An adjustable marine external device anti-collision assembly

Abstract

This invention relates to the field of ship protection devices, and in particular to an adjustable external collision avoidance component for ships. The component includes a bracket fixed to the ship's railing, with a winch rotatably connected to one end of the bracket extending to the outside of the hull. An airbag is suspended by a rope on the winch. One end of the winch is configured as an open cylindrical groove, and the winch is rotatably sleeved with the bracket at the outer edge of the open groove. The closed end of the winch is rotatably inserted into the bracket in a shaft-like shape. The adjustable external collision avoidance component for ships provided by this invention, with its simple and low-cost purely mechanical structure, achieves multiple functions such as quick manual setting of the airbag deployment distance, deceleration and slow release before the airbag is deployed to a designated position, and autonomous braking after the airbag is deployed. It is simple, convenient to operate, and easy to maintain.

Description

Technical Field

[0001] This invention relates to the field of ship protection devices, and in particular to an adjustable external collision protection component for ships. Background Technology

[0002] Ships typically have collision protection devices suspended on their outer sides. These devices are usually rubber airbags, foam blocks, or used tires. Regardless of the type, they can effectively protect the ship from obstacles. However, these devices are only effective if they are positioned between the ship and the obstacle. The scenarios in which ships need collision protection are relatively complex, such as shore rocks, harbor piers, or other ships. Obviously, the collision heights of these objects vary significantly. The suspension height of typical ship collision protection devices is fixed and lacks the function of adjusting the protection height, making it difficult to meet the needs of different protection scenarios. Therefore, to optimize the above problems, an adjustable ship external collision protection component with adjustable suspension height is proposed. Summary of the Invention

[0003] Given that the suspension height of ship collision protection devices in the above-mentioned or existing technologies is fixed and lacks the function of adjusting the protection height, making it difficult to meet the needs of different protection scenarios, this invention is proposed.

[0004] Therefore, the purpose of this invention is to provide an adjustable external collision avoidance component for ships.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution: an adjustable external collision avoidance component for ships, comprising a bracket fixed to the hull railing, wherein a winch is rotatably connected to one end of the bracket extending to the outside of the hull, an airbag is suspended on the rope of the winch, one end of the winch is configured as an open cylindrical groove, and the winch is rotatably sleeved with the bracket in a ring shape at the outer edge of the open groove, and the closed end of the winch is rotatably inserted into the bracket in a shaft shape, and an adjustment component is also provided between the winch and the bracket; the adjustment component includes a collar for braking that is coaxially fixedly sleeved inside the winch, and the inner wall of the collar is conical, and the bracket has only one axis along the collar. A sleeve is slidably inserted along the linear direction, and one end of the sleeve is inserted into a collar that abuts against the inner conical wall of the collar. The sleeve contains only one sliding ring slidably connected along its axial direction, and a nut is rotatably fitted into the inner hole of the sliding ring. A threaded tube is threadedly connected to the nut, and a lead screw is threadedly connected into the inner hole of the threaded tube. One end of the lead screw is coaxially fixedly inserted into the winch. A groove is formed on the outer wall of the threaded tube parallel to its axis, and a key pin is slidably connected between the groove and the nut. A sleeve is fitted onto the open end of the threaded tube at the winch opening, and the key pin is slidably connected to the inner wall of the sleeve around its axis. The sleeve and the outer wall of the nut are slidably inserted and fitted along the nut's axis.

[0006] As a preferred embodiment of the adjustable marine external anti-collision component of the present invention, wherein: the inner wall of the sleeve is provided with a second sliding groove along its axial direction, the second sliding groove extends inward from one end of the sleeve located in the sleeve, and the length of the second sliding groove is half the length of the sleeve, and the second sliding groove is arranged in a ring array about the sleeve, and the outer wall of the sliding ring is provided with an angular protrusion that matches and slides in connection with the second sliding groove.

[0007] As a preferred embodiment of the adjustable marine external anti-collision component of the present invention, wherein: the outer wall of the nut is provided with annular side strips at both ends of the slip ring, and the inner wall of the sleeve is slidably sleeved with the arcuate outer wall and side strips of the slip ring.

