Active wave compensation trestle with landing compensation channel

Abstract

The invention relates to the technical field of wind power operation and maintenance maritime work equipment, in particular to an active wave compensation trestle with a landing compensation channel, and aims to overcome the defects of an active compensation technology in the prior art. According to the technical scheme, the active wave compensation trestle with the landing compensation channel comprises a tower, a telescopic gangway ladder, a rotation structure, a lifting structure and a pitching structure, the telescopic gangway ladder comprises a fixed bridge body and a telescopic bridge body, and the landing channel is hinged to the end, away from the fixed bridge body, of the telescopic bridge body; a landing piece is arranged at the end, away from the telescopic bridge body, of the landing channel, the landing piece comprises a landing structure, a lap joint structure and a buffer structure, and the lap joint structure comprises an extension base and a lap joint piece. Active wave compensation can be achieved, the landing channel is arranged at the tail end of the trestle to ensure that the tail end of the trestle is stable, and shaking of the tail end of the trestle is avoided; and the landing piece is arranged, so that the lap joint operation of the trestle is facilitated, landing states under different conditions are provided, and the adaptability is high.

Description

Technical Field

[0001] The present invention relates to the technical field of wind power operation and maintenance marine engineering equipment, and in particular to an active wave compensation trestle with a landing compensation channel. Background Art

[0002] Offshore operations often require the transfer of personnel and the replenishment of supplies between ships and offshore platforms. Embarkation trestles are crucial equipment connecting these two platforms. However, the harsh marine environment causes ships and other floating platforms to experience irregular motions such as roll, pitch, and heave under the influence of wind and waves. These movements can severely impact the safety of personnel during boarding operations. In high winds and waves, crews are unable to perform safe and effective operations. Without effective compensation, these movements can cause personnel or supplies to sway violently or even lose control, severely threatening operational safety, reducing efficiency, and potentially resulting in significant economic losses and casualties.

[0003] Active heave compensation technology has emerged to mitigate the impact of ship motion on operations. Active heave compensation systems typically use hydraulic cylinders, electric cylinders, and other actuators, and are equipped with sensors (such as inertial measurement units (IMUs), global navigation satellite systems (GNSS), tensiometers, and laser / radar rangefinders) and controllers. By measuring the ship's motion and load status in real time, they drive the actuators to actively move to offset disturbances. Although active heave compensation piers can offset most of the effects of wave motion, relying on the front end of the pier to compensate for rotation and pitch motion still causes the end of the pier to experience smaller sway than the wave motion, posing a significant safety hazard when transporting personnel. Furthermore, because the pier is very long when deployed, the continuous multi-degree-of-freedom compensation (such as rotation, pitch, and telescoping) causes the end of the pier to continuously sway relative to the target position. This makes it difficult for the end to maintain stability during compensation, resulting in a response lag in the compensation algorithm and significantly reducing the compensation effect. In addition, due to the influence of active compensation movement, the end of the trestle and the connected objects will constantly collide and produce external inflatable devices. In the long run, this will cause the end of the trestle to collapse and affect the stability and reliability of the entire system. Summary of the Invention

[0004] Therefore, the technical problem to be solved by the present invention is to overcome the defects of the active compensation technology in the prior art, thereby providing an active wave compensation pier with a landing compensation channel.

[0005] The above technical objectives of the present invention are achieved through the following technical solutions:

[0006] The slewing mechanism is a pair of armchairs, each of which is connected to the base frame by a chain, and the armchairs are connected to the base frame by a chain. The slewing mechanism is connected to the base frame by a chain. The slewing mechanism is connected to the base frame by a chain. The slewing mechanism is connected to the base frame by a chain.

[0007] The telescopic gangway includes a fixed bridge body and a telescopic bridge body, one end of the fixed bridge body is hinged to the rotating base, the telescopic bridge body is installed in the fixed bridge body at one end away from the rotating base and is slidable along the length direction of the fixed bridge body, the fixed bridge body is provided with a telescopic mechanism to control the sliding of the telescopic bridge body relative to the fixed bridge body, the end of the telescopic bridge body away from the fixed bridge body is also hinged to be provided with a landing channel, a landing piece is provided below the end of the landing channel away from the telescopic bridge body, the landing piece includes a landing structure, a lap structure and a buffer structure, the lap structure includes an extension seat and a lap piece arranged at the bottom of the landing channel, the lap piece is rotatably arranged relative to the extension seat, the landing structure is installed below the extension seat, and the buffer structure is installed on the lap piece.

