A shipping tunnel vessel anti-collision guiding device

Abstract

The application relates to the technical field of ship navigation tunnels, in particular to a shipping tunnel ship anti-collision guiding device, which comprises a first base, a second base and guide rods; a plurality of pairs of first buffer assemblies are arranged on the first base; the second base is elastically slidably connected with the first base, a plurality of driving sliding grooves are arranged on the second base, the driving sliding grooves comprise straight sections, first arc sections and second arc sections, and the straight sections, the first arc sections and the second arc sections are connected at one end to make the three sections communicate with each other; one end of the plurality of guide rods is rotationally connected with the first base, the other end of the guide rods is provided with guide wheels, guide sliding blocks in the driving sliding grooves are arranged on the guide rods, and each guide rod cooperates with each pair of first buffer assemblies; wherein when the second base reciprocally slides to the stroke limit, the curvature centers of the first arc sections or the second arc sections coincide with the rotation centers of the guide rods, and the guide sliding blocks are located at the intersection of the driving sliding grooves. The application can avoid rigid collision with a ship body and can play an anti-collision guiding role on the ship body.

Description

TECHNICAL FIELD

[0001] The application relates to a ship anti-collision guiding device for a navigation tunnel. BACKGROUND

[0002] The navigation tunnel is a new type of ship navigation facility developed in recent years, which is a navigation building for crossing high mountains and ridges. The navigation tunnel has a navigation channel or a towing channel at both ends to connect with the main channel, and has a ship docking structure for ships waiting to pass. The water level difference of the mountainous river is large, and the water level difference needs to be overcome by high dam channelization to realize navigation. The cross section of the mountainous river is narrow, and it is difficult to arrange the navigation building in the river channel. The high dam tunnel navigation method is one of the best ways to solve the problem.

[0003] A ship anti-collision guiding device for a navigation tunnel is disclosed in Chinese Utility Model Patent No. CN219430675U, which includes 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 reinforcing member. The cylinder body is elastic, and the reinforcing member is embedded in the cylinder body. The anti-collision cylinder can guide the ship to sail forward and avoid the ship from sailing towards the tunnel side wall, thereby avoiding subsequent collision of the ship and ensuring that the tunnel side wall and the ship itself are not damaged. This ship anti-collision guiding device for a navigation tunnel is suitable for cases where the ship is slightly deviated, i.e., the middle part of the side of the ship body is relatively flat and in contact with the anti-collision cylinder, which can provide good anti-collision and guiding effects. However, some navigation tunnels connect the upstream and downstream from the inside of the mountain, and the length of the tunnel is usually large. During the process of the ship from the downstream to the upstream, the water flow in the tunnel is relatively complex and fast, and a towing device is needed to provide traction to the ship to make it non-self-propelled. The direction of the ship's advance is easily deviated, and the bow tank will collide with the tunnel passage. If the existing anti-collision device is used, the side wall of the bow tank is curved, and the ship will cause radial impact on the rotating shaft, i.e., the ship and the anti-collision cylinder will essentially form a rigid collision, which may cause the anti-collision cylinder to fail to rotate in time and cause the ship to rebound, and may also cause damage to the structure of the rotating shaft. At the same time, if the ship is close to the tunnel wall, the rear of the ship may also collide with the anti-collision cylinder in a rotating state during the process of the ship returning to the right position, and the rear of the ship is also easily bounced back. SUMMARY

[0004] The application provides a ship anti-collision guiding device for a navigation tunnel, which includes a plurality of rotatable guide rods. When one or more of the guide rods is hit, all the guide rods are rotated by a corresponding angle, thereby avoiding the rebound of the bow tank when it collides, and preventing the rear of the ship from being bounced back during the process of the ship returning to the right position.

[0005] This application is achieved through the following technical solution:

[0006] A ship collision avoidance guidance device for shipping tunnels includes:

[0007] The first base is used to be fixedly installed inside the navigation tunnel, and multiple pairs of first buffer components are provided on the first base.

[0008] The second base is elastically slidably connected to the first base so that the second base can slide linearly on the first base. The second base is provided with a plurality of driving grooves, each driving groove including a straight section, a first arc section and a second arc section. One end of the straight section, the first arc section and the second arc section intersects to make the three interconnected.