[0008] As a preferred embodiment of the adjustable marine external anti-collision component of the present invention, wherein: the edge strip is provided with a protrusion one at the corresponding corner, and a protrusion two is provided at the middle between adjacent protrusions one; the sleeve opening end peripheral wall is provided with an open groove one that slides and engages with the corner protrusion and protrusion one; the sleeve opening end peripheral wall is provided with a closed groove two that slides and engages with protrusion two.

[0009] As a preferred embodiment of the adjustable marine external anti-collision component of the present invention, a spring is provided between the second protrusion and the second slot, parallel to the sleeve axis, and a retaining ring is fixedly sleeved on the outer wall of the sleeve at the end of the first and second slots away from the edge strip, and the peripheral wall of the retaining ring extends to partially cover the second slot and the spring.

[0010] As a preferred embodiment of the adjustable marine external anti-collision component of the present invention, the key pins and slides are arranged in a ring array about the threaded tube, and the position and number of the key pins and slides correspond to the position and number of the angular protrusions.

[0011] As a preferred embodiment of the adjustable marine external anti-collision component of the present invention, wherein: the outer circumferential wall of the sleeve is machined with a plane parallel to its axis, and the plane is distributed in a ring array about the sleeve, and the bracket is slidably sleeved with the plane of the sleeve.

[0012] As a preferred embodiment of the adjustable marine external anti-collision component of the present invention, a short spring is provided between the end of the sleeve away from the sleeve and the winch.

[0013] As a preferred embodiment of the adjustable ship external anti-collision component of the present invention, wherein: the end of the winch away from the sleeve is provided with a crank handle one on the outside of the bracket, and the end of the sleeve away from the crank handle one is fixedly connected with a crank handle two, and the length of the crank handle one is greater than that of the crank handle two.

[0014] As a preferred embodiment of the adjustable ship external anti-collision component of the present invention, the bracket has two sides with a "7" shape, and the two ends of the "7" shape of the bracket are fixedly connected to the ship's guardrail, and the winch is located at the corner of the "7" shape of the bracket.

[0015] The beneficial effects of the adjustable external collision avoidance component of the present invention: The adjustable external collision avoidance component of the present invention, with a simple and low-cost pure mechanical structure, realizes multiple functions such as quickly setting the airbag deployment distance by hand, slowing down and releasing the airbag before it is deployed to the designated position, and automatically stopping the airbag after it is deployed. It is simple and convenient to operate and easy to maintain. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the adjustable external collision protection components of a ship after they are assembled with the hull.

[0018] Figure 2 This is a schematic diagram of an adjustable external collision avoidance system for ships.

[0019] Figure 3 This is a partial structural cross-sectional view of an adjustable ship external collision avoidance assembly.

[0020] Figure 4 for Figure 3 The structure explodes diagram.

[0021] Figure 5 for Figure 4 A further structural diagram of the adjustment component is shown below.

[0022] Figure 6 A cross-sectional view of the assembly structure for adjusting the components.

[0023] In the diagram: 100, bracket; 101, winch; 102, adjusting assembly; 103, collar; 104, sleeve; 105, slip ring; 106, nut; 107, threaded pipe; 108, lead screw; 109, sleeve; 110, short spring; 111, spring; 112, retaining ring; 113, crank handle one; 114, crank handle two; 104a, slide groove two; 105a, angular protrusion; 106a, edge strip; 106b, protrusion one; 106c, protrusion two; 107a, slide groove one; 109a, key pin; 109b, slot one; 109c, slot two; 109d, flat surface; 200, airbag; 300, guardrail. Detailed Implementation

[0024] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0025] Example 1, referring to Figures 1-6 This embodiment provides an adjustable external collision avoidance component for ships, which allows for easy adjustment of the suspension height of the collision avoidance device by simply turning a handle, meeting the protection needs of ships in different collision scenarios, such as... Figure 1 As shown, it includes a bracket 100 fixed to the hull railing 300, and a winch 101 is rotatably connected to one end of the bracket 100 extending to the outside of the hull. An airbag 200 is suspended from the rope on the winch 101. Figure 2 and Figure 3 As shown, one end of the winch 101 is configured as an open cylindrical groove, and the winch 101 is located at the outer edge of the open groove in a ring shape and is rotatably connected to the bracket 100. The closed end of the winch 101 is axial and is rotatably inserted into the bracket 100. An adjustment component 102 is also provided between the winch 101 and the bracket 100.