[0008] By adopting the above technical solution, a rotating structure, a lifting structure, and a pitching structure are set up to achieve active wave compensation with multiple degrees of freedom for the telescopic gangway. This can actively compensate for irregular movements such as the roll, pitch, and heave of the hull, which is beneficial to improving safety in use. A landing channel is added at the farther end of the telescopic gangway to directly perform secondary active compensation at the end, avoiding the problem of end shaking caused by the long distance and the long bridge body, and avoiding the problem of inaccurate compensation movement operation caused by end shaking. The secondary compensation is optimized at the algorithm stage, thereby reducing the tediousness of the actual operation process, which is beneficial to improving operational safety and balance stability, enhancing compensation accuracy, and being suitable for ships of different sizes, reducing the risks of actual use.

[0009] Furthermore, auxiliary sliding members are provided in the fixed bridge body and the telescopic bridge body, and the auxiliary sliding members include a plurality of groups of sliding wheel members arranged in pairs, and the sliding wheel members are installed in the fixed bridge body and arranged near the four corners of the telescopic bridge body, and each group of sliding wheel members includes two main wheels and one side wheel, and the main wheel axis is perpendicular to the sliding direction of the telescopic bridge body, and the main wheel contacts the top or bottom of the telescopic bridge body and is positioned and rotated and installed in the fixed bridge body, and the side wheel axis is perpendicular to the main wheel axis and the side wheel axis is vertically arranged, and the side wheels are installed in the fixed bridge body and abut against the side of the telescopic bridge body, and the outer surface of the side wheel is covered with a contact pad, and a limiting member is also provided in the fixed bridge body, and the limiting member is installed in the fixed bridge body near the top and bottom and located on opposite sides of the telescopic bridge body, and the limiting member includes a limiting groove fixed on the fixed bridge body and a limiting slider fixed on the telescopic bridge body.

[0010] By adopting the above technical solution, an auxiliary sliding part is set to cooperate with the telescopic mechanism of the telescopic bridge body to realize the sliding of the telescopic bridge body in the fixed bridge body. The auxiliary sliding part can also limit the up, down, left and right displacement of the telescopic bridge body to ensure its smooth sliding; the limiter cooperates with the side wheels to further enhance the left and right offset limit of the telescopic bridge body.

[0011] Furthermore, a compensation drive member is provided between the landing channel and the telescopic bridge body, and the compensation drive member includes a support structure, a compensation pitch member and a compensation telescopic member. The support structure is fixedly arranged under the telescopic bridge body, and the support structure includes a support plate, a support connecting plate and a support back plate. The support plate is vertically installed at the bottom of one end of the telescopic bridge body, and the support connecting plate is inclined and connects the support plate and the telescopic bridge body. One end of the support back plate is perpendicular to the middle of the support connecting plate and the other end is fixed to the connection between the support plate and the telescopic bridge body. The compensation pitch member and the compensation telescopic member are both hingedly mounted on the support plate at one end and hinged to the bottom of the landing channel at the other end. The compensation telescopic member is arranged below the middle of the bottom of the telescopic bridge body. The compensation pitch member is two telescopic cylinders and is located on opposite sides of the compensation telescopic member.

[0012] By adopting the above technical solution, the compensation driving part performs compensatory movement on the login channel, the support structure supports the compensation pitch part and the compensation telescopic part, and the support plate, support connecting plate and support support plate form a triangular structure to provide support stability; the compensation pitch part actively controls and compensates the pitch angle of the login channel at a certain angle, and the compensation telescopic part actively compensates the telescopic distance of the login channel by more than ten centimeters.

[0013] Furthermore, the landing channel and the telescopic bridge body are connected by a connecting structure, which is arranged between the landing channel and the bottom of the telescopic bridge body and located on opposite sides. The connecting structure includes hinged plate 1, hinged plate 2 and multiple hinged connecting plates. Hinge plate 1 is arranged parallel to hinged plate 2, hinged plate 1 is installed at the bottom of the telescopic bridge body, and hinged plate 2 is fixed to the bottom of the landing channel. The two ends of the hinged connecting plate are hinged to hinge plate 1 and hinge plate 2 respectively, and the hinged connecting plates are also arranged in an array along the length direction of hinge plate 1.

[0014] By adopting the above technical solution, the connecting structure realizes the connection between the landing channel and the telescopic bridge body and provides support for its articulated rotation and extension (mainly to provide guarantee for the adjustment of the rotation angle of the compensation pitch member), ensuring the smooth movement of the end of the telescopic bridge body.