[0009] Multiple guide rods, one end of which is rotatably connected to the first base and the other end is provided with a guide wheel. A guide slider is provided on the guide rod and located in the drive groove. Each guide rod cooperates with each pair of the first buffer components to provide a buffer force in the opposite direction when the guide rod rotates in the forward and reverse directions.

[0010] When the second base slides back and forth to its travel limit, the curvature center of the first arc segment or the second arc segment coincides with the rotation center of the guide rod, and the guide slider is located at the intersection of the straight segment, the first arc segment, and the second arc segment.

[0011] The collision avoidance and guidance device for ships in shipping tunnels provided in this application allows the guide rods to rotate on a first base after the bow section collides with one or more guide rods. Simultaneously, the guide slider on the guide rod drives the second base to slide to its travel limit. During the rotation of the guide rod, the first buffer assembly provides buffering force to the hull through the guide rod to reduce the impact in that direction. It also adjusts the hull's orientation via guide wheels on the guide rod, thus achieving collision avoidance and guidance. As the hull's orientation is adjusted, the stern of the hull gradually moves closer to the tunnel wall. Because the second base, during its sliding process, drives other guide rods to rotate at a certain angle via a drive groove, when the stern of the hull collides with the guide rod, there is a certain angle between the guide rod and the hull sidewall. At this time, the corresponding first buffer assembly provides a certain buffering force to the stern of the hull through the guide rod, achieving the purpose of collision avoidance and guidance.

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

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

[0014] The second retaining plate is arranged parallel to and at intervals with the first retaining plate and is connected to the first retaining plate. On the plate surface of the second retaining plate close to the first retaining plate, a plurality of second spherical grooves are evenly spaced along the circumferential direction. The positions of the second spherical grooves correspond one-to-one with the positions of the first spherical grooves.

[0015] A sphere, which respectively mates with a first spherical groove and a second spherical groove at corresponding positions.

[0016] The shipping tunnel anti-collision guidance device provided in this application, through the setting of the ball, has rolling friction between the guide slider and the groove wall of the drive groove, resulting in low motion resistance and improving the smoothness of the guide slider sliding in the drive groove, thereby improving the action response speed of the second base.

[0017] In some alternative embodiments, a plurality of support balls are provided on the surface of the first retaining plate near the second retaining plate by a grooved ball locking process.

[0018] The anti-collision guidance device for ships in shipping tunnels provided in this application, under long-term use, will cause the guide rod to move closer to the first base due to the movable connection between the guide rod and the first base, resulting in a lot of relative movement. At the same time, the outer wall of the bow cabin is curved, and the guide rod may move closer to the first base, causing the surface of the first retaining plate to contact the second base. This will hinder the relative movement between the guide rod and the second base. 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 moving closer to the first base. On the other hand, the rolling friction between the support ball and the second base is small, and it is not easy to affect the relative movement between the guide rod and the second base.

[0019] In some alternative embodiments, a second buffer assembly is connected between the second base and the first base to provide a reverse buffering force to the second base when it slides.

[0020] The collision avoidance and guidance device for ships in shipping tunnels provided in this application has a contact point between the first buffer assembly and the guide rod located between the two ends of the guide rod. When the hull contacts the guide wheel, stress concentration occurs at the contact point between the guide rod and the first buffer assembly, causing the guide rod to tend to bend and deform. By connecting the second buffer assembly between the first base and the second base, the second buffer assembly can provide a larger buffering force to the guide rod through the second base to counteract the deformation tendency of the guide rod and prevent the guide rod from breaking after being suddenly impacted. At the same time, the second buffer assembly indirectly improves the resistance to sliding of the second base, avoiding the second base from oscillating after being impacted and causing continuous minor collisions with the guide slider.

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

[0022] A buffer housing, which is connected to the first base, and the buffer housing is connected to the second base by 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 fitted with the inner wall of the buffer housing. The buffer rod passes through the buffer housing and is coaxially threaded through a return spring before being connected to the second base.

[0025] When the buffer spring and the return spring are in their natural state, there is a gap between the surface of the buffer guide plate facing away from the buffer spring and the inner wall of the buffer housing.

