Mooring system of transshipment barge with self-propulsion system

Abstract

The mooring system of the transshipment barge with the self-propulsion system comprises a carrying platform, a plurality of mooring piles are arranged at the top of the carrying platform at intervals, a lifting device is arranged on the front side of the carrying platform, and an anti-collision module is arranged on the front side of a lifting part of the lifting device; the anti-collision module comprises an inflation pump, an inflation control valve, a gas path main path, gas path branches and a plurality of inflation bags which are sequentially arranged at equal intervals from left to right, the gas path branches are used for enabling the inflation bags to communicate with the gas path main path one by one, and the inflation control valve is used for controlling connection and disconnection between the gas path main path and the gas path branches; the relative height of the mooring ship and the carrying platform is constantly changed along with propelling in the working process, so that in order to better protect the mooring ship and the carrying platform, a traditional fender is arranged to be in a controllable lifting mode, and the mooring ship and the carrying platform can be protected. The collision problem in the ship berthing and mooring process is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of mooring, and particularly to a mooring system for a transshipment barge with a self-propulsion system. Background Art

[0002] With the continuous development of the shipping industry, large self-propelled transshipment barges play an increasingly important role in cargo transportation. However, such barges face many challenges when moored, such as the influence of natural factors such as waves and tides, as well as the limitations of port facilities. Therefore, designing an efficient and stable mooring system is crucial for ensuring the safety of the barge. The most critical thing is how to prevent collisions during the mooring process and avoid damage to the hull of the ship caused by collisions;

[0003] Currently, most ships rely on tugboats and on-board cable cars to cooperate when approaching or leaving the dock. However, when a ship approaches the dock, it usually generates a large impact force on the dock. To avoid irreversible damage to the hull of the ship by the dock, several tires or other rubber products are usually suspended on the dock to reduce the impact force when the ship docks and protect the ship. However, conventional tires or other rubber products not only have low structural strength but also poor suspension stability. When a ship docks, it is difficult to play an effective buffering role. The buffering effects of other devices that buffer through a single buffer spring or buffer pad are also average. Summary of the Invention

[0004] The purpose of the present invention is to provide a mooring system for a transshipment barge with a self-propulsion system to solve the problems existing in the above-mentioned prior art.

[0005] The above technical object of the present invention is achieved through the following technical solutions:

[0006] A mooring system for a transshipment barge with a self-propulsion system includes a lifting device and a carrying platform provided on the top of the lifting device. The lifting device is used to drive the carrying platform to automatically lift and lower. The top of the carrying platform is provided with first mooring bollards, second mooring bollards, third mooring bollards, fourth mooring bollards, fifth mooring bollards, sixth mooring bollards, and seventh mooring bollards with the same structure at intervals. A lifting device is provided on the front side of the carrying platform, and a collision prevention module is provided on the front side of the lifting part of the lifting device. The collision prevention module includes an air inflation pump, an air inflation control valve, an air circuit main path, air circuit branch paths, and a plurality of air bags arranged at equal intervals from left to right. The air circuit branch paths are used to connect the air bags to the air circuit main path one by one. The air inflation control valve is used to control the on-off between the air circuit main path and each air circuit branch path. The air inflation pump is used to inflate the air circuit main path.

[0007] By adopting the above technical solution, since the relative height between the moored vessel and the loading platform also changes continuously during the working process, in order to better protect the moored vessel and the loading platform, the traditional fender is set to a controllable lifting mode, solving the collision problem during ship docking and mooring.

[0008] At the same time, some existing mooring system design solutions for large barges usually adopt traditional anchor chain or cable fixing methods, and improve the stability of the barge by increasing the number and length of the anchor chain or cable. The utilization degree of automatic control technology is low. The traditional solutions have the following disadvantages: First, the stability is insufficient and it is difficult to cope with extreme sea conditions; second, the adaptability is poor and it cannot be adjusted according to the characteristics of different ports and seas; third, the operation is complex and a large amount of manpower and time are required for installation and maintenance.