[0015] Furthermore, a protective plate is provided on the outside of the side of the hinged plate 1 that is away from each other, and the protective plate is fixed in the telescopic bridge body. The hinged plate 1 is also slidably provided in the protective plate. A follower rod is also hingedly provided between the landing channel and the top of the telescopic bridge body. The follower rod is a telescopic structure and its two ends are respectively hingedly installed on the top of the landing channel and the top of the telescopic bridge body.

[0016] By adopting the above technical solution, the hinged plate 1 is slidingly set in the protective plate. When the landing channel needs to be extended and retracted at the end, the hinged plate 1 is controlled to slide in the protective plate. The sliding is set at two extreme positions and is limited by the follower rod to avoid the landing channel from detaching and causing a safety accident.

[0017] Furthermore, the landing structure is installed below the extension seat and is arranged near the landing channel. The landing structure includes a landing platform and multiple auxiliary feet. The top of the landing platform is hinged to the bottom of the extension seat and the landing platform is in the shape of a cone with a diameter increasing from top to bottom. The auxiliary feet are installed below the landing platform and are arranged near the outer periphery of the landing platform.

[0018] By adopting the above technical solution, the landing platform and multiple auxiliary legs realize direct landing operation of the landing channel. In the case of low risk or temporary emergency stop, the landing can be directly contacted through the landing structure, reducing the connection situation and making the operation convenient and quick.

[0019] Furthermore, the lap joint includes two lap joints and an expansion drive member, the expansion drive member is installed in the extension seat and controls the relative movement of the lap joint, the lap joint is installed at one end of the extension seat away from the landing structure and is located on two opposite sides of the extension seat, the expansion drive member includes a telescopic hydraulic cylinder, a driving rack and two rotating gears, the output shaft of the telescopic hydraulic cylinder controls the driving rack to slide along the length direction of the extension seat, the axis of the rotating gear is vertical and relatively arranged on both sides of the driving rack, the rotating gears are all meshed with the driving rack and the rotating gears are positioned and rotatably installed in the extension seat, and the rotating gears are connected to the lap joint.

[0020] Furthermore, each of the overlapping parts includes a connecting seat and a connecting buckle, the connecting seat is connected to the rotating gear, the connecting buckle is positioned and rotatably installed on the connecting seat and the rotating axis is arranged along the length direction of the connecting seat, and a connecting driving member that drives the connecting buckle to rotate is arranged in the connecting seat, the connecting buckle is in an arc shape with an opening toward the connecting seat and a cavity is arranged in the connecting buckle, and a buffer structure is also arranged on the connecting buckle.

[0021] By adopting the above technical solution, under normal landing conditions, the state of the overlapping part is adjusted according to the need to connect to the landing opposite side; when the opposite side is a pile, the opening angle of the overlapping part is adjusted by the expansion drive member and the two arc-shaped openings are made opposite to each other by rotating the connecting buckle through the connecting drive member, thereby realizing the holding operation; when the opposite side is a hook-shaped extension platform, the opening angle of the overlapping part does not need to be controlled, and it is only necessary to control the arc-shaped opening of the connecting buckle to hook the opposite extension platform downward to realize the overlapping operation of the overlapping part.

[0022] Furthermore, the buffer structure includes a first buffer member and a second buffer member, the first buffer member is arranged above the second buffer member, and the second buffer member is arranged near the bottom of the connecting buckle, the first buffer member includes two first buffer blocks and two first abutment blocks, the first buffer block and the first abutment block are both arc-shaped and the side away from each other is a circular arc surface, the first buffer block and the first abutment block are arranged relative to the connecting buckle, the first buffer block is installed on the outside of the connecting buckle opening and the first abutment block is installed on the inside of the connecting buckle opening, the second buffer member includes two second buffer blocks and two second abutment blocks, the second buffer block and the second abutment block are both arc-shaped and the side away from each other is a circular arc surface, the second buffer block and the second abutment block are arranged relative to the connecting buckle, the second buffer block is installed on the outside of the connecting buckle opening and the second abutment block is installed on the inside of the connecting buckle opening.