[0026] The collision avoidance guidance device for ships in shipping tunnels provided in this application uses a buffer spring to provide the buffering force of the second buffer component. The buffering force of the buffer spring is relatively small, which ensures that the angular velocity of the guide rod at the position corresponding to the second buffer component is consistent with the angular velocity at the position corresponding to the first buffer component during the rotation of the guide rod. This reduces the risk of stress concentration on the guide rod at the position corresponding to the second buffer component, thereby reducing the risk of deformation of the guide rod. At the same time, the distance between the buffer guide plate and the inner wall of the buffer housing allows the buffer guide plate to pull the buffer spring, thereby providing a buffering force to the guide rod at the moment of impact between the hull and the guide wheel to counteract the deformation tendency of the guide rod and prevent the guide rod from breaking after being suddenly impacted.

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

[0028] A cylinder body, which is connected to the first base;

[0029] A piston is disposed in the cylinder to divide the space inside the cylinder into two parts. The piston is provided with a plurality of buffer holes that connect the spaces on both sides of the piston. The piston and the cylinder are connected by 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, with a sealed fit between the piston rod and the cylinder body;

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

[0032] The anti-collision guidance device for shipping tunnels provided in this application, after filling the cylinder with buffer solution, due to the setting of the buffer hole, after the guide rod is impacted, the buffer hole can slow down the flow speed of the buffer solution from one side of the piston to the other side. The buffer solution is subjected to greater compression in a short time, which can generate greater hydraulic pressure on the piston, thereby providing greater buffering force for the guide rod, and thus reducing the impact force on the hull.

[0033] In some alternative embodiments, the buffer hole is constructed with chamfered ends.

[0034] The anti-collision guidance device for ships in shipping tunnels provided in this application has a chamfered structure that makes one end of the buffer hole have a hole shape, and its diameter gradually shrinks from large to small. This helps to stabilize fluid flow and reduce eddies and instability.

[0035] In some optional embodiments, a buffer cavity is provided on the cylinder wall of the cylinder body, the buffer cavity is connected to the internal space of the cylinder body, and a buffer plate that divides the buffer cavity into two is fixedly installed in the buffer cavity.

[0036] The anti-collision guidance device for ships in shipping tunnels provided in this application addresses the issue that when the impact force on the ship is too great, the flow rate of the buffer solution from one side of the piston to the other is very small at the moment of impact. This is equivalent to a rigid collision between the ship and the guide rod, which may cause the ship to rebound and the guide rod has a high risk of breakage. By setting up a buffer plate, at the moment of impact, the buffer plate can provide a large buffering force by relying on its own elastic deformation, thereby offsetting more of the impact force from the ship and giving the buffer solution a certain amount of flow time, thus avoiding a rigid collision between the ship and the guide rod.

[0037] In some alternative embodiments, the buffer plate is configured as a corrugated plate.

[0038] The ship collision avoidance guidance device for shipping tunnels provided in this application uses corrugated plates that facilitate deformation, and stress concentration and structural damage are less likely to occur during the deformation process.

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

[0040] The ship collision avoidance guidance device for shipping tunnels provided in this application has a reset elastic element that facilitates the guide rod to return 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 collision avoidance and guidance device for ships in shipping tunnels provided in this application allows the guide rods to rotate on a first base after the bow section collides with one or more guide rods. Simultaneously, the guide slider on the guide rod drives the second base to slide to its travel limit. During the rotation of the guide rod, the first buffer assembly provides buffering force to the hull through the guide rod to reduce the impact in that direction. It also adjusts the hull's orientation via guide wheels on the guide rod, thus achieving collision avoidance and guidance. As the hull's orientation is adjusted, the stern of the hull gradually moves closer to the tunnel wall. Because the second base, during its sliding process, drives other guide rods to rotate at a certain angle via a drive groove, when the stern of the hull collides with the guide rod, there is a certain angle between the guide rod and the hull sidewall. At this time, the corresponding first buffer assembly provides a certain buffering force to the stern of the hull through the guide rod, achieving the purpose of collision avoidance and guidance. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the exemplary embodiments of this application, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of this application and should not be considered as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort. In the drawings:

[0044] Figure 1 This is a schematic diagram of the structure of the ship collision avoidance guidance device for shipping tunnels provided in the embodiments of this application;

[0045] Figure 2 for Figure 1 Enlarged structural diagram at point A;

[0046] Figure 3 This is a schematic diagram of the shape of the drive slide provided in an embodiment of this application;