[0009] Therefore, in a further embodiment, the first mooring bollard includes a fixed seat, a load detection module, a driving module and a control module. The fixed seat is fixedly installed on the loading platform, the driving module is fixedly installed on the fixed seat, and the driving module is used for winding the cable; the load detection module is used for detecting the cable load received by the driving module, and the control module is used for controlling the driving module according to the data of the load detection module;

[0010] The driving module is used for automatically winding the mooring cable released by the ship.

[0011] By adopting the above technical solution, the mutual cooperation of the first mooring bollard, the second mooring bollard, the third mooring bollard, the fourth mooring bollard, the fifth mooring bollard, the sixth mooring bollard and the seventh mooring bollard can firmly fix the ship to be moored at the designated position of the loading platform through the cable, avoiding the safety problems and the increase in working difficulty caused by the change of the relative position between the ship and the loading platform due to environmental factors such as sea waves during the working process.

[0012] In a further embodiment, the driving module includes a winch, a clamping unit arranged on one side of the winch, a variable frequency motor and a logic chip. The winch is fixedly installed on the top of the fixed seat. The clamping unit includes a fixing plate, a hydraulic cylinder and a clamping plate. The hydraulic cylinder is fixedly installed on one side of the winch, the clamping plate is fixedly installed on the telescopic rod of the hydraulic cylinder, the fixing plate is fixed on the winch, and the hydraulic cylinder is used for driving the clamping plate to approach / away from the fixing plate;

[0013] Bearings are sleeved on both ends of the winch, round plates are sleeved on the bearings, a plurality of round rods for connecting with each other are axially arranged at equal intervals on the periphery of the round plates, sleeves are sleeved on the round rods, the inner wall of the sleeve is in transitional fit with the outer wall of the round rod, the variable-frequency motor is used to drive the axial rotation of the round plate, a pressure sensor is arranged between the round rod and the sleeve, and the logic chip is used to collect the data of the pressure sensor.

[0014] By adopting the above technical solution, when mooring is required, the clamping unit can clamp one end of the mooring cable, and then the winch starts to work to tighten the mooring cable. However, due to the changes in sea winds and waves, the mooring ship and the transfer ship during the working process and the progress of the transfer, the altitude of the loading platform and the deck altitude of the mooring ship are all changing. Therefore, the mooring cable will continuously change in tightness. At this time, the mutual cooperation of the variable-frequency motor, the round plate, the round rod, the logic chip, the sleeve and the pressure sensor is required to realize the retraction and release of the mooring cable. The logic chip is used to compare the value of the pressure sensor with the set target value and feedback the result to the variable-frequency motor. The variable-frequency motor drives the round plate to rotate. The clockwise rotation of the round plate is to tighten the mooring cable, and the counterclockwise rotation of the round plate is to loosen the mooring cable. In this way, while ensuring the relative fixed position between the mooring ship and the loading platform, the positions of the mooring ship and the loading platform can also be finely adjusted within the specified range. The speed of the variable-frequency motor makes this adjustment faster and more accurate than that of the winch.

[0015] In a further embodiment, anti-slip patterns are provided on the sides of the clamping plate and the fixing plate that are close to each other.

[0016] In a further embodiment, the control module is connected to the load detection module and the drive module by a wired electrical signal through a data cable.