[0023] Furthermore, a first linkage is connected between the first buffer block and the first abutment block, the first linkage includes two first cross rods and a first reinforcing rod, two ends of the first reinforcing rod are fixed in the connecting buckle and the axis is perpendicular to the axes of the two first cross rods, the first cross rod is positioned and rotatably installed on the first reinforcing rod, and a first give way groove is also provided on the connecting buckle corresponding to the first cross rod, the two ends of the first cross rod are respectively connected to the first buffer block and the first abutment block, and a first retractable rod is also provided between the two first cross rods; a second linkage is connected between the second buffer block and the second abutment block, and the second linkage includes two second cross rods and a second reinforcing rod, two ends of the second reinforcing rod are fixed in the connecting buckle and the axis is perpendicular to the axes of the two second cross rods, the second cross rod is positioned and rotatably installed on the second reinforcing rod, and a second give way groove is also provided on the connecting buckle corresponding to the second cross rod, the two ends of the second cross rod are respectively connected to the second buffer block and the second abutment block, and a second retractable rod is also provided between the two second cross rods.

[0024] By adopting the above technical solution, the landing contact is mainly at the front end and bottom end of the lap buckle, and a buffer is set at the easy-to-touch place to reduce the buffering impact; the first buffer and the second buffer have similar working principles. With the first buffer distance, the first buffer block is pressed after contact, the angle between the two first cross rods is expanded and the first reinforcing rod is contracted, and the collision impact is converted into rotational motion, avoiding direct contact without buffering and achieving smooth contact.

[0025] In summary, the technical solution of the present invention has the following advantages:

[0026] 1. The active heave compensation pier with a landing compensation channel provided by the present invention can achieve active heave compensation. Furthermore, a landing channel can be provided at the end of the pier to ensure the stability of the pier end, avoiding the problem of end shaking caused by the long distance and the excessive length of the bridge body. Furthermore, the problem of inaccurate compensation movement operation caused by end shaking is avoided. The secondary compensation is optimized at the algorithm stage, thereby reducing the tediousness of the actual operation process.

[0027] 2. The active wave-compensating trestle with landing compensation channels provided by the present invention has landing elements that, through a landing structure and a lap joint structure, enable three connection operations: direct landing, pile-holding landing, and hook-connected landing. This adapts to different types of ships and offshore platforms, improving the adaptability of the trestle.

[0028] 3. The active wave compensation trestle with landing compensation channel provided by the present invention is also provided with a buffer structure on the landing part to reduce the risk of direct impact of the overlapping structure and achieve protection at all contact parts, which is conducive to improving operational safety and increasing the service life of the device. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0030] Figure 1 This is a schematic diagram of the overall structure of an active wave compensation pier with a landing compensation channel provided in one embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of the exploded structure of a telescopic gangway ladder provided in one embodiment of the present invention;

[0032] Figure 3 A schematic diagram of a partial structure of a landing channel provided in one embodiment of the present invention;

[0033] Figure 4 A schematic diagram of a partial structure of a login component provided in one embodiment of the present invention;

[0034] Figure 5 A schematic diagram of a partial structure of a lap joint structure provided in one embodiment of the present invention;

[0035] Figure 6 This is a schematic diagram of another state of the connecting buckle provided in one embodiment of the present invention.

[0036] Description of reference numerals:

[0037] 01. Tower; 02. Slewing structure; 021. Slewing base; 022. Slewing drive; 03. Lifting structure; 031. Traction member; 032. Lifting member; 04. Pitching structure; 1. Telescopic gangway; 11. Fixed bridge body; 12. Telescopic bridge body; 13. Telescopic mechanism; 14. Auxiliary sliding member; 141. Sliding wheel member; 1411. Main wheel; 1412. Side wheel; 14121. Contact pad; 15. Limit Components; 151, limit slot; 152, limit slider; 2, landing channel; 21, compensation drive member; 211, support structure; 2111, support plate; 2112, support connecting plate; 2113, support plate; 212, compensation pitch member; 213, compensation telescopic member; 22, connection structure; 221, hinged plate 1; 222, hinged plate 2; 223, hinged connecting plate; 23, protective plate; 24, follower rod; 3, landing Landing parts; 4. Landing structure; 41. Landing platform; 42. Auxiliary legs; 5. Overlap structure; 51. Extension seat; 52. Overlap member; 521. Overlap portion; 5211. Connecting seat; 52111. Connecting drive member; 5212. Connecting buckle; 52121. First clearance groove; 52122. Second clearance groove; 522. Expansion drive member; 5221. Telescopic hydraulic cylinder; 5222. Drive rack; 5223. Rotation Gear; 6. Buffer structure; 61. First buffer member; 611. First buffer block; 612. First abutment block; 62. Second buffer member; 621. Second buffer block; 622. Second abutment block; 63. First linkage member; 631. First cross rod; 632. First reinforcement rod; 633. First retracting rod; 64. Second linkage member; 641. Second cross rod; 642. Second reinforcement rod; 643. Second retracting rod. DETAILED DESCRIPTION

