compressed, the second buffer spring 805 also applies a force to the second anti-collision base plate 8, causing the second anti-collision base plate 8 to move towards the first anti-collision base plate 6. This causes the two swing plates 703, which are rotatably connected to the second anti-collision base plate 8, to swing, thereby pushing the two anti-collision sliders 701, which are rotatably connected to the two swing plates 703, to move away from each other within the anti-collision frame 7. This applies a force to the first buffer spring 702, which is fixedly connected to the anti-collision slider 701, causing the first buffer spring 702 to be compressed, thereby further mitigating the impact of the dockside on the ship.

[0146] When a ship swings up and down at both ends due to water surface fluctuations, the dockside applies a torsional force to the anti-collision roller 803, which in turn causes the second anti-collision base plate 8 to also be subjected to a torsional force. This causes the swing plate 703, which is rotatably connected to the second anti-collision base plate 8, to also apply a torsional force to the first anti-collision base plate 6, which is fixedly connected to the anti-collision frame 7, through the anti-collision slider 701. At this time, the presence of pulleys 602 and arc grooves 5 allows the anti-collision roller 803 to rotate within the arc grooves 5 when subjected to torsional force, facilitating the rotation of the first anti-collision base plate 6. This causes the anti-collision roller 803 to rotate synchronously, thereby mitigating the torsional impact force of the dockside on the anti-collision roller 803, preventing excessive wear on the anti-collision roller 803, and extending the service life of the device.

[0147] By incorporating a steering mechanism, when the ship's bow and stern sway up and down due to water surface fluctuations, the rotating ball 901 and ball groove 9 prevent the first anti-collision base plate 6 from contacting the anti-collision base 2. The first anti-collision base plate 6 rotates within the anti-collision base 2, and the rotating ball 901 rolls within the ball groove 9, allowing the first anti-collision base plate 6 to rotate more smoothly within the anti-collision base 2. This enables the anti-collision roller 803 to rotate synchronously with the first anti-collision base plate 6 to adapt to the torsional force applied to the anti-collision roller 803 by the dockside, thereby further preventing excessive wear on the anti-collision roller 803 and extending the service life of the device.

[0148] With a self-adjusting mechanism, when the anti-collision roller 803 slides into the anti-collision groove 801 due to the force exerted on it by the dock shoreline, it also drives the roller plate 802, which is rotatably connected to the anti-collision roller 803, to slide into the anti-collision groove 801. This causes the second buffer spring 805 on the anti-collision rod 804 to be compressed. At this time, the second buffer spring 805 also applies a force to the second anti-collision base plate 8, causing the second anti-collision base plate 8 to move towards the first anti-collision base plate 6, thereby making the anti-collision rod 803 move towards the first anti-collision base plate 6. The force-applying plate 101, rotatably connected to the base plate 8, swings, causing the rolling roller 103 to roll on the surface of the anti-collision base 2. This prevents the force-applying plate 101 from sliding directly on the anti-collision base 2, allowing the force-applying plate 101 to swing more smoothly and reducing wear on the force-applying plate 101 and the anti-collision base 2 to some extent. During the swinging process, the force-applying plate 101 applies a force to the C-shaped plate 102, causing the C-shaped plate 102 to move away from the first anti-collision base plate 6. This causes the insert 1104, which is fixedly connected to the C-shaped plate 102, to move away from the first anti-collision base plate 6. At this time, the adjusting ball 1102 loses the restriction of the inserts 1104 on both sides. When the first anti-collision base plate 6 rotates in the anti-collision base 2, it drives the strip block 11, which is fixedly connected to the first anti-collision base plate 6, to rotate with the first anti-collision base plate 6, thereby causing the strip block 11 to tilt. At this time, the adjusting ball 1102 in the strip block 11 moves in the adjusting groove 1101 according to the tilt direction of the strip block 11. The rolling motion changes the center of the first anti-collision base plate 6, causing the anti-collision roller 803 to roll within the adjusting groove 1101 via the adjusting ball 1102 when subjected to torsional force. This facilitates the rotation of the first anti-collision base plate 6 within the anti-collision base 2, thereby causing the anti-collision roller 803 to rotate synchronously and in the same direction to adapt to the torsional force exerted on the anti-collision roller 803 by the dock shore. This further weakens the torsional force exerted on the anti-collision roller 803 by the dock shore, preventing damage to the anti-collision roller 803 and further extending the service life of the device.

