Anti-collision guiding device for ship in shipping tunnel

Abstract

The invention relates to the technical field of ship navigation tunnels, in particular to a shipping tunnel ship anti-collision guide device which comprises a first base, a second base and a guide rod. A plurality of pairs of first buffer assemblies are arranged on the first base; the second base is in elastic sliding connection with the first base, a plurality of driving sliding grooves are formed in the second base, each driving sliding groove comprises a straight section, a first arc section and a second arc section, and one end of the straight section, one end of the first arc section and one end of the second arc section intersect so that the straight section, the first arc section and the second arc section can communicate with one another; one end of each guide rod is rotationally connected with the first base, the other end of each guide rod is provided with a guide wheel, each guide rod is provided with a guide sliding block located in the corresponding driving sliding groove, and each guide rod is matched with each pair of first buffering assemblies; when the second base slides to the stroke limit in a reciprocating mode, the curvature center of the first arc section or the second arc section coincides with the rotation center of the guide rod, and the guide sliding block is located at the intersection position of the driving sliding groove. Rigid collision with the ship body can be avoided, and the anti-collision guiding effect on the ship body can be achieved.

Description

Technical Field

[0001] The present application relates to the technical field of ship navigation tunnels, and in particular to a ship anti-collision guidance device in a shipping tunnel. Background Art

[0002] Navigation tunnels are a new type of ship navigation facility developed in recent years. They refer to navigation structures dug in rivers to cross high mountains. At both ends of the tunnel, a pilot channel or towing channel is set up to connect with the main channel, and mooring buildings are set up for ships waiting to pass through. The water level difference in mountainous rivers is large, and it is necessary to overcome the water level difference through high dam channelization to achieve the purpose of navigation. However, mountainous rivers often have narrow cross-sections, and it is extremely difficult to arrange navigation structures in the river channel. It is necessary to cross the mountains for navigation. Using high dam tunnel navigation is one of the best ways to solve the problem.

[0003] A Chinese utility model patent with publication number CN219430675U discloses a ship anti-collision guide device for a shipping tunnel, including a rotating shaft and an anti-collision cylinder; the anti-collision cylinder is rotatably connected to the rotating shaft; the anti-collision cylinder includes a cylinder body and a reinforcement; the cylinder body is elastic, and the reinforcement is embedded in the cylinder body. The anti-collision cylinder can be used to guide the ship to sail forward, preventing the ship from continuing to sail toward the side wall of the tunnel, thereby avoiding subsequent collisions with the ship and ensuring that the side wall of the tunnel and the ship itself are not damaged. This ship anti-collision guide device for a shipping tunnel is more suitable for situations where the ship is less deflected, that is, in this case, the relatively flat part in the middle of the side of the ship body contacts the anti-collision cylinder, which can provide better anti-collision and guidance effects. However, some shipping tunnels connect the upstream and downstream from the inside of the mountain, and the length of the tunnel is usually large. In the process of the ship moving from the downstream to the upstream, the water flow velocity in the tunnel is large and the water flow state is relatively complex, and a traction device is needed to provide traction for the ship. The solid line ship is not self-propelled, and the forward direction of the ship is prone to large deviation. At this time, the bow tank will collide with the aisle in the tunnel. If the existing anti-collision device is used, the side wall of the bow tank is a curved surface, the ship will cause radial impact on the rotating shaft, that is, the ship and the anti-collision cylinder actually form a rigid collision, on the one hand, it may cause the anti-collision cylinder to fail to rotate in time and cause the ship to rebound, on the other hand, it may cause damage to the rotating shaft structure; at the same time, if the ship is close to the tunnel wall, in the process of the ship returning to the center, the rear of the ship may also have a rigid collision with the anti-collision cylinder in a rotating state, and the rear of the ship is also prone to rebound at this time. Summary of the invention

[0004] The present application provides a ship anti-collision guide device for a shipping tunnel, which provides a plurality of rotatable guide rods, and when one / some of the guide rods are hit, all the guide rods are rotated to corresponding angles, thereby avoiding rebound when the forepeak tank is hit, and preventing the rear of the ship from being rebounded during the ship's straightening process.

[0005] This application is implemented through the following technical solutions:

[0006] A ship anti-collision guiding device for a shipping tunnel, comprising:

[0007] A first base, which is used to be fixedly installed in a navigation tunnel, and a plurality of pairs of first buffer components are arranged on the first base;

[0008] A second base, which is elastically slidably connected to the first base so that the second base can linearly slide on the first base. A plurality of driving chutes are arranged on the second base. The driving chutes include a straight section, a first arc section and a second arc section. One ends of the straight section, the first arc section and the second arc section meet to make the three communicate with each other;

[0009] A plurality of guide rods, one end of each guide rod is rotatably connected to the first base, the other end is provided with a guide wheel, and a guide slider located in the driving chute is arranged on the guide rod. Each guide rod cooperates with each pair of the first buffer components to provide a buffer force in the opposite direction to the guide rod when the guide rod rotates forward and backward;

[0010] Wherein, when the second base reciprocates to the stroke limit, the center of curvature of the first arc section or the second arc section coincides with the rotation center of the guide rod and the guide slider is located at the intersection of the straight section, the first arc section and the second arc section.