[0038] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0039] An active wave compensation trestle with landing compensation channel, such as Figure 1 and Figure 2As shown, the structure includes a tower 01, a telescopic gangway 1, a slewing structure 02, a lifting structure 03, and a pitching structure 04. The telescopic gangway 1 is mounted on the slewing structure 02. Both the slewing structure 02 and the telescopic gangway 1 are controlled by the lifting structure 03 and slide relative to the tower 01. The pitching structure 04 is mounted on the slewing structure 02 and controls the rotation of the telescopic gangway 1 relative to the slewing structure 02. The slewing structure 02 includes a slewing base 021 and a slewing drive 022. The slewing drive 022 is mounted on the bottom of the slewing base 021 and controls the positioning and rotation of the slewing base 021. The slewing structure 02 actively compensates for the roll and pitch of the ship by rotating the vertical axis of the slewing base 021. The lifting structure 03 includes a traction member 031 and a lifting member 032. The traction member 031 is arranged at the top of the tower 01 and is connected to the rotating base 021 by a rope (not shown in the figure). The lifting member 032 is arranged on two opposite sides of the rotating base 021 and contacts the side of the tower 01. The traction member 031 and the lifting member 032 cooperate to control and adjust the height of the telescopic gangway 1, that is, to compensate for the heave and sinking of the hull. The pitching structure 04 is a pitching hydraulic cylinder. The output end of the pitching structure 04 is hinged to the bottom of the telescopic gangway 1. The other end of the pitching structure 04 is mounted on the side wall of the rotating base 021. The telescopic gangway 1 is mounted on the rotating base 021 and is rotationally connected to the rotating base 021. The pitching structure 04 controls the rotation of the telescopic gangway 1 relative to the sea level, thereby compensating for the pitch angle of the hull. The rotating structure 02, the lifting structure 03 and the pitching structure 04 are provided to realize active wave compensation with multiple degrees of freedom of the telescopic gangway 1, which can actively compensate for irregular movements such as the roll, pitch and heave of the hull, thereby improving the safety of use.

[0040] like Figure 1 、 Figure 2 and Figure 4As shown, the telescopic gangway 1 includes a fixed bridge body 11 and a telescopic bridge body 12. One end of the fixed bridge body 11 is hinged to the rotating base 021. The telescopic bridge body 12 is installed in the fixed bridge body 11 at one end away from the rotating base 021 and is slidably arranged along the length direction of the fixed bridge body 11. A telescopic mechanism 13 is provided on the fixed bridge body 11 to control the sliding of the telescopic bridge body 12 relative to the fixed bridge body 11. The end of the telescopic bridge body 12 away from the fixed bridge body 11 is also hinged to a landing channel 2. A landing piece 3 is provided below the end of the landing channel 2 away from the telescopic bridge body 12. The landing piece 3 includes a landing structure 4, a lap joint structure 5 and a buffer structure 6. The lap joint structure 5 includes an extension seat 51 and a lap joint 52 arranged at the bottom of the landing channel 2. The lap joint 52 is rotatably arranged relative to the extension seat 51. The landing structure 4 is installed below the extension seat 51, and the buffer structure 6 is installed on the lap joint 52. A landing channel 2 is added to the farther end of the telescopic gangway 1, and secondary active compensation is directly performed on the end to avoid the end shaking problem caused by the long distance and the long bridge body, and to avoid the problem of inaccurate compensation movement operation caused by the end shaking. The secondary compensation is optimized in the algorithm stage, thereby reducing the tediousness of the actual operation process, which is conducive to improving operational safety and balance stability, enhancing compensation accuracy, and being suitable for ships of different sizes, reducing the risk of actual use.

[0041] like Figure 1 and Figure 2 As shown, auxiliary sliding members 14 are further provided in the fixed bridge body 11 and the telescopic bridge body 12. The auxiliary sliding members 14 include multiple groups of sliding wheel members 141 arranged in pairs. The sliding wheel members 141 are arranged in an array along the length direction of the fixed bridge body 11. The sliding wheel members 141 are also installed in the fixed bridge body 11 and are located near the four corners of the telescopic bridge body 12. Each group of sliding wheel members 141 includes two main wheels 1411 and one side wheel 1412. The axes of the main wheels 1411 are perpendicular to the sliding direction of the telescopic bridge body 12. The main wheels 1411 contact the top or bottom of the telescopic bridge body 12 and are fixed and rotatably installed in the fixed bridge body 11. The axes of the side wheels 1412 are perpendicular to the axes of the main wheels 1411 and are arranged vertically. The side wheels 1412 are installed in the fixed bridge body 11 and abut against the side edges of the telescopic bridge body 12. The outer surfaces of the side wheels 1412 are covered with contact pads 14121. An auxiliary sliding member 14 is provided to cooperate with the telescopic mechanism 13 of the telescopic bridge body 12 to realize the sliding of the telescopic bridge body 12 in the fixed bridge body 11. The auxiliary sliding member 14 can also limit the up, down, left and right displacement of the telescopic bridge body 12 to ensure its smooth sliding.