[0017] In a further embodiment, the first mooring cable bollard, the second mooring cable bollard and the third mooring cable bollard are arranged on the left side of the top of the loading platform. The first mooring cable bollard is arranged at the left front corner of the top of the loading platform. The second mooring cable bollard is arranged at intervals on the right side of the first mooring cable bollard. The third mooring cable bollard is arranged at intervals behind the first mooring cable bollard;

[0018] The fourth mooring cable bollard, the fifth mooring cable bollard, the sixth mooring cable bollard and the seventh mooring cable bollard are arranged on the right side of the top of the loading platform. The fourth mooring cable bollard is arranged at the right front corner of the top of the loading platform. The fifth mooring cable bollard is arranged at intervals on the left side of the fourth mooring cable bollard. The sixth mooring cable bollard is arranged at intervals behind the left side of the fourth mooring cable bollard. The seventh mooring cable bollard is arranged at intervals behind the left side of the fifth mooring cable bollard;

[0019] The first mooring bitt, the second mooring bitt, the fifth mooring bitt and the fourth mooring bitt are located on the same straight line, and the third mooring bitt, the sixth mooring bitt and the seventh mooring bitt are located on the same straight line.

[0020] By adopting the above technical solution, the structures of the first mooring bitt, the second mooring bitt, the third mooring bitt, the fourth mooring bitt, the fifth mooring bitt, the sixth mooring bitt and the seventh mooring bitt are the same. Therefore, the first mooring bitt, the second mooring bitt, the third mooring bitt, the fourth mooring bitt, the fifth mooring bitt, the sixth mooring bitt and the seventh mooring bitt can be relatively independently controlled. When no additional control console is added, they can self-adjust according to the set program values. After adding a control console, they can be comprehensively controlled according to the data of all mooring bitts. The specific selection needs to be judged according to the tonnage of the ship and the water area information. The reason for setting the positions of the first mooring bitt, the second mooring bitt, the third mooring bitt, the fourth mooring bitt, the fifth mooring bitt, the sixth mooring bitt and the seventh mooring bitt in the seven-point distribution in the solution is to better adapt to the technical requirements of this system. When actually used, the mooring ropes need to be wound around the winch at an oblique cutting angle, and the multi-point fixing enables this system to better fix the moored ship.

[0021] In a further embodiment, ranging gratings installed vertically are arranged on both the left and right sides of the fixing part of the lifting device.

[0022] By adopting the above technical solution, data for providing lifting control data for the lifting device.

[0023] To sum up, the present invention has the following beneficial effects:

[0024] 1. Through the mutual cooperation of the first mooring bitt, the second mooring bitt, the third mooring bitt, the fourth mooring bitt, the fifth mooring bitt, the sixth mooring bitt and the seventh mooring bitt, the ship to be moored can be firmly fixed at the designated position of the carrying platform through the mooring ropes, avoiding the safety problems and the increase in working difficulty caused by the change in the relative position between the ship and the carrying platform due to environmental factors such as sea waves during the working process. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 is the overall structural schematic diagram of Embodiment 1 of the present invention;

[0026] Figure 2 is the structural schematic diagram of the first mooring bitt for embodying Embodiment 1 of the present invention;

[0027] Figure 3 is the structural schematic diagram of the drive module for embodying Embodiment 1 of the present invention;

[0028] Figure 4 It is a schematic diagram showing the position arrangement of the lifting device of the pneumatic fender in Embodiment 2 of the present invention;

[0029] Figure 5 It is a schematic diagram showing the position arrangement of seven mooring bollards in Embodiment 2 of the present invention.

[0030] In the figure, 1 is a carrying platform; 2 is the first mooring bollard; 21 is a fixed seat; 22 is a load detection module; 23 is a driving module; 24 is a control module; 231 is a winch; 232 is a clamping unit; 2321 is a fixing plate; 2322 is a hydraulic cylinder; 2323 is a clamping plate; 233 is a frequency conversion motor; 234 is a logic chip; 26 is a bearing; 27 is a circular plate; 28 is a round bar; 29 is a sleeve; 3 is the second mooring bollard; 4 is the third mooring bollard; 5 is the fourth mooring bollard; 6 is the fifth mooring bollard; 7 is the sixth mooring bollard; 8 is the seventh mooring bollard; 9 is an anti-collision module; 91 is an air pump; 92 is an air inflation control valve; 93 is the main air path; 94 is an air path branch; 95 is an air inflation bag; 10 is a lifting device; 11 is a ranging grating. Detailed implementation manners

[0031] The present invention will be further described in detail below with reference to the accompanying drawings.