[0011] For the ship anti-collision guiding device provided by this application, when the bow cabin collides with one or more of the guide rods, the guide rod can rotate on the first base. At the same time, the guide slider on the guide rod will drive the second base to slide to the stroke limit. During the rotation of the guide rod, the first buffer component can provide a buffer force for the hull through the guide rod to reduce the impact of the ship in this direction, and the direction of the hull can be adjusted through the guide wheel on the guide rod, so as to achieve the anti-collision guiding effect; during the process of adjusting the direction of the hull, the rear of the hull will gradually approach the tunnel wall. Since the second base will drive other guide rods to rotate a certain angle through the driving chute during the sliding process, when the rear of the hull collides with the guide rod, there is a certain included angle between the guide rod and the side wall of the hull. At this time, the corresponding first buffer component provides a certain buffer force for the rear of the hull through the guide rod, achieving the purpose of anti-collision guiding.

[0012] In some optional embodiments, the guide slider includes:

[0013] A first retaining plate, which is connected to the guide rod, and a plurality of first spherical grooves are evenly spaced along the circumferential direction on the plate surface of the first retaining plate;

[0014] A second holding plate, the second holding plate is arranged parallel to the first holding plate and connected to the first holding plate, a plurality of second spherical grooves are evenly spaced along the circumferential direction on a plate surface of the second holding plate close to the first holding plate, and the positions of the second spherical grooves correspond to the positions of the first spherical grooves one by one;

[0015] A sphere is matched with a first spherical groove and a second spherical groove respectively at corresponding positions.

[0016] The ship anti-collision guide device for a shipping tunnel provided in the present application has a rolling friction between the guide slider and the groove wall of the driving groove through the setting of the sphere, and the movement resistance is small, which can improve the sliding smoothness of the guide slider in the driving groove, thereby improving the action response speed of the second base.

[0017] In some optional embodiments, a plurality of supporting balls are provided on the plate surface of the first retaining plate close to the second retaining plate by means of a groove locking ball process.

[0018] The ship collision avoidance guide device for a shipping tunnel provided by the present application, when used for a long time, has a lot of relative movement due to the active connection between the guide rod and the first base, and at the same time, the outer wall of the bow tank is a curved surface, so the guide rod may approach the first base and cause the plate surface of the first retaining plate to contact the second base, which will hinder the relative movement of the guide rod and the second base. However, by setting a support ball to contact the second base, on the one hand, it is beneficial to the positioning of the guide rod and prevent the guide rod from approaching the first base. On the other hand, the rolling friction between the support ball and the second base is small, which is not easy to affect the relative movement of the guide rod and the second base.

[0019] In some optional embodiments, a second buffer assembly is connected between the second base and the first base to provide a buffer force in the opposite direction for the second base when the second base slides.

[0020] The present application provides a ship anti-collision guide device for a shipping tunnel, in which the contact point between the first buffer component and the guide rod is located between the two ends of the guide rod. At the moment when the hull contacts the guide wheel, stress concentration will occur at the position where the guide rod contacts the first buffer component, resulting in a tendency for the guide rod to bend and deform. By connecting the second buffer component between the first base and the second base, the second buffer component can provide a larger buffer force to the guide rod through the second base to offset the deformation tendency of the guide rod, thereby preventing the guide rod from breaking after a sudden impact. At the same time, the second buffer component disguisedly improves the ability of the second base to resist sliding, thereby preventing the second base from oscillating after an impact and causing continuous slight collisions with the guide slider.

[0021] In some optional embodiments, the second buffer component includes:

[0022] A buffer shell, wherein the buffer shell is connected to the first base, and the buffer shell is connected to the second base via a return spring;

[0023] A buffer spring, wherein the buffer spring is disposed in the buffer housing;

[0024] A buffer rod, one end of which is connected to the buffer spring via a buffer guide plate, the buffer guide plate is slidably matched with the inner wall of the buffer shell, the buffer rod penetrates the buffer shell and is coaxially provided with a reset spring and then connected to the second base;

[0025] Wherein, when the buffer spring and the return spring are in a natural state, there is a distance between the plate surface of the buffer guide plate which is away from the buffer spring and the inner wall of the buffer shell.

[0026] In the ship anti-collision guide device for a shipping tunnel provided by the present application, the buffering force of the second buffer component is provided by a buffer spring, and the buffering force of the buffer spring is relatively small. In this way, during the rotation of the guide rod, the angular velocity of the position on the guide rod corresponding to the second buffer component can be ensured to be consistent with the angular velocity of the position corresponding to the first buffer component, and the guide rod is not prone to stress concentration at the position corresponding to the second buffer component, thereby reducing the deformation risk of the guide rod; at the same time, the spacing between the buffer guide plate and the inner wall of the buffer shell allows the buffer guide plate to pull the buffer spring, thereby providing a buffering force for the guide rod at the moment of collision between the hull and the guide wheel to offset the deformation trend of the guide rod, thereby preventing the guide rod from breaking after a sudden impact.