[0042] The fixed bridge body 11 is also provided with limit members 15. These limit members 15 are installed near the top and bottom of the fixed bridge body 11 and on opposite sides of the telescopic bridge body 12. The limit members 15 include limit slots 151 fixed to the fixed bridge body 11 and limit sliders 152 fixed to the telescopic bridge body 12. The limit members 15 cooperate with the side wheels 1412 to further restrict the left and right deviation of the telescopic bridge body 12.

[0043] like Figure 2 and Figure 3 As shown, a compensation drive member 21 is arranged between the landing channel 2 and the telescopic bridge body 12. The compensation drive member 21 includes a support structure 211, a compensation pitch member 212 and a compensation telescopic member 213. The support structure 211 is fixedly arranged under the telescopic bridge body 12. The support structure 211 includes a support plate 2111, a support connecting plate 2112 and a support abutment plate 2113. The support plate 2111 is vertically installed at the bottom of one end of the telescopic bridge body 12. The support connecting plate 2112 is inclined and connects the support plate 2111 and the telescopic bridge body 12. One end of the support abutment plate 2113 is perpendicular to the middle of the support connecting plate 2112 and the other end is fixed to the connection between the support plate 2111 and the telescopic bridge body 12. The support structure 211 supports the compensation pitch member 212 and the compensation telescopic member 213. The support plate 2111, the support connecting plate 2112 and the support abutment plate 2113 form a triangular structure to provide support stability.

[0044] The compensating pitch member 212 and the compensating telescopic member 213 are both hingedly mounted on the support plate 2111 at one end and hingedly connected to the bottom of the landing channel 2 at the other end. The compensating telescopic member 213 is located below the center of the bottom of the telescopic bridge 12. The compensating pitch member 212 comprises two telescopic cylinders located on opposite sides of the compensating telescopic member 213. The compensating drive member 21 provides compensating motion for the landing channel, the compensating pitch member 212 actively controls the pitch of the landing channel 2 to a certain degree, and the compensating telescopic member 213 actively compensates for the telescopic distance of the landing channel 2 by more than ten centimeters.

[0045] like Figure 2 and Figure 3As shown, the landing channel 2 and the telescopic bridge body 12 are also connected by a connecting structure 22. This connecting structure 22 is located between the landing channel 2 and the bottom of the telescopic bridge body 12, on opposite sides. The connecting structure 22 includes a hinge plate 1 221, a hinge plate 222, and multiple hinged connecting plates 223. Hinge plate 1 221 and hinge plate 2 222 are arranged parallel to each other. Hinge plate 1 221 is mounted on the bottom of the telescopic bridge body 12, while hinge plate 2 222 is fixed to the bottom of the landing channel 2. The hinged connecting plates 223 are hinged to hinge plate 1 221 and hinge plate 2 222 at their ends, respectively. The hinged connecting plates 223 are also arranged in an array along the length of hinge plate 1 221. The length and mounting position of the hinged connecting plates 223 limit the compensation of the active pitch angle of the terminal landing channel 2. The connecting structure 22 connects the landing channel 2 to the telescopic bridge body 12 and supports its articulation, rotation, and extension, ensuring smooth movement of the telescopic bridge body 12.

[0046] A protective plate 23 is also provided on the side of the hinged plate 221 that is spaced apart from each other. Protective plate 23 is fixed within the telescopic bridge body 12. The hinged plate 221 is also slidably mounted within the protective plate 23. A follower rod 24 is also hingedly mounted between the landing channel 2 and the top of the telescopic bridge body 12. The follower rod 24 is a telescopic structure, with its ends hingedly mounted on the top of the landing channel 2 and the top of the telescopic bridge body 12, respectively. The hinged plate 221 is slidably mounted within the protective plate 23. When the landing channel 2 needs to be extended at its end, the hinged plate 221 is controlled to slide within the protective plate 23. This sliding motion is set to two extreme positions and is limited by the follower rod 24 to prevent the landing channel 2 from detaching and causing a safety accident.