[0032] Among them, the same components are denoted by the same reference numerals. It should be noted that the terms "front", "rear", "left", "right", "upper" and "lower" used in the following description refer to the directions in the accompanying Figure 1 drawings, and the terms "bottom surface" and "top surface", "inner" and "outer" respectively refer to the directions facing or away from the geometric center of a specific component. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of this specification, "a plurality" means two or more unless otherwise specifically defined.

[0033] Embodiment 1:

[0034] As Figures 1 - 3As shown in the figure, a mooring system for a self-propelled transfer barge includes a lifting device and a loading platform 1 provided at the top of the lifting device. The lifting device is used to drive the automatic lifting of the loading platform 1. At the top of the loading platform 1, first mooring bollards 2, second mooring bollards 3, third mooring bollards 4, fourth mooring bollards 5, fifth mooring bollards 6, sixth mooring bollards 7 and seventh mooring bollards 8 with the same structure are arranged at intervals. The first mooring bollard 2 includes a fixed seat 21, a load detection module 22, a driving module 23 and a control module 24. The fixed seat 21 is fixedly installed on the loading platform 1, and the driving module 23 is fixedly installed on the fixed seat 21. The driving module 23 is used for winding the mooring cable. The load detection module 22 is used to detect the cable load received by the driving module 23, and the control module 24 is used to control the driving module 23 according to the data of the load detection module 22. The driving module 23 is used for automatically winding the mooring cable released by the ship.

[0035] The driving module 23 includes a winch 231, a clamping unit 232 arranged on one side of the winch 231, a variable-frequency motor 233 and a logic chip 234. The winch 231 is fixedly installed on the top of the fixed seat 21. The clamping unit 232 includes a fixing plate 2321, a hydraulic cylinder 2322 and a clamping plate 2323. Anti-slip patterns are provided on the sides of the clamping plate 2323 and the fixing plate 2321 that are close to each other. The hydraulic cylinder 2322 is fixedly installed on one side of the winch 231, and the clamping plate 2323 is fixedly installed on the telescopic rod of the hydraulic cylinder 2322. The fixing plate 2321 is fixed on the winch 231. The hydraulic cylinder 2322 is used to drive the clamping plate 2323 to approach / separate from the fixing plate 2321;