[0027] In some optional embodiments, the first buffer component includes:

[0028] a cylinder body connected to the first base;

[0029] A piston, the piston is arranged in the cylinder body to divide the space in the cylinder body into two, the piston is provided with a plurality of buffer holes connecting the spaces on both sides of the piston, and the piston is connected to the cylinder body through a buffer return spring;

[0030] A piston rod, one end of which is connected to the piston, and the other end of which passes through the cylinder body and is located outside the cylinder body, and the piston rod and the cylinder body are sealed;

[0031] A roller is rotatably matched with the other end of the piston rod, and the roller is used to contact the guide rod.

[0032] The shipping tunnel ship anti-collision guide device provided by the present application, after the buffer solution is filled into the cylinder body, due to the setting of the buffer hole, the buffer hole can slow down the flow speed of the buffer solution from one side of the piston to the other side after the guide rod is hit. The buffer solution is greatly squeezed in a short time and can generate a large liquid pressure on the piston, thereby providing a large buffering force for the guide rod, thereby reducing the impact force of the hull.

[0033] In some optional embodiments, both axial ends of the buffer hole are constructed as chamfered structures.

[0034] The anti-collision guide device for ships in a shipping tunnel provided in the present application has a chamfered structure so that one end of the buffer hole has a hole shape, and its diameter gradually shrinks from large to small, which helps to smooth the flow of fluid and reduce eddy currents and instability.

[0035] In some optional embodiments, a buffer cavity is opened on the cylinder wall of the cylinder body, the buffer cavity is communicated with the internal space of the cylinder body, and a buffer plate is fixedly arranged in the buffer cavity to divide the buffer cavity into two.

[0036] The ship anti-collision guide device for a shipping tunnel provided by the present application has a very small flow rate of the buffer from one side of the piston to the other side at the moment of impact when the impact force of the hull is too large. At this time, it is equivalent to a rigid collision between the hull and the guide rod, which may cause the hull to rebound and the guide rod has a high risk of breakage. After the buffer plate is set, at the moment of impact, the buffer plate can rely on its own elastic deformation to provide a larger buffering force, thereby offsetting more of the impact force from the hull, gaining a certain flow time for the buffer, and avoiding a rigid collision between the hull and the guide rod.

[0037] In some optional embodiments, the buffer plate is constructed as a corrugated plate.

[0038] The ship anti-collision guide device for a shipping tunnel provided in the present application has a corrugated plate that is conducive to deformation, and is not prone to stress concentration or structural damage during the deformation process.

[0039] In some optional embodiments, a reset elastic member is provided between the guide rod and the first base.

[0040] The anti-collision guide device for ships in a shipping tunnel provided by the present application has a reset elastic member which is conducive to the guide rod returning to its original position and can also increase the speed at which the second base returns to its original position.

[0041] Compared with the prior art, this application has the following advantages and beneficial effects:

[0042] The ship anti-collision guiding device for shipping tunnels provided by this application. When the bow compartment collides with one or more guiding rods, the guiding rods can rotate on the first base. At the same time, the guiding sliders on the guiding rods will drive the second base to slide to the travel limit. During the rotation of the guiding rods, the first buffer assembly can provide a buffer force for the hull through the guiding rods to reduce the impact of the ship in this direction, and adjust the direction of the hull through the guiding wheels on the guiding rods, so as to achieve the function of anti-collision guiding; during the process of adjusting the direction of the hull, the rear of the hull will gradually approach the tunnel wall. Since the second base will drive other guiding rods to rotate a certain angle through the driving chute during the sliding process, when the rear of the hull collides with the guiding rods, there is a certain included angle between the guiding rods and the side wall of the hull. At this time, the corresponding first buffer assembly provides a certain buffer force for the rear of the hull through the guiding rods, achieving the purpose of anti-collision guiding. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the exemplary embodiments of this application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application, and therefore should not be regarded as a limitation of the scope. For those of ordinary skill in the art, without creative efforts, other relevant drawings can also be obtained based on these drawings. In the drawings:

[0044] Figure 1 Schematic diagram of the structure of the ship anti-collision guiding device for shipping tunnels provided by the embodiment of this application;

[0045] Figure 2 is Figure 1 the enlarged structure diagram at A in

[0046] Figure 3 Schematic diagram of the shape of the driving chute provided by the embodiment of this application;

[0047] Figure 4 Schematic diagram of the structure of the ship anti-collision guiding device for shipping tunnels provided by the embodiment of this application when being hit by a ship;

[0048] Figure 5 Schematic diagram of the structure of the ship anti-collision guiding device for shipping tunnels provided by the embodiment of this application after being hit by a ship;

[0049] Figure 6 Schematic diagram of the structure of the guiding slider provided by the embodiment of this application;

[0050] Figure 7 Schematic diagram of the structure of the second buffer assembly provided by the embodiment of this application;

[0051] Figure 8 Schematic diagram of the structure of the first buffer assembly provided by the embodiment of this application;

[0052] Figure 9 Schematic diagram when the prior art implements the anti-collision guiding function.