[0026] like Figure 3 and Figure 4 As shown, the adjusting assembly 102 includes a brake collar 103 coaxially fixedly sleeved inside the winch 101, with the inner wall of the collar 103 being tapered. The bracket 100 has a sleeve 104 slidably inserted along the axis of the collar 103, with one end of the sleeve 104 inserted into the collar 103 and abutting against the inner tapered wall of the collar 103. The sleeve 104 has a slip ring 105 slidably connected along its axis, with a nut 106 rotatably sleeved inside the slip ring 105. The nut 106 is threadedly connected to a threaded tube 107, and a lead screw 108 is threadedly connected to the inner hole of the threaded tube 107. One end of the lead screw 108 is coaxially fixedly inserted into the winch 101. Figure 6As shown, a groove 107a is provided on the outer wall of the threaded tube 107 parallel to its axis, and a key pin 109a is slidably connected between the groove 107a and the nut 106. A sleeve 109 is sleeved at the open end of the threaded tube 107 located at the winch 101. The key pin 109a is slidably connected to the inner wall of the sleeve 109 around the axis of the sleeve 109. The sleeve 109 and the outer wall of the nut 106 are slidably inserted and sleeved along the axis of the nut 106.

[0027] Specifically, the two sides of the bracket 100 are arranged in the shape of the number "7", and the two ends of the "7" shape of the bracket 100 are fixedly connected to the ship's guardrail 300. The winch 101 is located at the corner of the "7" shape of the bracket 100; Figure 4 As shown, the inner wall of the sleeve 104 is provided with a second sliding groove 104a along its axial direction. The second sliding groove 104a extends inward from one end of the sleeve 104 located in the sleeve 109. The outer circumferential wall of the sleeve 104 is machined with a plane 109d parallel to its axis, and the plane 109d is distributed in a ring array about the sleeve 104. The bracket 100 is slidably sleeved with the plane 109d of the sleeve 104. Figure 3 As shown, the length of the second groove 104a is half the length of the sleeve 104, and the second groove 104a is arranged in a ring array about the sleeve 104. The outer wall of the slip ring 105 is provided with a corner protrusion 105a that matches and slides with the second groove 104a. The end of the winch 101 away from the sleeve 109 is provided with a crank handle 113 located outside the bracket 100, and the end of the sleeve 109 away from the crank handle 113 is fixedly connected to a second crank handle 114, and the length of the first crank handle 113 is greater than that of the second crank handle 114; Figure 5 and Figure 6 As shown, the outer wall of the nut 106 is provided with annular side strips 106a at both ends of the slip ring 105. The inner wall of the sleeve 109 is slidably sleeved with the arcuate outer wall of the slip ring 105 and the side strips 106a. The side strips 106a are provided with protrusions 106b corresponding to the corner protrusions 105a, and protrusions 106c are provided in the middle between adjacent protrusions 106b. The peripheral wall of the open end of the sleeve 109 is provided with an open groove 109b that connects with the corner protrusions 105a and protrusions 106b. 106b is a sliding sleeve. A closed groove 109c is formed on the peripheral wall of the open end of the sleeve 109, which is slidably fitted with the protrusion 106c. A spring 111 is arranged parallel to the axis of the sleeve 109 between the protrusion 106c and the groove 109c. A retaining ring 112 is fixedly fitted onto the outer wall of the sleeve 109 at the end of the groove 109b and groove 109c away from the edge strip 106a. The peripheral wall of the retaining ring 112 partially extends to cover the groove 109c and the spring 111. Figure 5 and Figure 6The key pins 109a and the slide grooves 107a shown are arranged in a ring array about the threaded tube 107, and the position and number of key pins 109a and slide grooves 107a correspond to the position and number of corner protrusions 105a. A short spring 110 is provided between the end of the sleeve 104 away from the sleeve 109 and the winch 101.

