A ship fender with a crash plate

Abstract

The application discloses a ship fender with a collision-proof plate and relates to the technical field of ship fenders.The ship fender with the collision-proof plate comprises a wall body and a collision-proof plate, a buffer stabilizing assembly is arranged between the wall body and the collision-proof plate, the buffer stabilizing assembly comprises a plurality of upper fenders fixedly connected to the left side of the collision-proof plate, the bottom end of each upper fender is hingedly connected with a lower fender, and the bottom end of each lower fender is provided as an arc-shaped protrusion.In the application, the design that the lower fender is arranged to actively adhere to the bottom end of a ship can significantly improve the safety and stability of the ship when the ship is berthing.When the ship is in contact with the upper fender, the lower fender rapidly adheres to the bottom end of the ship through a self-adaptive adhesion mechanism, the impact force of the ship body is evenly dispersed to the collision-proof plate, local stress concentration is avoided, the risk that the ship body structure and the ship fender are unevenly stressed and damaged is reduced, and the elastic buffer effect of the explosion-proof fender cylinder is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to a ship fender with a collision prevention plate and belongs to the technical field of ship fenders. BACKGROUND

[0002] A ship fender is a cushioning device installed on the side of a ship or a wharf wall, used to absorb the impact energy generated when the ship docks or contacts other ship structures, preventing the ship, wharf or other facilities from being damaged due to collision.

[0003] After searching, the existing patent (publication number: CN222878639U) discloses an anti-shock ship fender, relating to the technical field of ship protection, which comprises a mounting plate, a guide shell is provided on the surface of the mounting plate, a lifting assembly for adjusting the height of the main body is provided on the guide shell, a buffer groove is provided on the main body, a buffer assembly is provided inside the buffer groove, and the buffer assembly is connected with a rubber pad. The main body can move up and down in the position of the sliding rod through the action of the sliding sleeve. The floating block installed at the lower end of the main body is in contact with the water surface. Due to the buoyancy of the floating block itself, the main body can always be kept on the water surface and move with the water level. The problem that the original device cannot automatically adjust is solved. By pulling the handle, the insertion rod enters the through slot, and then the connecting block is inserted into the installation slot. Loosen the handle, so that the insertion rod passes through the positioning hole and enters the insertion hole. The connecting block is fixed in the installation slot, which facilitates the connection of the ropes between the main bodies.

[0004] The above-mentioned patent solves the problem that the original device cannot automatically adjust during use. However, since the main body in the patent is rectangular, and the edge of the ship is arc-shaped, when the ship contacts the main body, the ship can only contact the upper end of the main body, causing uneven stress on the fender and accelerating the damage to the fender. SUMMARY

[0005] The present application aims to solve the problems of the prior art and provides a ship fender with a collision prevention plate, which has the advantages of attenuating impact kinetic energy and offsetting the swinging force of the ship body caused by waves or external forces.

[0006] The present application achieves the above-mentioned purpose through the following technical solution: a ship fender with a collision prevention plate, comprising a wall body and a collision prevention plate, a buffer stabilizing assembly is provided between the wall body and the collision prevention plate, the buffer stabilizing assembly comprises a plurality of upper fenders fixedly connected to the left side of the collision prevention plate, a lower fender is hingedly connected to the bottom end of each upper fender, the bottom end of each lower fender is provided as an arc-shaped protrusion, a plurality of hydraulic dampers I are hingedly connected to the inner wall of the wall body, and the output end of each hydraulic damper I is hingedly connected to the bottom end of the lower fender adjacent to it through the collision prevention plate.

[0007] The bottom end of the lower guard plate on both sides is provided with a rubber frame, a plurality of adsorption holes are formed in the outer surface of each rubber frame, the inner wall of the wall body is hingedly provided with two groups of negative pressure cylinders, the inside of each negative pressure cylinder is slidably connected with a pull rod, a plurality of multi-connection pipes are fixedly and communicatively arranged between each group of negative pressure cylinders, and the other end of each multi-connection pipe is fixedly and communicatively connected with the rubber frame adjacent to the anti-collision plate through the anti-collision plate;

[0008] The outer surface of the wall body is fixedly connected with a reinforcing support, the outer surface between the two reinforcing supports is rotatably connected with a rubber cylinder, one end of each pull rod close to the anti-collision plate is fixedly connected with a steel cable, the other end of each steel cable is fixedly connected with the anti-collision plate, each steel cable is in contact with the rubber cylinder adjacent to the steel cable, the right side of the anti-collision plate is fixedly connected with two special-shaped blocks, and the two special-shaped blocks are in contact with the steel cables adjacent to the special-shaped blocks.