[0149] The above description of the embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A ship collision avoidance device, characterized in that, include; Mounting plate (1); A lifting mechanism is mounted on the mounting plate (1); Anti-collision base (2) is provided on the lifting mechanism; The anti-collision mechanism is installed on the anti-collision base (2) and is used to buffer the impact force on the ship when the ship docks. A steering mechanism is provided inside the anti-collision base (2) to assist the anti-collision mechanism in rotating inside the anti-collision base (2) to reduce the collision intensity; The anti-collision mechanism includes: An arc-shaped groove (5) is formed on the inner surface of the anti-collision base (2), and there are two of them, with the two arc-shaped grooves (5) arranged symmetrically; a bearing component is disposed inside the anti-collision base (2); a first anti-collision component is disposed on the first anti-collision base plate (6) away from the anti-collision base (2), and the first anti-collision component is provided in multiple sets; the bearing component includes: A first anti-collision base plate (6) is disposed within the anti-collision base (2); a wheel plate (601) is disposed on the surface of the first anti-collision base plate (6) near the arc groove (5) and is fixedly connected to the first anti-collision base plate (6); a pulley (602) is disposed on the wheel plate (601) and is rotatably connected to the wheel plate (601); the first anti-collision assembly includes: an anti-collision frame (7) is disposed on the surface of the first anti-collision base plate (6) away from the anti-collision base (2) and is fixedly connected to the first anti-collision base plate (6); an anti-collision slider (701) is disposed within the anti-collision frame (7) and is slidably connected to the anti-collision frame (7); and two first buffer springs (702) are provided, and the two first buffer springs are... (702) Symmetrically arranged within the anti-collision frame (7); a swing plate (703) is disposed on the anti-collision slider (701) and rotatably connected to the anti-collision slider (701); a second anti-collision component is disposed at one end of the swing plate (703) away from the first anti-collision base plate (6); the second anti-collision component includes: a second anti-collision base plate (8) disposed on the swing plate (703) and rotatably connected to the swing plate (703); anti-collision grooves (801) are formed on the surface of the second anti-collision base plate (8) away from the anti-collision base (2), and there are multiple anti-collision grooves (801), and the spacing between the multiple anti-collision grooves (801) is consistent; multiple anti-collision members are provided and located within the anti-collision grooves (801); the anti-collision members include: A roller plate (802) is disposed within the anti-collision groove (801); an anti-collision roller (803) is disposed on the roller plate (802) and rotatably connected to the roller plate (802); an anti-collision rod (804) is disposed on the surface of the roller plate (802) near the anti-collision base (2) and fixedly connected to the roller plate (802), and the anti-collision rod (804) is slidably connected to the second anti-collision base plate (8); a second buffer spring (805) is disposed on the anti-collision rod (804) and located between the second anti-collision base plate (8) and the roller plate (802); the steering mechanism includes: Multiple ball grooves (9) are formed on the surface of the anti-collision base (2) near the first anti-collision base plate (6), and the multiple ball grooves (9) are evenly distributed on the anti-collision base (2); a rotating ball (901) is disposed in the ball groove (9) and is in rolling connection with the ball groove (9), and the rotating ball (901) is in contact with the first anti-collision base plate (6).

2. A ship collision avoidance device according to claim 1, characterized in that, The lifting mechanism includes: A vertical frame (3) is disposed on the mounting plate (1) and fixedly connected to the mounting plate (1); An adjustment component, located within the vertical frame (3), is used to adjust the height of the anti-collision mechanism; A waterproof mechanism is installed inside the vertical frame (3) to prevent seawater from entering the vertical frame (3).

3. A ship collision avoidance device according to claim 2, characterized in that, The adjustment component includes: A rangefinder (301) is installed on the vertical frame (3) and is used to measure the height difference between the anti-collision mechanism and the horizontal plane; An adjusting motor (302) is installed inside the vertical frame (3) and is detachably fixed to the vertical frame (3). The adjusting motor (302) is a waterproof motor. An adjusting screw (303) is disposed inside the vertical frame (3), and the adjusting screw (303) is fixedly connected to the output end of the adjusting motor (302); A sliding block (304) is disposed inside the vertical frame (3) and is slidably connected to the vertical frame (3). The sliding block (304) is threadedly connected to the adjusting screw (303) and is fixedly connected to the anti-collision base (2).

4. A ship collision avoidance device according to claim 3, characterized in that, The waterproofing mechanism includes: The inner slide groove (4) is opened inside the vertical frame (3). There are two inner slide grooves (4), and the two inner slide grooves (4) are symmetrically arranged. A waterproof groove (401) is formed on the surface of the vertical frame (3) near the anti-collision base (2); The inner slide plate (402) is disposed inside the vertical frame (3). The inner slide plate (402) is slidably connected to the inner slide groove (4), and the inner slide plate (402) is fixedly connected to the sliding block (304). An internal spring (403) is disposed within the inner groove (4); The outer sliding plate (404) is disposed on the inner sliding plate (402) and fixedly connected to the inner sliding plate (402), and the outer sliding plate (404) is slidably connected to the waterproof groove (401).

Images