[0047] like Figure 4 As shown, the landing structure 4 is mounted below the extension seat 51 and adjacent to the landing channel 2. It includes a landing platform 41 and multiple auxiliary legs 42. The top of the landing platform 41 is hingedly connected to the bottom of the extension seat 51 and is truncated, with its diameter increasing from top to bottom. The landing platform 41 is taller than the stowed height of the bridging members 52, preventing excessive collision with the bridging members 52 during direct landing via the landing platform 41. The auxiliary legs 42 are mounted below the landing platform 41 and positioned near its periphery. The landing platform 41 and the multiple auxiliary legs 42 enable direct landing from the landing channel 2. In low-risk or emergency situations, landing can be achieved directly through the landing structure 4, reducing the number of connections and ensuring convenient and quick operation.

[0048] like Figure 4 and Figure 5As shown, the lap joint 52 includes two lap joints 521 and an expansion drive member 522. The expansion drive member 522 is installed in the extension seat 51 and controls the relative movement of the lap joint 521. The lap joint 521 is installed at one end of the extension seat 51 away from the landing structure 4 and is located on two opposite sides of the extension seat 51. The expansion drive member 522 includes a telescopic hydraulic cylinder 5221, a driving rack 5222 and two rotating gears 5223. The output shaft of the telescopic hydraulic cylinder 5221 controls the driving rack 5222 to slide along the length direction of the extension seat 51. The rotating gear 5223 has a vertical axis and is relatively arranged on both sides of the driving rack 5222. The rotating gears 5223 are all meshed with the driving rack 5222 and the rotating gear 5223 is positioned and rotatably installed in the extension seat 51. The rotating gear 5223 is connected to the lap joint 521.

[0049] Each of the overlapping parts 521 includes a connecting seat 5211 and a connecting buckle 5212. The connecting seat 5211 is connected to the rotating gear 5223. The connecting buckle 5212 is positioned and rotatably installed on the connecting seat 5211 and the rotation axis is set along the length direction of the connecting seat 5211. A connecting driving member 52111 for driving the connecting buckle 5212 to rotate is set in the connecting seat 5211, and the connecting buckle 5212 is arc-shaped.

[0050] Under normal landing conditions, the state of the overlapping portion 521 is adjusted according to the need to connect to the landing opposite side; when the opposite side is a pile, the opening angle of the overlapping portion 521 is adjusted by the expansion drive member 522, and the two arc-shaped openings are made opposite by rotating the connecting buckle 5212 through the connecting drive member 52111, thereby realizing the holding operation; when the opposite side is a hook-shaped extension platform, the opening angle of the overlapping portion 521 does not need to be controlled, and it is only necessary to control the arc-shaped opening of the connecting buckle 5212 to hook the opposite extension platform downward to realize the overlapping operation of the overlapping member 52.

[0051] like Figure 5 and Figure 6As shown, a buffer structure 6 is also provided on the connecting buckle 5212. The buffer structure 6 includes a first buffer member 61 and a second buffer member 62. The first buffer member 61 is provided above the second buffer member 62, and the second buffer member 62 is provided near the bottom of the connecting buckle 5212. The first buffer member 61 includes two first buffer blocks 611 and two first abutting blocks 612. The first buffer blocks 611 and the first abutting blocks 612 are both arc-shaped and the sides away from each other are arc surfaces. The first buffer block 611 and the first abutting block 612 are provided relative to the connecting buckle 5212. The first buffer block 611 is installed on the connecting buckle 5212. The connecting buckle 5212 is on the outside of the opening and the first abutment block 612 is installed on the inside of the opening of the connecting buckle 5212. The second buffer component 62 includes two second buffer blocks 621 and two second abutment blocks 622. The second buffer blocks 621 and the second abutment blocks 622 are both arc-shaped and the sides away from each other are arc surfaces. The second buffer blocks 621 and the second abutment blocks 622 are arranged relative to each other with respect to the connecting buckle 5212. The second buffer block 621 is installed on the outside of the opening of the connecting buckle 5212 and the second abutment block 622 is installed on the inside of the opening of the connecting buckle 5212.

[0052] The connecting buckle 5212 has a cavity within it, into which both the first linkage member 63 and the second linkage member 64 are mounted. A first linkage member 63 is connected between the first buffer block 611 and the first abutment block 612. The first linkage member 63 comprises two first cross rods 631 and a first reinforcement rod 632. The first reinforcement rods 632 are fixed at both ends within the connecting buckle 5212, with their axes perpendicular to the axes of the two first cross rods 631. The first cross rods 631 are rotatably mounted on the first reinforcement rods 632, and a first clearance slot 52121 is provided on the connecting buckle 5212 corresponding to the first cross rods 631. The first cross rods 631 are connected at both ends to the first buffer block 611 and the first abutment block 612, respectively. A first retractable rod 633 is also provided between the two first cross rods 631.