[0009] One end of each pull rod away from the anti-collision plate is fixedly connected with a return spring, and the other end of each return spring is fixedly connected with the negative pressure cylinder adjacent to the return spring.

[0010] Preferably, by setting the buffer stabilizing assembly, not only can the impact force on the ship be buffered and the ship be protected, but also the instantaneous adsorption force can be used to offset the ship body due to waves or external forces.

[0011] Preferably, each upper guard plate and each lower guard plate are made of polyurethane material, which has high elasticity, wear resistance and impact resistance, can effectively absorb and disperse the impact energy of the ship, reduce the rigid friction between the guard plate and the ship body, reduce the risk of paint surface wear of the ship body, and has excellent corrosion resistance and anti-aging properties, prolonging the service life of the fender system.

[0012] Preferably, the anti-collision plate and the wall body are fixedly connected through a plurality of matrix-distributed chains, the matrix layout of the chains enhances the connection strength between the anti-collision plate and the wall body, ensures that the impact force is uniformly transmitted to the wharf structure, avoids deformation or fracture caused by local stress concentration, and the flexible properties of the chains allow the anti-collision plate to displace slightly when impacted, further buffering the impact energy of the ship and improving the reliability and durability of the overall system.

[0013] Preferably, two explosion-proof fender barrels are fixedly connected between the wall body and the anti-collision plate, the two explosion-proof fender barrels are in a sealed state, two hydraulic dampers two are fixedly connected between the wall body and the anti-collision plate, and the two hydraulic dampers two are located in the explosion-proof fender barrels close to the two hydraulic dampers two. The combination of the explosion-proof fender barrels and the hydraulic dampers two forms a double buffering mechanism. The explosion-proof fender barrels absorb high-frequency impact through internal compressed gas, and the hydraulic dampers two provide controllable damping force to cooperatively inhibit the rebound vibration after the ship collision, greatly reduce the dynamic load of the wharf structure, and ensure the stability and safety of the berthing process.

[0014] Preferably, a group of anti-skid lines are arranged on the left side of each upper guard plate, and the multiple groups of anti-skid lines are distributed at equal distances. The anti-skid lines increase the friction coefficient of the contact surface between the upper guard plate and the ship body, prevent the ship from sliding and deviating during berthing, ensure that the impact force is effectively transmitted to the buffering system, and optimize the stress uniformity of the equidistant distribution of the lines to reduce local wear and tear and prolong the service life of the guard plate.

[0015] Preferably, the reset spring automatically pulls the pull rod after the ship is separated, quickly restores the initial state of the negative pressure cylinder, ensures the immediacy of the next adsorption action, adjusts the adsorption strength through the pre-tightening force of the spring, adapts to the berthing requirements of ships of different tonnages, improves the self-adaptive ability of the system, and designs the center of gravity of the lower guard plate to naturally sag in a free state, facilitating rapid adhesion to the ship bottom, limiting the swing amplitude through contact with the anti-collision plate, ensuring that the hydraulic damper one efficiently transmits the buffering force, and optimizing the mass distribution to enhance the impact resistance of the guard plate and reduce the vibration amplitude when the ship collides.

[0016] The beneficial effects of the present application are: the design of the lower guard plate actively adhering to the bottom end of the ship can significantly improve the safety and stability of the ship during berthing. When the ship contacts the upper guard plate, the lower guard plate quickly adheres to the bottom end of the ship through the self-adaptive adhesion mechanism, ensures that the ship impact force is evenly distributed to the anti-collision plate, avoids local stress concentration, reduces the risk of damage to the ship structure and the overall stress of the fender, and cooperates with the elastic buffering effect of the explosion-proof fender barrel to form a multi-stage energy absorption system, effectively attenuates the impact kinetic energy, and reduces the peak load borne by the wharf facilities.

[0017] Through the cooperation of the rubber hole, the negative pressure cylinder and the pull rod, the dynamic adsorption function of the lower guard plate to the bottom end of the ship is realized, and the stability of the ship is significantly improved. When the ship contacts the lower guard plate, the negative pressure in the negative pressure cylinder is quickly transmitted to the adsorption hole to form instantaneous adsorption force, effectively counteracts the swing force of the ship body caused by waves or external force, reduces the lateral sway and longitudinal heave, and the design of the rubber hole ensures the flexibility and sealing of adsorption, avoids the wear and tear of the ship body caused by rigid contact, has a buffering effect, can greatly reduce the energy loss, structural fatigue and cargo displacement risk caused by swing, and improves the sailing safety and operation efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a schematic diagram of the overall structure in the present application;

[0019] Figure 2 is a sectional view of the overall structure in the present application;

[0020] Figure 3 is an enlarged schematic diagram of the structure at A in the present application; Figure 2

[0021] Figure 4 is a sectional view of the overall structure in the present application;

[0022] Figure 5 is a schematic diagram of the lower fender structure in the present application;

[0023] Figure 6 is a schematic diagram of the negative pressure cylinder structure in the present application;

[0024] Figure 7 is a schematic diagram of the anti-collision plate structure in the present application.