[0047] Figure 4 This is a schematic diagram of the structure of the ship collision avoidance guidance device for shipping tunnels provided in this application embodiment when it is hit by a ship;

[0048] Figure 5 A schematic diagram of the structure of the shipping tunnel ship collision avoidance guidance device provided in this application embodiment after being hit by a ship;

[0049] Figure 6 This is a schematic diagram of the guide slider structure provided in an embodiment of this application;

[0050] Figure 7 This is a schematic diagram of the structure of the second buffer component provided in an embodiment of this application;

[0051] Figure 8 This is a schematic diagram of the structure of the first buffer component provided in an embodiment of this application;

[0052] Figure 9 A schematic diagram illustrating the implementation of collision avoidance guidance functionality using existing technology.

[0053] The attached diagram shows the markings and corresponding component names:

[0054] 1-First base, 2-Second base, 3-Guide rod, 4-First buffer assembly, 41-Cylinder, 42-Piston, 43-Buffer return spring, 44-Piston rod, 45-Roller, 46-Buffer plate, 47-Buffer cavity, 5-Drive slide groove, 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. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the embodiments and accompanying drawings. The illustrative embodiments and descriptions of this application are only for explaining this application and are not intended to limit this application.

[0056] First, you can refer to Figure 9 , Figure 9 The diagram in Figure 'a' shows the structural state when the ship comes into contact with the anti-collision cylinder due to excessive deviation in its forward direction. Figure 9 In the diagram, 'b' represents the structural state of the anti-collision tube when it corrects the ship's forward direction. Figure 9 In the diagram, 'c' represents the structural state of the anti-collision tube after correcting the ship's forward direction. For example... Figure 9 As shown in Figure a, when the ship's bow tip collides with the crash barrier, the force exerted by the ship on the crash barrier passes through its axial direction. At this point, the ship will be bounced off the crash barrier. Although this serves to prevent a collision, the deviation from the ship's forward direction may be exacerbated. Under the traction force applied by the towing device (the direction of the traction force is usually along the length of the tunnel), the ship may only reduce the degree of deviation from its forward direction after multiple impacts with the crash barrier. Figure 9 As shown in b, after the deviation from the ship's forward direction is reduced, the anti-collision cylinder can guide the ship. During the guidance process, such as... Figure 9As shown in diagram c, the stern of the ship gradually approaches the tunnel wall, eventually colliding with the crash barriers. The impact force of the ship's stern against the crash barriers essentially passes through the axis of the corresponding crash barrier, causing the ship to bounce back after the impact. This will exacerbate the deviation from the ship's forward direction. Of course, the ship's forward speed will decrease at this point. After multiple impacts with the crash barriers, the bounce gradually weakens, and eventually one side of the ship comes into contact with multiple crash barriers, thus achieving the guidance function. Therefore, it is evident that when the deviation from the ship's forward direction is too large, existing technologies may not be able to successfully guide the ship, or the guidance efficiency may be too low and the time consumption too long.

[0057] Please refer to them together. Figures 1 to 3 This application provides a ship collision avoidance guidance device for shipping tunnels, which includes a first base 1, a second base 2, and a guide rod 3.

[0058] The first base 1 is used for fixed installation inside 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 towing device to tow the ship inside the tunnel. Therefore, the overall shape of the first base 1 can be constructed as a rectangular plate. In the working state, the plate surface of the first base 1 is parallel to the water surface inside the tunnel. Multiple pairs of first buffer components 4 are provided on the first base 1. The position of the first buffer component 4 on the first base 1 can be set to be located at one end of the width direction of the first base 1. The buffering force provided by the first buffer component 4 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 slide linearly on the first base 1. The second base 2 can also be set as a rectangular plate. 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. The second base 2 is provided with multiple driving grooves 5. The driving grooves 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 intersect to make the three interconnected. That is, a straight section 51 extends from a position on the second base 2 along the width direction. After branching, it extends along two arc curves to form the first arc section 52 and the second arc section 53 respectively.