[0028] This invention provides an adjustable external collision avoidance component for ships, primarily providing a lifting and lowering adjustment function for the marine collision avoidance airbag 200 suitable for the navigation environment, such as... Figure 2 As shown, the raising and lowering of the airbag 200 is obviously achieved by the winch 101 winding and releasing the rope. However, unlike a typical hand-cranked winch, this invention provides more functions such as: quickly setting the lowering distance of the airbag 200 by hand-cranking, slowing down and releasing the airbag 200 before it is lowered to the designated position, and automatically stopping the airbag 200 after it is lowered into position. This provides crew members with a more convenient and faster external anti-collision component that is easy to maintain due to its purely mechanical structure and has a limited cost increase compared to traditional rope-tethered protective devices.

[0029] The present invention achieves the above functions through the following structure:

[0030] First, it should be noted that when setting the drop distance of the airbag 200 without operating crank 214, refer to Figure 4 and Figure 6 The key pin 109a is engaged between the slide groove 107a of the threaded tube 107 and the nut 106. The end of the sleeve 109 is inserted between the angular protrusion 105a and the protrusion 106b through the slot 109b (preventing the slip ring 105 from rotating relative to the nut 106). At this time, the threaded tube 107, the nut 106, and the slip ring 105 are considered as a whole.

[0031] like Figure 2 and Figure 3As shown, when the airbag 200 is connected to the rope and falls freely (at this time, for safety reasons, the crank handle 113 should be temporarily removed), the rope drives the winch 101 and the lead screw 108 to rotate relative to the support 100. At this time, the helical direction of the lead screw 108 is relative to the threaded tube 107. Since the axial position of the lead screw 108 relative to the support 100 remains unchanged, and the sleeve 104 can only move along the axial direction of the support 100, the threaded tube 107 and its connecting parts move together towards the short spring 110. As the airbag 200 continues to fall, the angular protrusion 105a on the slip ring 105 will slide to the end of the second groove 104a. At the end point, the slip ring 105 will drive the sleeve 104 to move towards the short spring 110. The sleeve 104 compresses the short spring 110 and fits against the inner conical wall of the collar 103. The friction between the sleeve 104 and the collar 103 and the compression of the short spring 110 will quickly consume the energy of the airbag 200 falling, so that the airbag 200 falls and slows down until the sleeve 104 and the collar 103 come to a complete stop. During the process, the sleeve 104 first compresses the short spring 110. When the elastic force of the short spring 110 is not enough to stop the sleeve 104, the more powerful conical sleeve brake will stop the sleeve 104 and the airbag 200.

[0032] When the airbag 200 needs to be retracted, the winch 101 is rotated in the opposite direction when the airbag 200 is released by shaking the crank 113 to retract the rope. During the process, the screw 108 reverses, causing the threaded tube 107 and slip ring 105 to retract. At this time, the short spring 110 also pushes the sleeve 104 away from the inner wall of the collar 103 to prevent the sleeve 104 from getting stuck between the collar 103.

[0033] Therefore, when it is necessary to set the drop distance of the airbag 200, it is only necessary to adjust the distance that the angular protrusion 105a on the slip ring 105 can slide along the second slide groove 104a, for reference. Figure 6 Operate the crank handle 114 to pull the sleeve 109 outward, causing both the first groove 109b and the second groove 109c at the end of the sleeve 109 to retract to the side strip 106a of the nut 106. At the same time, the key pin 109a also disengages from the nut 106. Then, hold the crank handle 113 in place and rotate the sleeve 109 using the crank handle 114. The first groove 109b and the second groove 109c of the sleeve 109 will then pass through the protrusion 106a on the side strip 106a. b and protrusion 106c drive nut 106 to rotate. The rotating nut 106 moves along the axial direction of threaded tube 107, adjusting the distance between the upper corner protrusion 105a of slip ring 105 and the sliding groove 104a at the stroke stop point inside sleeve 104. If the distance increases, slip ring 105 needs to move a longer distance to trigger the brake during the release of airbag 200, and the falling distance of airbag 200 increases. Conversely, the falling distance of airbag 200 decreases.