[0053] Markings in the attached drawings and corresponding names of components:

[0054] 1 - First base, 2 - Second base, 3 - Guide rod, 4 - First buffer assembly, 41 - Cylinder block, 42 - Piston, 43 - Buffer return spring, 44 - Piston rod, 45 - Roller, 46 - Buffer plate, 47 - Buffer cavity, 5 - Driving chute, 51 - Straight section, 52 - First arc section, 53 - Second arc section, 6 - Guide wheel, 7 - Guide slider, 71 - First retaining plate, 72 - Second retaining plate, 73 - Sphere, 74 - Support ball, 8 - Second buffer assembly, 81 - Buffer housing, 82 - Buffer spring, 83 - Buffer rod, 84 - Buffer guide plate. Specific embodiments

[0055] To make the objectives, technical solutions, and advantages of this application clearer and more understandable, the following further details this application in combination with embodiments and the attached drawings. The illustrative embodiments of this application and their descriptions are only used to explain this application and do not limit this application.

[0056] First, refer to Figure 9 , Figure 9 wherein a in Figure 9 is a schematic diagram of the state structure when the ship contacts the anti-collision cylinder when the deviation of the ship's forward direction is too large, Figure 9 wherein b in Figure 9 is a schematic diagram of the state structure when the anti-collision cylinder corrects the ship's forward direction, Figure 9 wherein c in Figure 9As shown at c in [reference], the rear of the ship will gradually approach the tunnel wall, and the rear of the ship will collide with the fender. The impact force of the rear of the ship on the fender basically passes through the axis of the fender at the corresponding position. Therefore, the rear of the ship will bounce back after colliding with the fender, which will increase the degree of deviation of the ship's forward direction. Of course, at this time, the forward speed of the ship slows down. After the rear of the ship collides with the fender multiple times, the degree of bounce gradually weakens. Eventually, one side of the ship comes into contact with multiple fenders, thus realizing the guiding function. It can be seen that when the degree of deviation of the ship's forward direction is too large, the prior art may not necessarily be able to successfully achieve the guiding function of the ship, or the guiding efficiency is too low and it takes a long time.

[0057] Reference may be made in conjunction with Figures 1 to 3 , an anti-collision guiding device for ships in a shipping tunnel is provided in an embodiment of the present application. The anti-collision guiding device for ships in the shipping tunnel includes a first base 1, a second base 2, and a guide rod 3.

[0058] The first base 1 is used for fixedly installing in the navigation tunnel. The length direction of the first base 1 is parallel to the length direction of the navigation tunnel. The length direction of the navigation tunnel is usually a straight line to facilitate the traction device to traction the ships in the tunnel. Therefore, the overall shape of the first base 1 can be constructed as a rectangular plate body. In the working state, the plate surface of the first base 1 is parallel to the water surface in the tunnel; a plurality of pairs of first buffer components 4 are arranged on the first base 1. The position of the first buffer components 4 on the first base 1 can be set at one end in the width direction of the first base 1. The direction of the buffer force that the first buffer components 4 can provide is parallel to the length direction of the first base 1.

[0059] The second base 2 is elastically slidably connected to the first base 1 so that the second base 2 can linearly slide on the first base 1. The second base 2 can also be set as a rectangular plate body. The length of the second base 2 is less than the length of the first base 1. The sliding direction of the second base 2 is parallel to the length direction of the first base 1. A plurality of driving chutes 5 are arranged on the second base 2. The driving chutes 5 include a straight section 51, a first arc section 52, and a second arc section 53. The length direction of the straight section 51 is parallel to the width direction of the second base 2, that is, the length direction of the straight section 51 is orthogonal to the sliding direction of the second base 2. One end of the straight section 51, the first arc section 52, and the second arc section 53 meet so that the three are interconnected, that is, it means that a straight section 51 extends along the width direction at a position on the second base 2. After branching, they respectively extend along two arc curves to form the first arc section 52 and the second arc section 53.

[0060] One end of a plurality of guide rods 3 is rotatably connected to the first base 1. Among them, the rotation plane of the guide rod 3 is parallel to the plate surface of the first base 1, and the other end is provided with a guide wheel 6. The guide wheel 6 is used to contact the hull of the ship to perform a guiding function on the ship. A guide slider 7 located in the driving chute 5 is arranged on the guide rod 3. The guide slider 7 can slide in the driving chute 5. Each guide rod 3 cooperates with each pair of first buffer components 4 to provide a buffer force in the opposite direction to the guide rod 3 when the guide rod 3 rotates forward and backward. Among them, the opposite direction here means that, for example, when the guide rod 3 rotates to the left, the first buffer component 4 can provide a buffer force to the guide rod 3 to the right, and when the guide rod 3 rotates to the right, the first buffer component 4 can provide a buffer force to the guide rod 3 to the left.