[0036] Bearings 26 are sleeved on both ends of the winch 231. Round plates 27 are sleeved on the bearings 26. A plurality of round rods 28 for connecting with each other are axially arranged at equal intervals on the periphery of the round plate 27. Sleeves 29 are sleeved on the round rods 28. The inner wall of the sleeve 29 is in transitional fit with the outer wall of the round rod 28. The variable-frequency motor 233 is used to drive the axial rotation of the round plate 27. A pressure sensor is arranged between the round rod 28 and the sleeve 29. The logic chip 234 is used to collect the data of the pressure sensor. The control module 24 is connected to the load detection module 22 and the drive module 23 through data lines by wired electrical signals;When mooring is required, the clamping unit 232 can clamp one end of the mooring rope, and then the winch 231 starts working to tighten the mooring rope. However, due to changes in sea waves, the moored vessels and the transfer vessels as the work progresses and the progress of transfer, in order to make the carrying platform 1 and the moored vessels and the transfer vessels adapt to each other, it is necessary to use a lifting device to automatically adjust the altitude of the carrying platform 1 according to the altitude of the moored vessels and the transfer vessels. Therefore, the mooring rope will appear to be constantly changing in tightness. At this time, it is necessary to realize the retraction and release of the mooring rope through the cooperation of the frequency conversion motor 233, the circular plate 27, the round rod 28, the logic chip 234, the sleeve 29 and the pressure sensor. The logic chip 234 is used to The value of the pressure sensor is compared with the set target value, and the result is fed back to the variable frequency motor 233. The variable frequency motor 2333 drives the circular plate 27 to rotate. The clockwise rotation of the circular plate 27 is to tighten the mooring rope, and the counterclockwise rotation of the circular plate 27 is to loosen the mooring rope. In this way, while ensuring the relatively fixed position between the moored vessel and the carrying platform 1, the position of the moored vessel and the carrying platform 1 can be fine-tuned within a specified range. The speed of the variable frequency motor 233 makes the adjustment faster and more accurate than the winch 231. In the scheme, the variable frequency motor 233 is connected to the circular plate 27 through a reducer and a clutch. When mooring is required, the vessel to be moored pulls multiple cables from the clamping plate. The cable is manually matched with the first mooring bollard 2, the second mooring bollard 3, the third mooring bollard 4, the fourth mooring bollard 5, the fifth mooring bollard 6, the sixth mooring bollard 7 and the seventh mooring bollard 8 one by one, and then the rope head of the cable is placed on the clamping unit 232, and the hydraulic cylinder 2322 of the clamping unit 232 clamps the rope head between the fixed plate 2321 and the clamping plate 2323, and then the control module 24 controls the winch 231 to rotate to reel in the cable. When the control module 24 recognizes that the drum torque of the winch 231 reaches the specified value, it is marked as reeling is completed, and the brake system of the winch 231 works to lock the drum of the winch 231, and then the clutch makes the frequency conversion motor 233 connected to the circular plate 27 through the reducer, and the frequency conversion motor 233 controls the circular plate 27 to rotate clockwise. When the pressure sensor between one of the round rods 28 and its corresponding sleeve 29 detects the presence of pressure, the control module 24 marks it as the first contact rod of the action, and then controls the variable frequency motor 233 to continue working, so that the value detected by the pressure sensor between the round rod 28 and the sleeve 39 reaches the set pressure value, and the logic chip 234 starts to work. At this time, the logic chip 234 marks its pressure as 0. When the pressure recorded by the logic chip 234 is a positive number, the variable frequency motor 233 rotates counterclockwise. When the pressure recorded by the logic chip 234 is a negative number, the variable frequency motor 233 rotates clockwise. Each action stops when the pressure value recorded by the logic chip 234 is zero.

[0037] When the control module 24 detects that pressure values are generated between all the round rods 28 and the sleeve 29, the control clutch disconnects the transmission connection between the variable-frequency motor 233 and the circular plate 27. The winch 231 controls its drum to rotate clockwise or counterclockwise for one circle according to the result of the control module, and then continues to control the braking system to lock the drum. This process repeats until all actions are completed. Then, the mooring system is manually released. The clockwise and counterclockwise rotations of the drum of the winch 231 are mainly adjusted according to whether the values detected by the pressure sensors between the round rods 28 and the sleeve 29 are detected clockwise or counterclockwise in sequence. If the values are detected clockwise in sequence, the winch 231 rotates clockwise; otherwise, it rotates counterclockwise.

[0038] Moreover, when controlling the variable-frequency motor 233 to rotate clockwise / counterclockwise, only the comparison value of the pressure sensor between the first round rod 28 in contact with the mooring cable and the rotating cylinder 29 is always considered.

[0039] As Figures 1 - 3 shown, the first mooring bitt 2, the second mooring bitt 3, and the third mooring bitt 4 are arranged on the top left side of the carrying platform 1. The first mooring bitt 2 is arranged at the top left front corner of the carrying platform 1. The second mooring bitt 3 is arranged at intervals on the right side of the first mooring bitt 2. The third mooring bitt 4 is arranged at intervals behind the first mooring bitt 2.