[0034] The purpose of the second slot 109c is to limit the distance of the outer pull sleeve 104 and prevent the sleeve 104 from disengaging from the nut 106. The spring 111 inside the second slot 109c helps the sleeve 104 to return to its original position, while the retaining ring 112 prevents the spring 111 from bending and snapping off during the compression process.

[0035] In summary, the adjustable marine external collision avoidance component provided by this invention, with its simple and low-cost purely mechanical structure, achieves multiple functions such as quickly setting the airbag 200 deployment distance by hand-cranking, slowing down and releasing the airbag 200 before it is deployed to the designated position, and automatically braking the airbag 200 after it is deployed into position. It is simple and convenient to operate and easy to maintain.

[0036] Example 2 provides an application scenario simulation. A scale is engraved on the outer wall of the sleeve 109. By observing the relative position of the edge of the bracket 100 with respect to the scale, the relative position between the nut 106 and the threaded tube 107 can be intuitively obtained. This also indicates the relative position between the slip ring 105 and the second groove 104a. Figure 2 For example, the crew member is positioned inside the guardrail 300. Holding the crank handle 113 still in their right hand, they gently pull the crank handle 114 to the left with their left hand and rotate it. Observing the scale position relative to the edge of the support 100, they quickly adjust the drop distance of the airbag 200. When the scale position is close to the set position, they stop applying pulling force to the crank handle 113, but continue rotating it. When the slot 109b of the sleeve 109 and the protrusion 106b within the slot 109b align with the adjacent corner protrusion 105a (and simultaneously the nut 106 aligns with the slide groove 107a and the key pin 109a), the spring 111 will push the sleeve 109 back to its original position. At this point, first release the crank handle 114, then directly pull off the crank handle 113. The airbag 200 will then fall freely to the set position (within the allowable error range).

[0037] Taking a ship with a railing height of 300mm to 4 meters above the waterline as an example (i.e., the usable height range of external collision protection on a vessel), assuming a winch diameter of 10cm, only about 12 rotations of the winch are needed to bring the airbag 200 to the water surface. Therefore, even for vessels 8 meters or larger, in the context of navigation, the screw 108 does not need to be very long or have a large number of helical rotations. Figure 3 As shown, the lead screw 108 has 10 to 20 effective spiral grooves, which can meet the needs of general ship use, and the device can be compact in structure.

[0038] In summary, the crew only needs to hold the crank handle 113 with one hand and crank the crank handle 214 several times with the other hand before releasing it to set the drop distance of the airbag 200 and release the airbag 200. The operation is very simple and convenient.

[0039] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An adjustable external collision avoidance component for ships, characterized in that: The system includes a bracket (100) fixed to the hull railing (300), and a winch (101) is rotatably connected to one end of the bracket (100) extending to the outside of the hull. An airbag (200) is suspended on the rope of the winch (101). One end of the winch (101) is configured as an open cylindrical groove, and the winch (101) is located at the outer edge of the open groove in a ring shape and is rotatably sleeved with the bracket (100). The closed end of the winch (101) is axially rotatably inserted with the bracket (100). An adjustment component (102) is also provided between the winch (101) and the bracket (100). The adjusting assembly (102) includes a brake collar (103) coaxially fixedly sleeved inside the winch (101), with the inner wall of the collar (103) being tapered. The bracket (100) has a sleeve (104) slidably inserted along the axial direction of the collar (103), with one end of the sleeve (104) inserted into the collar (103) in contact with the inner tapered wall of the collar (103). The sleeve (104) has a slip ring (105) slidably connected along its axial direction, with a nut (106) rotatably sleeved in the inner hole of the slip ring (105). The nut (106) is threadedly connected to a threaded tube (107). (107) A screw (108) is threaded into the inner hole, and one end of the screw (108) is fixedly inserted into the winch (101) coaxially. A groove (107a) is opened on the outer wall of the threaded tube (107) parallel to its axis. A key (109a) is slidably connected between the groove (107a) and the nut (106). A sleeve (109) is sleeved at the open end of the threaded tube (107) located in the winch (101). The key (109a) is slidably connected to the inner wall of the sleeve (109) around the axis of the sleeve (109). The sleeve (109) and the outer wall of the nut (106) are slidably inserted and sleeved along the axis of the nut (106).