[0061] Among them, when the second base 2 reciprocates to the stroke limit, the center of curvature of the first arc segment 52 or the second arc segment 53 coincides with the rotation center of the guide rod 3, and the guide slider 7 is located at the intersection of the straight segment 51, the first arc segment 52, and the second arc segment 53.

[0062] Please refer to Figure 1 、 Figure 4 and Figure 5, during operation, the guiding slider 7 on the guiding rod 3 is located at the end of the straight section 51 of the driving chute 5. The bow compartment of the hull impacts the guiding wheel 6 on one or several guiding rods 3. The guiding rod 3 rotates under the impact of the ship. Since the guiding slider 7 can slide in the driving chute 5, the second base 2 can elastically slide under the drive of the guiding rod 3. While the second base 2 slides, it drives other guiding rods 3 to rotate. The first buffer assembly 4 corresponding to the one or several guiding rods 3 provides a buffer force for the guiding rod 3, and the buffer force acts on the hull through the guiding rod 3, thereby reducing the impact force of the ship, that is, gradually reducing the impact speed of the ship. When the guiding slider 7 slides to the intersection of the straight section 51, the first arc section 52, and the second arc section 53, the second base 2 slides to the stroke limit. At this time, the center of curvature of the first arc section 52 / second arc section 53 coincides with the rotation center of the guiding rod 3. The one or several guiding rods 3 can continue to rotate under the impact of the ship. When the one or several guiding rods 3 continue to rotate, the corresponding guiding slider 7 on it slides in the first arc section 52 / second arc section 53, and at the same time, the guiding slider 7 limits the second base 2 in the length direction of the second base 2, that is, the second base 2 will not slide by itself under the elastic action. In other words, the guiding sliders 7 on other guiding rods 3 will remain at the intersection of the corresponding driving chutes 5. In other words, the length directions of other guiding rods 3 and the second base 2 will form a certain angle. During the process of the ship being guided by the one or several guiding rods 3, the rear of the ship will gradually approach the tunnel wall. Since the length directions of other guiding rods 3 and the second base 2 form a certain angle, the rear of the ship will not form a rigid collision with other guiding rods 3, that is, the direction of the impact force exerted by the ship on the guiding rod 3 forms an angle with the length direction of the guiding rod 3. Therefore, the ship is not easily rebounded, and other guiding rods 3 provide a buffer force for the rear of the ship under the action of the corresponding first buffer assembly 4 to gradually reduce the swinging speed of the ship, thereby achieving the purpose of anti-collision guidance for the ship.

[0063] Compared with the prior art, the shipping tunnel ship anti-collision guiding device provided by the embodiment of the present application will not have the phenomenon of ship rebound during the anti-collision process, can still play an anti-collision role even when the ship's forward direction deviates greatly, and can guide the ship faster, with a better guiding effect.

[0064] In some alternative embodiments, reference can be made to Figure 6, the guiding slider 7 includes a first retaining plate 71, a second retaining plate 72 and a sphere 73; the first retaining plate 71 is arranged as a circular plate body, and the first retaining plate 71 can be connected to the guiding rod 3 through a connecting rod. Wherein, the length direction of the connecting rod is perpendicular to the length direction of the guiding rod 3, and the connecting rod is coaxially connected to the first retaining plate 71, so that there can be a large distance between the guiding rod 3 and the second base 2, preventing the guiding rod 3 from wearing against the second base 2 during the process of being hit by a ship. A plurality of first spherical grooves are evenly spaced along the circumferential direction on the plate surface of the first retaining plate 71; the second retaining plate 72 is also arranged as a circular plate body, the second retaining plate 72 is arranged in parallel and spaced coaxially with the first retaining plate 71, the second retaining plate 72 is connected to the first retaining plate 71, and a plurality of second spherical grooves are evenly spaced along the circumferential direction on the plate surface of the second retaining plate 72 close to the first retaining plate 71, and the second spherical grooves correspond to the first spherical grooves one by one in position; the spheres 73 are respectively matched with the corresponding first spherical grooves and second spherical grooves, that is, it means that the spheres 73 can rotate freely between the first retaining plate 71 and the second retaining plate 72. In the working state, the second retaining plate 72 is located in the driving chute 5, and the spheres 73 are in contact with the edge of the notch of the driving chute 5.

[0065] In the shipping tunnel ship anti-collision guiding device provided by the embodiment of the present application, through the setting of the spheres 73, the rolling friction exists between the guiding slider 7 and the groove wall of the driving chute 5, and the movement resistance is small, which can improve the sliding smoothness of the guiding slider 7 in the driving chute 5, thereby improving the action response speed of the second base 2. Correspondingly, the second base 2 will not hinder the rotation of the guiding rod 3, preventing the ship from having a rigid collision with the guiding rod 3.

[0066] In some alternative embodiments, a plurality of support balls 74 are arranged on the plate surface of the first retaining plate 71 close to the second retaining plate 72 by a groove ball locking process. When the guiding slider 7 slides in the driving chute 5, the support balls 74 alternately contact the second base 2.