[0060] Multiple guide rods 3 are rotatably connected at one end to the first base 1, wherein 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, which is used to contact the hull of the ship to perform the guiding function of the ship. The guide rod 3 is provided with a guide slider 7 located in the drive slide groove 5, which can slide in the drive slide groove 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 in the forward and reverse directions. Here, the opposite direction means, 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] When the second base 2 slides back and forth to its travel limit, the curvature center 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 them together. Figure 1 , Figure 4 and Figure 5During operation, the guide slider 7 on the guide rod 3 is located at the end of the straight section 51 of the drive groove 5. The bow of the hull impacts one or more guide wheels 6 on the guide rods 3, causing the guide rods 3 to rotate under the impact. Since the guide slider 7 can slide in the drive groove 5, the second base 2 can elastically slide under the drive of the guide rods 3. While the second base 2 slides, it drives the other guide rods 3 to rotate. The first buffer assembly 4 corresponding to one or more guide rods 3 provides buffering force for the guide rods 3. The buffering force acts on the hull through the guide rods 3, thereby reducing the impact force of the ship, that is, gradually reducing the impact speed of the ship. When the guide 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 limit of its stroke. At this time, the curvature center of the first arc section 52 / second arc section 53 coincides with the rotation center of the guide rod 3. One or more guide rods 3 can continue to rotate under the impact of the ship. When one or more guide rods 3 continue to rotate, the upper... The corresponding guide slider 7 slides within the first arc segment 52 / second arc segment 53. Simultaneously, the guide slider 7 limits the movement of the second base 2 along its length, preventing it from sliding under elastic pressure. This means the guide sliders 7 on the other guide rods 3 will remain at the intersection of their corresponding drive grooves 5. In other words, the length direction of the other guide rods 3 will maintain a certain angle with the length direction of the second base 2. As the ship is guided by one or more of these guide rods 3, its rear will gradually approach the tunnel wall. Because the length direction of the other guide rods 3 maintains a certain angle with the length direction of the second base 2, the rear of the ship will not form a rigid collision with the other guide rods 3. That is, the impact force exerted by the ship on the guide rods 3 forms an angle with the length direction of the guide rods 3, making it less likely for the ship to bounce back. Furthermore, the other guide rods 3, under the action of the corresponding first buffer assembly 4, provide buffering force to the rear of the ship to gradually reduce its swaying speed, thereby achieving the purpose of collision avoidance and guidance.

[0063] Compared with the prior art, the shipping tunnel ship collision avoidance and guidance device provided in this application embodiment will not cause the ship to bounce during the collision avoidance process. It can still play a collision avoidance role when the ship's forward direction deviates greatly, and can guide the ship more quickly, with better guidance effect.

[0064] In some alternative embodiments, see [reference]. Figure 6The guide slider 7 includes a first retaining plate 71, a second retaining plate 72, and a ball 73. The first retaining plate 71 is a circular plate and can be connected to the guide rod 3 via a connecting rod. The length direction of the connecting rod is perpendicular to the length direction of the guide rod 3, and the connecting rod is coaxially connected to the first retaining plate 71. This allows for a larger gap between the guide rod 3 and the second base 2, preventing mutual wear between the guide rod 3 and the second base 2 during ship impacts. Multiple balls are evenly spaced along the circumferential direction on the surface of the first retaining plate 71. The first retaining plate 71 has a first spherical groove; the second retaining plate 72 is also a circular plate, and the second retaining plate 72 is parallel to and coaxially arranged 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, and the positions of the second spherical grooves correspond one-to-one with the positions of the first spherical grooves; the sphere 73 cooperates with the corresponding first spherical groove and the second spherical groove respectively, that is, the sphere 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 drive slide groove 5, and the sphere 73 is in contact with the edge of the groove opening of the drive slide groove 5.

[0065] The shipping tunnel ship collision avoidance guidance device provided in this application embodiment, through the setting of the ball 73, the guide slider 7 and the groove wall of the drive groove 5 have rolling friction, the motion resistance is small, which can improve the sliding smoothness of the guide slider 7 in the drive groove 5, thereby improving the action response speed of the second base 2. Correspondingly, the second base 2 will not hinder the rotation of the guide rod 3, preventing the ship from having a rigid collision with the guide rod 3.

[0066] In some optional embodiments, a plurality of support balls 74 are provided on the surface of the first retaining plate 71 near the second retaining plate 72 by a grooved ball locking process. When the guide slider 7 slides in the drive groove 5, the support balls 74 alternately contact the second base 2.