2. The adjustable external collision avoidance assembly for ships as described in claim 1, characterized in that: The inner wall of the sleeve (104) is provided with a second sliding groove (104a) along its axial direction. The second sliding groove (104a) extends inward from one end of the sleeve (104) located in the sleeve (109), and the length of the second sliding groove (104a) is half the length of the sleeve (104). The second sliding groove (104a) is arranged in a ring array about the sleeve (104). The outer wall of the slip ring (105) is provided with a corner protrusion (105a) that matches and slides with the second sliding groove (104a).

3. The adjustable external collision avoidance assembly for ships as described in claim 2, characterized in that: The outer wall of the nut (106) is provided with annular side strips (106a) at both ends of the slip ring (105), and the inner wall of the sleeve (109) is slidably sleeved with the arcuate outer wall of the slip ring (105) and the side strips (106a).

4. The adjustable external collision avoidance assembly for ships as described in claim 3, characterized in that: The edge strip (106a) is provided with a protrusion 1 (106b) corresponding to the corner protrusion (105a), and a protrusion 2 (106c) is provided in the middle between adjacent protrusions 1 (106b). The sleeve (109) has an open groove 1 (109b) on the peripheral wall of the open end, which is slidably connected to the corner protrusion (105a) and protrusion 1 (106b). The sleeve (109) has a closed groove 2 (109c) on the peripheral wall of the open end, which is slidably connected to protrusion 2 (106c).

5. The adjustable external collision avoidance assembly for ships as described in claim 4, characterized in that: A spring (111) is provided between the second protrusion (106c) and the second slot (109c) along the axis of the sleeve (109). A retaining ring (112) is fixedly sleeved on the outer wall of the sleeve (109) at the end of the first slot (109b) and the second slot (109c) away from the edge strip (106a). The peripheral wall of the retaining ring (112) extends to partially cover the second slot (109c) and the spring (111).

6. The adjustable external collision avoidance assembly for ships as described in claim 1, characterized in that: The key pin (109a) and the first groove (107a) are arranged in a ring array about the threaded tube (107), and the position and number of the key pin (109a) and the first groove (107a) correspond to the position and number of the convex corner (105a).

7. The adjustable external collision avoidance assembly for ships as described in claim 6, characterized in that: The outer circumferential wall of the sleeve (104) is machined with a plane (109d) parallel to its axis, and the plane (109d) is distributed in a ring array about the sleeve (104). The bracket (100) is matched and slidably sleeved with the plane (109d) of the sleeve (104).

8. The adjustable external collision avoidance assembly for ships as described in claim 7, characterized in that: A short spring (110) is provided between the end of the sleeve (104) away from the sleeve (109) and the winch (101).

9. The adjustable external collision avoidance assembly for ships as described in claim 8, characterized in that: The winch (101) is located on the outside of the bracket (100) at one end away from the sleeve (109) and a crank handle (113) is provided thereon. The end of the sleeve (109) away from the crank handle (113) is fixedly connected to a crank handle (114), and the length of the crank handle (113) is greater than that of the crank handle (114).

10. The adjustable external collision avoidance assembly for ships as described in claim 9, characterized in that: The two sides of the bracket (100) are arranged in the shape of the number "7", and the two ends of the "7" shape of the bracket (100) are fixedly connected to the ship's guardrail (300) respectively. The winch (101) is set at the corner of the "7" shape of the bracket (100).

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