[0067] In the shipping tunnel ship anti-collision guiding device provided by the embodiment of the present application, during long-term use, since the guiding rod 3 is movably connected to the first base 1 and there is relatively more relative movement, and at the same time the outer wall of the forepeak tank is a curved surface, the guiding rod 3 may approach the first base 1, resulting in the plate surface of the first retaining plate 71 contacting the second base 2, which will hinder the relative movement between the guiding rod 3 and the second base 2. By arranging the support balls 74 to contact the second base 2, on the one hand, it is beneficial to the positioning of the guiding rod 3, preventing the guiding rod 3 from approaching the first base 1, and on the other hand, the rolling friction between the support balls 74 and the second base 2 is small and is not likely to affect the relative movement between the guiding rod 3 and the second base 2.

[0068] In some alternative embodiments, reference can be made to Figure 1A second buffer assembly 8 is connected between the second base 2 and the first base 1 to provide a buffer force in the opposite direction for the second base 2 when the second base 2 slides, which means that no matter the second base 2 moves forward or backward along its own length direction, the second buffer assembly 8 can provide a buffer force for the second base 2. In actual implementation, the two second buffer assemblies 8 are respectively located at the two ends of the second base 2 in the length direction.

[0069] In the shipping tunnel ship anti-collision guide device provided in the embodiment of the present application, the contact point between the first buffer component 4 and the guide rod 3 is located between the two ends of the guide rod 3. When the hull contacts the guide wheel 6, stress concentration will occur at the contact position between the guide rod 3 and the first buffer component 4, resulting in the guide rod 3 having a tendency to bend and deform. By connecting the second buffer component 8 between the first base 1 and the second base 2, the second buffer component 8 can provide a larger buffer force to the guide rod 3 through the second base 2 to offset the deformation tendency of the guide rod 3, thereby preventing the guide rod 3 from breaking after a sudden impact. At the same time, the second buffer component 8 improves the sliding resistance of the second base 2 in disguised form, thereby preventing the second base 2 from oscillating after being impacted and causing continuous slight collisions with the guide slider 7, thereby ensuring the smooth sliding of the guide slider 7 in the driving slide groove 5.

[0070] In some optional embodiments, see Figure 7 The second buffer assembly 8 includes a buffer shell 81, a buffer spring 82 and a buffer rod 83; the shape of the buffer shell 81 can be constructed as a rectangular parallelepiped, one side of the buffer shell 81 is fixedly connected to the first base 1, and the buffer shell 81 and the second base 2 are connected through a reset spring; the buffer spring 82 is arranged in the buffer shell 81, and the buffer spring 82 can be set as a coil spring, and the length direction of the buffer spring 82 coincides with the length direction of the buffer shell 81, that is, the buffer spring 82 provides the second base 2 with an elastic force in the length direction of the second base 2 when it is compressed or stretched; one end of the buffer rod 83 is connected to the buffer through a buffer guide plate 84 The buffer guide plate 84 is connected with the buffer shell 81 through the spring 82, and the buffer guide plate 84 is slidably matched with the inner wall of the buffer shell 81. For example, a protrusion is provided on the edge of the buffer guide plate 84, and a groove is provided on the inner wall of the buffer shell 81. The protrusion is located in the groove to guide the buffer guide plate 84. The buffer rod 83 passes through the buffer shell 81 and is coaxially provided with a reset spring and is connected to the second base 2; wherein, when the buffer spring 82 and the reset spring are in a natural state, there is a distance between the plate surface of the buffer guide plate 84 that is away from the buffer spring 82 and the inner wall of the buffer shell 81, which means that the buffer rod 83 can be pulled outward a certain distance to make the buffer spring 82 in a stretched state.

[0071] For the ship anti-collision guiding device in the shipping tunnel provided by the embodiment of the present application, the buffering force of the second buffering component 8 is provided by the buffer spring 82. The buffering force of the buffer spring 82 is relatively small, which means that the buffering force acting on the guiding rod 3 by the second buffering component 8 is less than the buffering force acting on the guiding rod 3 by the first buffering component 4. In this way, during the rotation of the guiding rod 3, it can be ensured that the angular velocity at the position corresponding to the second buffering component 8 on the guiding rod 3 is the same as the angular velocity at the position corresponding to the first buffering component 4. The guiding rod 3 is not prone to stress concentration at the position corresponding to the second buffering component 8, thereby reducing the deformation risk of the guiding rod 3. At the same time, the distance between the buffer guiding plate 84 and the inner wall of the buffer housing 81 allows the buffer guiding plate 84 to pull the buffer spring 82, so as to provide a buffering force for the guiding rod 3 at the moment of impact between the hull and the guiding wheel 6 to offset the deformation trend of the guiding rod 3 and prevent the guiding rod 3 from breaking suddenly after being impacted suddenly.