[0067] The anti-collision guidance device for ships in shipping tunnels provided in this application embodiment, under long-term use, has a lot of relative movement because the guide rod 3 and the first base 1 are connected by a movable connection. At the same time, the outer wall of the bow cabin is curved, and the guide rod 3 may move closer to the first base 1, causing the surface of the first retaining plate 71 to contact the second base 2. This will hinder the relative movement between the guide rod 3 and the second base 2. By setting the support ball 74 to contact the second base 2, on the one hand, it is beneficial to the positioning of the guide rod 3 and prevent the guide rod 3 from moving closer to the first base 1. On the other hand, the rolling friction between the support ball 74 and the second base 2 is small, and it is not easy to affect the relative movement between the guide rod 3 and the second base 2.

[0068] In some alternative embodiments, see [reference]. Figure 1A second buffer assembly 8 is connected between the second base 2 and the first base 1 to provide a reverse buffering force to the second base 2 when it slides. This means that the second buffer assembly 8 can provide a buffering force to the second base 2 regardless of whether it moves forward or backward along its own length. In actual implementation, the two second buffer assemblies 8 are located at opposite ends of the length of the second base 2.

[0069] The anti-collision guidance device for ships in shipping tunnels provided in this application embodiment has a contact point between the first buffer component 4 and the guide rod 3 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 point between the guide rod 3 and the first buffer component 4, causing the guide rod 3 to tend 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 counteract the deformation tendency of the guide rod 3 and prevent the guide rod 3 from breaking after being suddenly impacted. At the same time, the second buffer component 8 indirectly improves the resistance to sliding of the second base 2, avoiding the second base 2 from oscillating after being impacted and causing continuous micro-collisions with the guide slider 7, thus ensuring the smooth sliding of the guide slider 7 in the drive groove 5.

[0070] In some alternative embodiments, see [reference]. Figure 7 The second buffer assembly 8 includes a buffer housing 81, a buffer spring 82, and a buffer rod 83. The buffer housing 81 can be constructed as a cuboid, with one side of the buffer housing 81 fixedly connected to the first base 1. The buffer housing 81 and the second base 2 are connected by a return spring. The buffer spring 82 is disposed in the buffer housing 81 and can be configured as a helical spring. The length direction of the buffer spring 82 coincides with the length direction of the buffer housing 81, meaning that the buffer spring 82 provides elastic force to the second base 2 along its length when compressed or stretched. One end of the buffer rod 83 is connected to the buffer housing 2 via a buffer guide plate 84. The spring 82 is connected, and the buffer guide plate 84 slides with the inner wall of the buffer housing 81. For example, the edge of the buffer guide plate 84 is provided with a protrusion, and the inner wall of the buffer housing 81 is provided with a groove. The protrusion is located in the groove to guide the buffer guide plate 84. The buffer rod 83 passes through the buffer housing 81 and is coaxially connected to the second base 2 after passing through the return spring. When the buffer spring 82 and the return spring are in their natural state, there is a gap 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 housing 81, which means that the buffer rod 83 can be pulled outward a certain distance so that the buffer spring 82 is in a stretched state.

[0071] The anti-collision guidance device for ships in shipping tunnels provided in this application embodiment uses a buffer spring 82 to provide the buffering force of the second buffer component 8. The buffering force of the buffer spring 82 is relatively small, meaning that the buffering force exerted by the second buffer component 8 on the guide rod 3 is less than the buffering force exerted by the first buffer component 4 on the guide rod 3. This ensures that the angular velocity of the guide rod 3 at the position corresponding to the second buffer component 8 is consistent with the angular velocity at the position corresponding to the first buffer component 4 during the rotation of the guide rod 3. Stress concentration is less likely to occur at the position corresponding to the second buffer component 8 on the guide rod 3, thereby reducing the risk of deformation of the guide rod 3. At the same time, the distance between the buffer guide plate 84 and the inner wall of the buffer housing 81 allows the buffer guide plate 84 to pull the buffer spring 82, thereby providing a buffering force to the guide rod 3 at the moment of impact between the hull and the guide wheel 6 to counteract the deformation tendency of the guide rod 3 and prevent the guide rod 3 from breaking after being suddenly impacted.