[0025] In the drawings:

[0026] wall; 2, anti-collision plate;

[0027] 3, buffer and stabilizing assembly;

[0028] 301, upper fender; 302, lower fender; 303, hydraulic damper 1; 304, rubber frame; 305, adsorption hole; 306, negative pressure cylinder; 307, pull rod; 308, multi-connection pipe;

[0029] 4, explosion-proof fender cylinder; 5, hydraulic damper 2; 6, anti-skid pattern; 7, reinforcing support; 8, rubber cylinder; 9, steel cable; 10, special-shaped block; 11, return spring. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0031] Please refer to Figures 1-7 shown, a ship fender with an anti-collision plate, such as Figures 1-5 ​As shown, including wall body 1 and crash plate 2, wall body 1 and crash plate 2 are provided with buffer stability assembly 3, buffer stability assembly 3 includes a plurality of upper guard plates 301 fixedly connected with the left side of crash plate 2, the bottom end of each upper guard plate 301 is hingedly connected with lower guard plate 302, the bottom end of a plurality of lower guard plates 302 is provided as an arc-shaped protrusion, the inner wall of wall body 1 is hingedly connected with a plurality of hydraulic dampers 303, the output end of each hydraulic damper 303 is hingedly connected with the bottom end of the lower guard plate 302 adjacent to it through the crash plate 2, the design of the lower guard plate 302 actively adhering to the bottom end of the ship can significantly improve the safety and stability of the ship when it is berthed, when the ship contacts the upper guard plate 301, the lower guard plate 302 quickly adheres to the bottom end of the ship through the self-adaptive fitting mechanism, ensuring that the hull impact force is evenly dispersed to the crash plate 2, avoiding local stress concentration, reducing the risk of damage to the hull structure and uneven stress of the ship side, cooperating with the elastic buffering effect of the explosion-proof fender tube 4, the design forms a multi-stage energy absorption system, effectively attenuating the impact kinetic energy and reducing the peak load borne by the wharf facility.

[0032] When the ship contacts a plurality of upper guard plates 301, the crash plate 2 can be displaced in the direction of the wall body 1, in this process, the lower end of a plurality of lower guard plates 302 is self-adaptively adjusted in angle through the hinged structure, so that the arc-shaped bottom surface of the lower guard plate 302 forms a surface contact with the ship bottom, evenly dispersing the impact force to the entire ship side structure, the hydraulic damper 303 provides primary buffering at this stage, effectively attenuating the initial impact energy through viscous damping effect, while guiding the lower guard plate 302 to maintain the optimal stress angle, the explosion-proof fender tube 4 undergoes controllable swelling deformation when the crash plate 2 is displaced, the internal sealing structure realizes secondary energy absorption through compressed gas and elastomer deformation, forming progressive buffering with the hydraulic damper 303, significantly reducing the instantaneous load of the peak impact force on the wharf structure, while converting the ship kinetic energy into heat energy through multi-stage buffering, effectively suppressing the hull rebound vibration, ensuring smooth berthing process.

[0033] The bottom end of the lower guard plate 302 located on both sides is provided with a rubber frame 304, a plurality of adsorption holes 305 are formed in the outer surface of each rubber frame 304, the inner wall of the wall body 1 is hingedly connected with two groups of negative pressure cylinders 306, the inside of each negative pressure cylinder 306 is slidably connected with a pull rod 307, a plurality of multi-connection pipes 308 are fixedly and communicatively connected between each group of negative pressure cylinders 306, one end of each multi-connection pipe 308 penetrates through the anti-collision plate 2 and is fixedly and communicatively connected with the rubber frame 304 adjacent to the anti-collision plate 2, through the cooperation of the rubber holes, the negative pressure cylinders 306 and the pull rods 307, the dynamic adsorption function of the lower guard plate 302 to the bottom end of the ship is realized, and the stability of the ship is significantly improved; when the ship contacts the lower guard plate 302, the negative pressure in the negative pressure cylinder 306 is rapidly transmitted to the adsorption holes 305, forming instantaneous adsorption force, effectively offsetting the swing force generated by the ship body due to waves or external force, reducing lateral sway and longitudinal heave, the design of the rubber hole not only ensures the flexibility and sealing performance of adsorption, but also avoids the wear and tear of the ship body caused by rigid contact, and at the same time has a buffering effect, which can greatly reduce the energy loss, structural fatigue and cargo displacement risk caused by swing, and improve the navigation safety and operation efficiency.