[0040] The fourth mooring bitt 5, the fifth mooring bitt 6, the sixth mooring bitt 7, and the seventh mooring bitt 8 are arranged on the top right side of the carrying platform 1. The fourth mooring bitt 5 is arranged at the top right front corner of the carrying platform 1. The fifth mooring bitt 6 is arranged at intervals on the left side of the fourth mooring bitt 5. The sixth mooring bitt 7 is arranged at intervals on the left rear side of the fourth mooring bitt 5. The seventh mooring bitt 8 is arranged at intervals on the left rear side of the fifth mooring bitt 6.

[0041] The first mooring bitt 2, the second mooring bitt 3, the fifth mooring bitt 6, and the fourth mooring bitt 5 are located on the same straight line. The third mooring bitt 4, the sixth mooring bitt 7, and the seventh mooring bitt 8 are located on the same straight line.

[0042] As Figures 1 - 3As shown in the figure, a lifting device 10 is provided on the front side of the carrying platform 1. A collision prevention module 9 is provided on the front side of the lifting part of the lifting device 10. The collision prevention module 9 includes an air inflation pump 91, an air inflation control valve 92, a main air passage 93, an air passage branch 94, and a plurality of air bags 95 arranged at equal intervals from left to right in sequence. The air passage branch 94 is used to connect the air bags 95 to the main air passage 93 one by one. The air inflation control valve 92 is used to control the on-off between the main air passage 93 and each air passage branch 94. The air inflation pump 91 is used to inflate the main air passage 93. Vertical ranging gratings 11 are installed on both the left and right sides of the fixed part of the lifting device 10. Since the relative height between the moored ship and the carrying platform 1 also changes continuously during the working process, in order to better protect the moored ship and the carrying platform 1, the traditional fender is set to a controllable lifting mode.

[0043] Embodiment 2:

[0044] As Figure 4 - Figure 5 As shown in the figure, in port cargo transfer operations, the transfer barge and the large cargo ship often use the method of side-by-side berthing to carry out cargo loading and unloading operations; however, due to the interference of complex factors such as relative draft changes, waves, and surges, the mooring ropes are loose and uncertain, resulting in an increase in the relative movement between the two ships, bringing great obstacles and safety hazards to the loading and unloading operations of the transfer barge; in this context, a safety protection system for side-by-side berthing is designed; in terms of the layout position and quantity design of the inflatable fenders, aiming at the unique characteristics of the transfer barge, simulation analysis is carried out based on its length and the working state of the inflatable fenders during the transfer operation, and flexible adjustment is carried out in combination with the cable tensioning system; through in-depth comparison of the protruding lengths at the bow and stern ends and comprehensive consideration of the retraction and extension requirements of the inflatable fenders, 4 inflatable fenders and supporting storage platforms are innovatively arranged on the right side of the transfer barge, and 4 special lifting devices 10 for inflatable fenders are equipped at the same time. Through double verification methods of experiments and simulations, it is strongly proved that this reasonable side protection design can significantly reduce the relative movement between the two ships and greatly improve the safety and efficiency of the loading and unloading operations.