[0072] In some alternative embodiments, refer to Figure 8 , the first buffering component 4 includes a cylinder block 41, a piston 42, a piston rod 44 and a roller 45; the cylinder block 41 is connected to the first base 1; the piston 42 is arranged in the cylinder block 41 to divide the space in the cylinder block 41 into two parts. The piston 42 is movably and sealingly fitted with the inner wall of the cylinder block 41. The piston 42 is provided with a plurality of buffer holes for communicating the spaces on both sides of the piston 42. The piston 42 is connected to the cylinder block 41 through a buffer return spring 43; one end of the piston rod 44 is connected to the piston 42, and the other end passes through the cylinder block 41 and is located outside the cylinder block 41. The piston rod 44 is sealingly fitted with the cylinder block 41; the roller 45 is rotatably fitted with the other end of the piston rod 44. The roller 45 is used to contact the guiding rod 3. Thus, when the guiding rod 3 rotates, different positions on the guiding rod 3 can continuously contact the roller 45 through the rotation of the roller 45, and when the contact position changes, the guiding rod 3 is hardly worn.

[0073] For the ship anti-collision guiding device in the shipping tunnel provided by the embodiment of the present application, after filling the buffer liquid into the cylinder block 41, due to the setting of the buffer holes, when the guiding rod 3 is impacted, the buffer holes can slow down the flow rate of the buffer liquid from one side of the piston 42 to the other side. The buffer liquid is greatly squeezed in a short time, and can generate a large hydraulic pressure on the piston 42, thereby providing a large buffering force for the guiding rod 3 and further reducing the impact force of the hull.

[0074] In some alternative embodiments, both axial ends of the buffer holes are configured as chamfer structures.

[0075] For the ship anti-collision guiding device in the shipping tunnel provided by the embodiment of the present application, the chamfer structure makes one end of the buffer hole have a leaky shape, and its diameter gradually shrinks from large to small. This helps to smooth the fluid flow and reduce eddies and instabilities.

[0076] In some optional embodiments, a buffer cavity 47 is opened on the cylinder wall of the cylinder body 41 , the buffer cavity 47 is communicated with the internal space of the cylinder body 41 , and a buffer plate 46 is fixedly arranged in the buffer cavity 47 to divide the buffer cavity 47 into two. In actual implementation, the cylinder body 41 is divided into a first part and a second part. The first part is composed of two cylinders, one of which is sealed at one end, and the piston rod 44 is passed through the sealed end. The inner diameter of the other cylinder is equal to the inner diameter of one of the cylinders, and the outer diameter of the other cylinder is smaller than the outer diameter of one of the cylinders, that is, the outer wall of the first part has a step. The second part is a cylinder, one end of which is sealed, and the internal depth of the cylinder is greater than the length of the other cylinder. The cylinder is coaxially sleeved on the outside of the other cylinder and sealed with the step of the first part. The cylinder and the outer wall of the other cylinder have an annular gap, and a cylindrical buffer plate 46 is arranged in the annular gap. One end of the buffer plate 46 is sealed with the bottom of the second part, and the other end is sealed with the step. The buffer plate 46 has gaps with the inner wall of the second part and the outer wall of the other cylinder respectively.

[0077] The anti-collision guide device for ships in a shipping tunnel provided in the embodiment of the present application has a very small flow rate of the buffer from one side of the piston 42 to the other side at the moment of impact when the impact force of the hull is too large. At this time, it is equivalent to a rigid collision between the hull and the guide rod 3, which may cause the hull to rebound and the guide rod 3 has a high risk of breakage. By setting the buffer plate 46, at the moment of impact, the buffer plate 46 can rely on its own elastic deformation to provide a larger buffering force, thereby offsetting more of the impact force from the hull, gaining a certain flow time for the buffer, and avoiding a rigid collision between the hull and the guide rod 3.

[0078] In some optional embodiments, the buffer plate 46 is configured as a corrugated plate.

[0079] In the anti-collision guide device for a ship in a shipping tunnel provided in the embodiment of the present application, the corrugated plate is conducive to deformation, and stress concentration and structural damage are not likely to occur during the deformation process.

[0080] In some optional embodiments, a reset elastic member is provided between the guide rod 3 and the first base 1 . In actual implementation, the reset elastic member can be provided as a torsion spring.

[0081] In the anti-collision guide device for ships in a shipping tunnel provided in the embodiment of the present application, the provision of a reset elastic member is conducive to the guide rod 3 returning to its original position, and can also increase the speed at which the second base 2 returns to its original position.

[0082] The above describes the implementation manners of the present application through specific embodiments, and those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in this specification. Although the description of the present application will be introduced in combination with some embodiments, this does not mean that the features of this application are limited to this implementation manner. On the contrary, the purpose of introducing the application in combination with the implementation manner is to cover other alternatives or modifications that may be extended based on the claims of the present application. In order to provide a deep understanding of the present application, many specific details are included in the above description. The present application can also be implemented without using these details. In addition, in order to avoid confusing or obscuring the key points of the present application, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0083] It should be noted that in this specification, similar reference numerals and letters indicate similar items in the above drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. In the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application 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 to the present application. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0084] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these changes and modifications.