[0034] During the movement of the anti-collision plate 2 to the wall body 1, the anti-collision plate 2 can pull the steel cable 9 through the special-shaped block 10, so that the steel cable 9 can pull the pull rod 307 to slide in the negative pressure cylinder 306; when the pull rod 307 moves in the negative pressure cylinder 306, the negative pressure cylinder 306 is in a state of negative pressure, and the pressure can be transmitted to the rubber frame 304 through the multi-connection pipe 308, so that the plurality of adsorption holes 305 can adsorb the bottom end of the ship; through the contact of the ship with the upper guard plate 301 and the lower guard plate 302, the swing force generated by the ship body due to waves or external force can be effectively offset, and lateral sway and longitudinal heave can be reduced; the whole not only realizes the buffering of the ship, but also plays a role in offsetting the swing force generated by the ship body due to waves or external force by adsorbing the ship.

[0035] Each upper guard plate 301 and each lower guard plate 302 is made of polyurethane material, which has high elasticity, wear resistance and impact resistance, can effectively absorb and disperse the impact energy of the ship, reduce the rigid friction between the guard plate and the ship body, reduce the risk of paint surface wear and tear of the ship body, has excellent corrosion resistance and anti-aging properties, prolongs the service life of the fender system, and the anti-collision plate 2 and the wall body 1 are fixedly connected through a plurality of matrix-distributed chains, the matrix layout of the chains enhances the connection strength between the anti-collision plate 2 and the wall body 1, ensures that the impact force is uniformly transmitted to the wharf structure, avoids deformation or fracture caused by local stress concentration, and at the same time, the flexible properties of the chains allow the anti-collision plate 2 to displace slightly when impacted, further buffering the impact energy of the ship, improving the reliability and durability of the whole system.

[0036] The wall body 1 is fixedly connected with two explosion-proof fairing cylinders 4, the two explosion-proof fairing cylinders 4 are in a sealed state, the wall body 1 is fixedly connected with two hydraulic dampers two 5, the two hydraulic dampers two 5 are located in the explosion-proof fairing cylinders 4 close to the hydraulic dampers two 5, the combination of the explosion-proof fairing cylinders 4 and the hydraulic dampers two 5 forms a double buffering mechanism, the explosion-proof fairing cylinders 4 absorb high-frequency impact through internal compressed gas, the hydraulic dampers two 5 provide controllable damping force, cooperatively inhibit the rebound vibration after the ship impact, greatly reduce the dynamic load of the wharf structure, ensure the stability and safety of the berthing process, a group of anti-skid lines 6 are formed in the left side of each upper guard plate 301, a plurality of groups of anti-skid lines 6 are equidistantly distributed, the anti-skid lines 6 increase the friction coefficient of the contact surface between the upper guard plate 301 and the ship body, prevent the ship from sliding and deviating during berthing, and ensure that the impact force is effectively transmitted to the buffering system, and the equidistant distribution of the lines optimizes the stress uniformity, reduces local wear and tear, and prolongs the service life of the guard plate.

[0037] The outer surface of the wall body 1 is fixedly connected with reinforcing supports 7, the outer surfaces between the two reinforcing supports 7 are rotatably connected with rubber cylinders 8, one end of each tension rod 307 close to the fender 2 is fixedly connected with a steel cable 9, the other end of each steel cable 9 is fixedly connected with the fender 2, each steel cable 9 is in contact with the rubber cylinder 8 close to the steel cable 9, the right side of the fender 2 is fixedly connected with two special-shaped blocks 10, the two special-shaped blocks 10 are in contact with the steel cable 9 close to the special-shaped block 10, the combination of the reinforcing support 7 and the rubber cylinder 8 enhances the stability of the tension rod 307 system, the rubber cylinder 8 reduces the friction loss of the steel cable 9, the special-shaped block 10 guides the stress direction of the steel cable 9, ensures the accuracy of the movement track of the tension rod 307 in the negative pressure adsorption process, avoids jamming or deviation, and improves the response speed and reliability of the system.