[0045] In the design of the pneumatic fender control system, to meet the key requirement of preventing collision accidents when the ship berths and loads or unloads goods, a set of intelligent operation control system is specially developed for the pneumatic fender. This system not only supports the crew to operate the crane locally beside the crane, but also realizes the centralized control function at the cab console (control console). It can accurately lift the pneumatic fender to an appropriate position, providing a reliable safety distance guarantee during the transfer process of the two ships. Regarding the key issues of judging the lifting of the pneumatic fender and the operating position of the crane boom, the mooring system of the present invention cleverly installs 3 high-precision sensors on the crane boom. Among them, 1 height limit sensor is set at the top of the crane boom, and 1 limit sensor is installed at the working position of the bottom oil cylinder of the boom and the storage position of the fender respectively. These sensors can quickly transmit signals to the control system in the cab, thus successfully achieving remote control operation. When the remote control operation mode is enabled, except for the emergency stop function, other functions of the local operation automatically fail. The control console can not only achieve independent and accurate control of a single crane, but also conduct automatic centralized and efficient control of 4 cranes. During the automatic centralized control process, the crane can be lowered and placed strictly according to the pre-set position, and the actual value of the lowering height will be displayed in real time on the control console display screen, which is convenient for the crew to observe and control at any time. In modern ship mooring operations, the anchor winches and mooring winches at the bow and stern of conventional ships usually adopt a combination mode of local control beside the machine and remote control at the side of the ship. However, for the ship involved in the present invention, its mooring requirements are special. A total of 7 mooring winches are arranged, including 3 on the starboard side and 4 on the port side. The limited crew configuration is difficult to take into account the mooring operations of the whole ship. The present invention designs an innovative mooring winch control system. This system has two modes: local single-machine operation beside the machine and remote multi-machine simultaneous remote control operation at the control console. A special remote centralized control system for the mooring winches of the transfer barge is equipped on the control console. Through the clever setting of the operation logic, it effectively avoids the dangerous situation caused by the crew operating simultaneously at the local control box and the control console. When the operation switch of any winch local control box is turned on, the remote control of the corresponding winch on the control console immediately fails, and vice versa, fundamentally eliminating the misoperation caused by the crew's fatigue or poor communication, and greatly improving the operation safety.

[0046] Develop a remote centralized control system for mooring winches. Through the control panel, the operator can not only accurately control a single mooring winch, but also flexibly conduct centralized control of mooring winches at any position and in any quantity according to different working conditions. Moreover, it can be arbitrarily combined with the automatic cable tension control system, realizing remote intelligent control of multiple mooring winches in the cab, fully meeting the mooring requirements under various complex working conditions. During the entire mooring process, the mooring cable can automatically adjust the tension without manual follow-up and operation by the crew, truly meeting the requirements of intelligentization. At the same time, the mooring winch control display in the cab can real-time display the current status and force conditions of each mooring winch, and the data display screen on the control console digitalizes the operation process, making the whole operation more convenient and fast, greatly improving the efficiency and safety of ship mooring operations, having remarkable innovation and practicality, and providing a new, efficient and reliable solution for ship mooring operations.

[0047] Embodiment 3:

[0048] The carrying platform 1 proposed in this solution can be set to be used in the berth or on the deck.

[0049] In the embodiments disclosed in the present invention, terms such as "installation", "connection", "linkage", "fixation", etc. should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; "linkage" can be a direct linkage or an indirect linkage through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments disclosed in the present invention can be understood according to specific circumstances.

[0050] This specific embodiment is only an interpretation of the present invention, and it is not a limitation of the present invention. Those skilled in the art can make modifications without creative contributions to this embodiment as needed after reading this specification, but as long as it is within the scope of the claims of the present invention, it is protected by the patent law.

Claims

1. A mooring system for a self-propelled transfer barge, comprising a lifting device and a loading platform (1) arranged on the top of the lifting device. The lifting device is used to drive the loading platform (1) to automatically lift. The top of the loading platform (1) is provided with a first mooring bollard (2), a second mooring bollard (3), a third mooring bollard (4), a fourth mooring bollard (5), a fifth mooring bollard (6), a sixth mooring bollard (7) and a seventh mooring bollard (8) with consistent structures at intervals, and is characterized in that: A lifting device (10) is provided on the front side of the carrying platform (1), and an anti-collision module (9) is provided on the front side of the lifting part of the lifting device (10); the anti-collision module (9) includes an air inflation pump (91), an air inflation control valve (92), a main air path (93), an air path branch (94), and a plurality of air bags (95) arranged at equal intervals from left to right. The air path branch (94) is used to connect the air bags (95) to the main air path (93) one by one. The air inflation control valve (92) is used to control the on / off between the main air path (93) and each air path branch (94), and the air inflation pump (91) is used to inflate the main air path (93).