[0072] In some alternative embodiments, see [reference]. Figure 8 The first buffer assembly 4 includes a cylinder 41, a piston 42, a piston rod 44, and a roller 45. The cylinder 41 is connected to the first base 1. The piston 42 is disposed inside the cylinder 41 to divide the space inside the cylinder 41 into two parts. The piston 42 is in a movable sealing fit with the inner wall of the cylinder 41. The piston 42 is provided with multiple buffer holes that connect the spaces on both sides of the piston 42. The piston 42 and the cylinder 41 are connected by 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 41 and is located outside the cylinder 41. The piston rod 44 is in a sealed fit with the cylinder 41. The roller 45 is rotatably engaged with the other end of the piston rod 44. The roller 45 is used to contact the guide rod 3. Thus, when the guide rod 3 rotates, the rotation of the roller 45 allows different positions on the guide rod 3 to continuously contact the roller 45, and the guide rod 3 is hardly worn when the contact position changes.

[0073] The anti-collision guidance device for ships in the shipping tunnel provided in this application embodiment, after filling the cylinder 41 with buffer solution, due to the setting of the buffer hole, after the guide rod 3 is impacted, the buffer hole can slow down the flow speed of the buffer solution from one side of the piston 42 to the other side. The buffer solution is subjected to greater compression in a short time, which can generate greater hydraulic pressure on the piston 42, thereby providing greater buffering force for the guide rod 3, and thus reducing the impact force on the ship hull.

[0074] In some alternative embodiments, the axial ends of the buffer hole are constructed with a chamfered structure.

[0075] The anti-collision guidance device for ships in shipping tunnels provided in this application has a chamfered structure that makes one end of the buffer hole have a hole shape, and its diameter gradually shrinks from large to small. This helps to stabilize fluid flow and reduce eddies and instability.

[0076] In some optional embodiments, a buffer cavity 47 is provided on the cylinder wall of the cylinder body 41. The buffer cavity 47 is connected to the internal space of the cylinder body 41, and a buffer plate 46 that divides the buffer cavity 47 into two is fixedly provided inside the buffer cavity 47. In actual implementation, the cylinder body 41 is divided into a first part and a second part. The first part consists of two cylinders. One end of one cylinder is sealed, through which the piston rod 44 passes. The inner diameter of the other cylinder is equal to that of the first cylinder, and the outer diameter of the other cylinder is smaller than that of the first cylinder. That is, the outer wall of the first part has a step. The second part is a cylinder with one end sealed. The inner depth of the cylinder is greater than the length of the other cylinder. The cylinder is coaxially fitted around the outside of the other cylinder and is sealed to the step of the first part. The cylinder and the outer wall of the other cylinder have a circumferential gap. A cylindrical buffer plate 46 is set in the circumferential gap. One end of the buffer plate 46 is sealed to the bottom of the second part, and the other end is sealed to the step. The buffer plate 46 has gaps between itself and the inner wall of the second part and the outer wall of the other cylinder.

[0077] The anti-collision guidance device for ships in shipping tunnels provided in this application embodiment has the following characteristics: When the impact force of the ship is too large, the flow rate of the buffer solution from one side of the piston 42 to the other side is very small at the moment of impact. At this time, it is equivalent to the ship hull forming a rigid collision with the guide rod 3, which may cause the ship hull to rebound, and the guide rod 3 has a high risk of breakage. After setting the buffer plate 46, at the moment of impact, the buffer plate 46 can provide a large buffering force by relying on its own elastic deformation, thereby offsetting more of the impact force from the ship hull, and buying a certain amount of flow time for the buffer solution, thus avoiding the ship hull forming a rigid collision with the guide rod 3.

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

[0079] The ship collision avoidance guidance device for shipping tunnels provided in this application uses corrugated plates that are conducive to deformation, and stress concentration and structural damage are less likely to occur during the deformation process.

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

[0081] The shipping tunnel ship collision avoidance guidance device provided in this application embodiment has a reset elastic element that facilitates the guide rod 3 to return to its original position and can also increase the speed at which the second base 2 returns to its original position.