Claims

1. A ship anti-collision guidance device for a shipping tunnel, characterized in that: include: A first base (1), the first base (1) being used for being fixedly installed in a navigation tunnel, and a plurality of pairs of first buffer components (4) being arranged on the first base (1); A second base (2), the second base (2) being elastically slidably connected to the first base (1) so that the second base (2) can slide linearly on the first base (1), the second base (2) being provided with a plurality of driving slide grooves (5), the driving slide grooves (5) comprising a straight section (51), a first arc section (52) and a second arc section (53), one end of the straight section (51), the first arc section (52) and the second arc section (53) intersecting so that the three are connected to each other; A plurality of guide rods (3), one end of each guide rod (3) being rotatably connected to the first base (1), and the other end of each guide rod (3) being provided with a guide wheel (6), each guide rod (3) being provided with a guide slider (7) located in the driving slide groove (5), each guide rod (3) being matched with each pair of the first buffer assemblies (4) to provide a buffer force in the opposite direction to the guide rod (3) when the guide rod (3) rotates forward or backward; When the second base (2) reciprocates to the limit of its travel, the center of curvature of the first arc segment (52) or the second arc segment (53) coincides with the center of rotation of the guide rod (3), and the guide slider (7) is located at the intersection of the straight segment (51), the first arc segment (52) and the second arc segment (53).

2. The ship anti-collision guide device for a shipping tunnel according to claim 1, characterized in that: The guide slider (7) comprises: A first retaining plate (71), the first retaining plate (71) being connected to the guide rod (3), and a plurality of first spherical grooves being evenly spaced along a circumferential direction on a plate surface of the first retaining plate (71); a second holding plate (72), the second holding plate (72) being arranged in parallel and spaced apart from the first holding plate (71) and connected to the first holding plate (71), a plurality of second spherical grooves being evenly spaced apart in a circumferential direction on a plate surface of the second holding plate (72) close to the first holding plate (71), the second spherical grooves corresponding to the first spherical grooves in position one by one; The sphere (73) is matched with the first spherical groove and the second spherical groove respectively at corresponding positions.

3. The ship anti-collision guide device for a shipping tunnel according to claim 2, characterized in that: A plurality of supporting balls (74) are arranged on a plate surface of the first retaining plate (71) close to the second retaining plate (72) by means of a groove locking ball process.

4. The ship anti-collision guide device for a shipping tunnel according to claim 1, characterized in that: A second buffer assembly (8) is connected between the second base (2) and the first base (1) to provide a buffer force in the opposite direction for the second base (2) when the second base (2) slides.

5. The ship anti-collision guide device for a shipping tunnel according to claim 4, characterized in that: The second buffer component (8) comprises: A buffer shell (81), the buffer shell (81) is connected to the first base (1), and the buffer shell (81) is connected to the second base (2) via a return spring; A buffer spring (82), wherein the buffer spring (82) is disposed in the buffer housing (81); A buffer rod (83), one end of the buffer rod (83) is connected to the buffer spring (82) via a buffer guide plate (84), the buffer guide plate (84) is slidably matched with the inner wall of the buffer shell (81), and the buffer rod (83) penetrates the buffer shell (81) and is coaxially provided with a reset spring before being connected to the second base (2); When the buffer spring (82) and the return spring are in a natural state, there is a distance between the plate surface of the buffer guide plate (84) that faces away from the buffer spring (82) and the inner wall of the buffer housing (81).

6. The ship anti-collision guide device for a shipping tunnel according to claim 1, characterized in that: The first buffer component (4) comprises: A cylinder body (41), wherein the cylinder body (41) is connected to the first base (1); A piston (42), wherein the piston (42) is arranged in the cylinder body (41) to divide the space in the cylinder body (41) into two parts, and the piston (42) is provided with a plurality of buffer holes for connecting the spaces on both sides of the piston (42), and the piston (42) and the cylinder body (41) are connected via a buffer return spring (43); A piston rod (44), one end of the piston rod (44) is connected to the piston (42), and the other end passes through the cylinder body (41) and is located outside the cylinder body (41), and the piston rod (44) and the cylinder body (41) are sealed and matched; A roller (45), the roller (45) is rotatably matched with the other end of the piston rod (44), and the roller (45) is used to contact the guide rod (3).

7. The ship anti-collision guide device for a shipping tunnel according to claim 6, characterized in that: The two axial ends of the buffer hole are configured as chamfered structures.

8. The ship anti-collision guidance device for a shipping tunnel according to claim 6, characterized in that: A buffer chamber (47) is provided on the cylinder wall of the cylinder body (41), the buffer chamber (47) is communicated with the internal space of the cylinder body (41), and a buffer plate (46) is fixedly arranged in the buffer chamber (47) to divide the buffer chamber (47) into two.

9. The ship anti-collision guide device for a shipping tunnel according to claim 8, characterized in that: The buffer plate (46) is configured as a corrugated plate.

10. The ship anti-collision guide device for a shipping tunnel according to claim 1, characterized in that: A resetting elastic member is provided between the guide rod (3) and the first base (1).

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