2. The mooring system of a transfer barge with a self-navigation system according to claim 1, characterized in that: The first mooring bitt (2) includes a fixed seat (21), a load detection module (22), a driving module (23), and a control module (24). The fixed seat (21) is fixedly installed on the carrying platform (1), and the driving module (23) is fixedly installed on the fixed seat (21). The driving module (23) is used to wind the mooring rope; the load detection module (22) is used to detect the rope load received by the driving module (23), and the control module (24) is used to control the driving module (23) according to the data of the load detection module (22); The driving module (23) is used to automatically wind the mooring rope released by the ship.

3. The mooring system of a transfer barge with a self-propulsion system according to claim 2, characterized in that: The driving module (23) includes a winch (231), a clamping unit (232) arranged on one side of the winch (231), a variable-frequency motor (233), and a logic chip (234). The winch (231) is fixedly installed on the top of the fixed seat (21). The clamping unit (232) includes a fixing plate (2321), a hydraulic cylinder (2322), and a clamping plate (2323). The hydraulic cylinder (2322) is fixedly installed on one side of the winch (231), and the clamping plate (2323) is fixedly installed on the telescopic rod of the hydraulic cylinder (2322). The fixing plate (2321) is fixed on the winch (231), and the hydraulic cylinder (2322) is used to drive the clamping plate (2323) to approach / separate from the fixing plate (2321); Bearings (26) are sleeved on both ends of the winch (231), circular plates (27) are sleeved on the bearings (26), a plurality of connecting rods (28) are axially arranged at equal intervals on the periphery of the circular plates (27), sleeves (29) are sleeved on the connecting rods (28), the inner wall of the sleeve (29) is in transitional fit with the outer wall of the connecting rod (28), the variable-frequency motor (233) is used to drive the circular plate (27) to rotate axially, and a pressure sensor is arranged between the connecting rod (28) and the sleeve (29). The logic chip (234) is used to collect the data of the pressure sensor.

4. The mooring system of a transfer barge with a self-navigation system according to claim 3, characterized in that: Anti-slip patterns are provided on the sides of the clamping plate (2323) and the fixing plate (2321) that are close to each other.

5. The mooring system of a transfer barge with a self-navigation system according to claim 3, characterized in that: The control module (24) is connected to the load detection module (22) and the driving module (23) by wired electrical signals through data lines.

6. The mooring system of a transfer barge with a self-navigation system according to claim 2, characterized in that: The first mooring bollard (2), the second mooring bollard (3) and the third mooring bollard (4) are arranged on the top left side of the carrying platform (1). The first mooring bollard (2) is arranged at the top left front corner of the carrying platform (1). The second mooring bollard (3) is arranged at intervals on the right side of the first mooring bollard (2). The third mooring bollard (4) is arranged at intervals on the rear side of the first mooring bollard (2). The fourth mooring bollard (5), the fifth mooring bollard (6), the sixth mooring bollard (7) and the seventh mooring bollard (8) are arranged on the top right side of the carrying platform (1). The fourth mooring bollard (5) is arranged at the top right front corner of the carrying platform (1). The fifth mooring bollard (6) is arranged at intervals on the left side of the fourth mooring bollard (5). The sixth mooring bollard (7) is arranged at intervals on the left rear side of the fourth mooring bollard (5). The seventh mooring bollard (8) is arranged at intervals on the left rear side of the fifth mooring bollard (6). The first mooring bollard (2), the second mooring bollard (3), the fifth mooring bollard (6) and the fourth mooring bollard (5) are located on the same straight line. The third mooring bollard (4), the sixth mooring bollard (7) and the seventh mooring bollard (8) are located on the same straight line.

7. The mooring system of a transshipment barge with a self-navigation system according to claim 2, characterized in that: Distance measuring gratings (11) vertically installed are arranged on both the left and right sides of the fixed part of the lifting device (10).

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