[0082] The specific embodiments described above illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Although the description of this application is presented in conjunction with some embodiments, this does not mean that the features of this application are limited to this embodiment. On the contrary, the purpose of describing the application in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of this application. To provide a thorough understanding of this application, many specific details are included in the above description. This application may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this application, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0083] It should be noted that in this specification, similar reference numerals and letters in the above figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the figures, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation on this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. In the description of this application, it should be noted that unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0084] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A ship collision avoidance and guidance device for shipping tunnels, characterized in that, include: The first base (1) is used to be fixedly installed in the navigation tunnel, and multiple pairs of first buffer components (4) are provided on the first base (1); The second base (2) is 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) is provided with a plurality of drive grooves (5). The drive grooves (5) include 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) intersect to make the three interconnected. Multiple guide rods (3), one end of which is rotatably connected to the first base (1) and the other end is provided with a guide wheel (6). A guide slider (7) is provided on the guide rod (3) and located in the drive groove (5). Each guide rod (3) cooperates with each pair of the first buffer assembly (4) to provide a buffer force in the opposite direction to the guide rod (3) when the guide rod (3) rotates in the forward and reverse directions. When the second base (2) slides back and forth to the limit of its stroke, the curvature center 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).

2. The ship collision avoidance and guidance device for shipping tunnels according to claim 1, characterized in that, The guide slider (7) includes: The first retaining plate (71) is connected to the guide rod (3). The first retaining plate (71) has a plurality of first spherical grooves evenly spaced along the circumferential direction on its surface. The second retaining plate (72) is arranged parallel to and spaced apart from the first retaining plate (71) and connected to the first retaining plate (71). On the plate surface of the second retaining plate (72) close to the first retaining plate (71), a plurality of second spherical grooves are evenly spaced along the circumferential direction. The positions of the second spherical grooves correspond one-to-one with the positions of the first spherical grooves. A sphere (73) is respectively matched with a first spherical groove and a second spherical groove at the corresponding positions.

3. The ship collision avoidance and guidance device for shipping tunnels according to claim 2, characterized in that, Multiple support balls (74) are provided on the surface of the first retaining plate (71) near the second retaining plate (72) by means of a grooved ball locking process.

4. The ship collision avoidance and guidance device for shipping tunnels 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 reverse buffering force to the second base (2) when the second base (2) slides.

5. The ship collision avoidance and guidance device for shipping tunnels according to claim 4, characterized in that, The second buffer component (8) includes: A buffer housing (81) is connected to the first base (1), and the buffer housing (81) is connected to the second base (2) by a return spring; A buffer spring (82) is disposed in the buffer housing (81); A buffer rod (83) is provided. One end of the buffer rod (83) is connected to the buffer spring (82) through a buffer guide plate (84). The buffer guide plate (84) is slidably fitted with the inner wall of the buffer housing (81). The buffer rod (83) passes through the buffer housing (81) and is coaxially threaded through the reset spring before being connected to the second base (2). When the buffer spring (82) and the return spring are in their natural state, there is a gap between the surface of the buffer guide plate (84) facing away from the buffer spring (82) and the inner wall of the buffer housing (81).

6. The ship collision avoidance and guidance device for shipping tunnels according to claim 1, characterized in that, The first buffer component (4) includes: Cylinder body (41), the cylinder body (41) being connected to the first base (1); Piston (42), the piston (42) is disposed in the cylinder (41) to divide the space inside the cylinder (41) into two parts, the piston (42) is provided with a plurality of buffer holes that connect the spaces on both sides of the piston (42), and the piston (42) and the cylinder (41) are connected by a buffer return spring (43). A piston rod (44) is connected at one end to the piston (42) and at the other end passes through the cylinder (41) and is located outside the cylinder (41). The piston rod (44) and the cylinder (41) are sealed together. A roller (45) is rotatably engaged with the other end of the piston rod (44), and the roller (45) is used to contact the guide rod (3).

7. The ship collision avoidance and guidance device for shipping tunnels according to claim 6, characterized in that, The buffer hole has chamfered ends at both axial directions.

8. The ship collision avoidance and guidance device for shipping tunnels according to claim 6, characterized in that, The cylinder wall of the cylinder body (41) is provided with a buffer cavity (47), which is connected to the internal space of the cylinder body (41). A buffer plate (46) is fixedly installed in the buffer cavity (47) to divide the buffer cavity (47) into two.

9. The ship collision avoidance and guidance device for shipping tunnels according to claim 8, characterized in that, The buffer plate (46) is constructed as a corrugated plate.

10. The ship collision avoidance and guidance device for shipping tunnels according to claim 1, characterized in that, A reset elastic element is provided between the guide rod (3) and the first base (1).

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