[0038] One end of each tension rod 307 away from the fender 2 is fixedly connected with a return spring 11, the other end of each return spring 11 is fixedly connected with the negative pressure cylinder 306 close to the return spring 11, the return spring 11 automatically pulls back the tension rod 307 after the ship is separated, quickly restores the initial state of the negative pressure cylinder 306, ensures the immediacy of the next adsorption action, the pre-tightening force of the spring can adjust the adsorption strength, adapts to the berthing needs of ships of different tonnages, improves the self-adaptability of the system, the mass of each lower guard plate 302 at the lower end is greater than that at the upper end, and each lower guard plate 302 is in contact with the fender 2, the gravity center design of the lower guard plate 302 makes it naturally droop in the free state, facilitating quick adhesion to the ship bottom, the contact with the fender 2 limits the swing amplitude, ensures that the hydraulic damper one 303 efficiently transmits the buffering force, and meanwhile, the mass distribution optimization enhances the impact resistance of the guard plate and reduces the vibration amplitude when the ship is impacted.

[0039] It will be obvious to a person skilled in the art that the application is not limited to the details of the foregoing exemplary embodiments and can be implemented in other concrete forms without departing from the spirit or essential characteristics of the application. The embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the application being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference signs in the claims should not be construed as limiting the claims concerned.

[0040] Furthermore, it should be understood that although the description is made on the basis of the embodiments, not every embodiment contains only one independent technical solution, and the description is made in this way only for the sake of clarity, and a person skilled in the art should consider the description as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by a person skilled in the art.

Claims

1. A ship fender with a crash barrier, comprising a wall (1) and a crash barrier (2), characterized in that: A buffer stabilizing component (3) is provided between the wall (1) and the anti-collision plate (2). The buffer stabilizing component (3) includes multiple upper guard plates (301) fixedly connected to the left side of the anti-collision plate (2). Each upper guard plate (301) has a lower guard plate (302) hinged to its bottom end. The bottom ends of the multiple lower guard plates (302) are all set as arc-shaped protrusions. Multiple hydraulic dampers (303) are hinged to the inner wall of the wall (1). The output end of each hydraulic damper (303) passes through the anti-collision plate (2) and is hinged to the bottom end of the lower guard plate (302) that is close to it. Rubber frames (304) are installed at the bottom of the lower guard plates (302) on both sides. Multiple adsorption holes (305) are opened on the outer surface of each rubber frame (304). Two sets of negative pressure cylinders (306) are hinged to the inner wall of the wall (1). A pull rod (307) is slidably connected inside each negative pressure cylinder (306). Multiple connecting pipes (308) are fixedly connected between each set of negative pressure cylinders (306). The other end of each multiple connecting pipe (308) passes through the anti-collision plate (2) and is fixedly connected to the rubber frame (304) close to it. A reinforcing bracket (7) is fixedly connected to the outer surface of the wall (1). A rubber cylinder (8) is rotatably connected to the outer surface between the two reinforcing brackets (7). A steel cable (9) is fixedly connected to one end of each tie rod (307) near the anti-collision plate (2). The other end of each steel cable (9) is fixedly connected to the anti-collision plate (2). Each steel cable (9) is in contact with the rubber cylinder (8) it is close to. Two irregular blocks (10) are fixedly connected to the right side of the anti-collision plate (2). Both irregular blocks (10) are in contact with the steel cables (9) they are close to. Each pull rod (307) has a fixed connection to a return spring (11) at one end away from the anti-collision plate (2), and the other end of each return spring (11) is fixedly connected to a negative pressure cylinder (306) adjacent to it.

2. A ship fender with a collision protection plate as described in claim 1, characterized in that: Each upper guard plate (301) and each lower guard plate (302) is made of polyurethane.

3. A ship fender with a collision protection plate as described in claim 1, characterized in that: The crash barrier (2) is fixedly connected to the wall (1) by multiple chains arranged in a matrix.

4. A ship fender with a collision protection plate as described in claim 1, characterized in that: Two explosion-proof fenders (4) are fixedly connected between the wall (1) and the anti-collision plate (2). Both explosion-proof fenders (4) are in a sealed state. Two hydraulic dampers (5) are fixedly connected between the wall (1) and the anti-collision plate (2). Both hydraulic dampers (5) are located in the explosion-proof fenders (4) that are close to them.

5. A ship fender with a collision protection plate as described in claim 1, characterized in that: Each upper guard plate (301) has a set of anti-slip patterns (6) on its left side, and the multiple sets of anti-slip patterns (6) are distributed at equal intervals.

6. A ship fender with a collision protection plate as described in claim 1, characterized in that: The mass of the lower end of each lower guard plate (302) is greater than that of the upper end, and each of the lower guard plates (302) is in contact with the anti-collision plate (2).

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