[0053] A second linkage member 64 is connected between the second buffer block 621 and the second abutment block 622. The second linkage member 64 includes two second cross rods 641 and a second reinforcement rod 642. The two ends of the second reinforcement rod 642 are fixed in the connecting buckle 5212 and the axis is perpendicular to the axis of the two second cross rods 641. The second cross rod 641 is positioned and rotatably installed on the second reinforcement rod 642 and a second clearance groove 52122 is also provided on the connecting buckle 5212 corresponding to the second cross rod 641. The two ends of the second cross rod 641 are respectively connected to the second buffer block 621 and the second abutment block 622. A second retraction rod 643 is also provided between the two second cross rods 641.

[0054] During landing contact, the front and bottom ends of the clasp are primarily affected, with buffers positioned at vulnerable locations to mitigate impact. The first and second buffers 61 and 62 operate on similar principles: with the first buffer 61 at a distance, the first buffer block 611 presses against the contact, widening the angle between the two first cross bars 631 and contracting the first reinforcing bar 632. This converts the impact of the collision into rotational motion, avoiding direct contact without buffering and ensuring smooth contact. To make the use of the buffer structure 6 more intuitive and easier to control, a laser radar can be added to the corresponding position on the connecting buckle 5212 for distance measurement, and pressure sensors can be installed in the corresponding first and second buffers 61 and 62 to directly display the distance and pressure of the landing connection, facilitating adjustment and control in conjunction with the landing channel 2.

[0055] The working principle and usage method of the active wave compensation pier with a landing compensation channel are as follows: a rotating structure 02, a lifting structure 03 and a pitching structure 04 are set to realize active wave compensation with multiple degrees of freedom of the telescopic gangway 1, which can actively compensate for irregular movements such as roll, pitch and heave of the hull; a landing channel is added at the end of the telescopic gangway 1, and active compensation is directly performed on the farther end through the compensation drive member 21; a landing member 3 is set at the end of the landing channel 2, and connection operations in three postures are realized through the landing structure 4 and the overlapping structure 5, and the buffer structure 6 is cooperated to reduce direct impact and the overlapping structure 5 is used for protection.

[0056] The foregoing description shows and describes preferred embodiments of the present invention. As previously mentioned, it should be understood that the present invention is not limited to the form disclosed herein and should not be construed as excluding other embodiments. Instead, the present invention can be used in various other combinations, modifications, and environments and can be modified within the scope of the inventive concept described herein by the teachings above or by techniques or knowledge in the relevant art. Modifications and variations made by those skilled in the art without departing from the spirit and scope of the present invention are intended to be within the scope of the appended claims.

Claims

1. An active wave compensation pier with a landing compensation channel, characterized in that: The invention comprises a tower (01), a telescopic gangway (1), a slewing structure (02), a lifting structure (03) and a pitching structure (04), wherein the telescopic gangway (1) is mounted on the slewing structure (02), the slewing structure (02) and the telescopic gangway (1) are both controlled by the lifting structure (03) and are arranged to slide relative to the tower (01), the pitching structure (04) is mounted on the slewing structure (02) and controls the telescopic gangway (1) to rotate relative to the slewing structure (02), the slewing structure (02) comprises a slewing base (021) and a slewing drive member (022), the slewing drive member (022) is mounted on the bottom of the slewing base (021) and controls the slewing base (02) to rotate relative to the slewing structure (02), and the slewing drive member (022) is mounted on the bottom of the slewing base (021) and controls the slewing base (02) to rotate relative to the slewing structure (02). 1) Positioning and rotation, the lifting structure (03) includes a traction member (031) and a lifting member (032), the traction member (031) is arranged on the top of the tower (01) and is connected to the slewing base (021), the lifting member (032) is arranged on two opposite sides of the slewing base (021) and is in contact with the side of the tower (01), the pitching structure (04) is a pitching hydraulic cylinder, the output end of the pitching structure (04) is hinged to the bottom of the telescopic gangway (1), the other end of the pitching structure (04) is installed on the side wall of the slewing base (021), and the telescopic gangway (1) is installed on the slewing base (021) and is rotatably connected to the slewing base (021); The telescopic gangway (1) comprises a fixed bridge body (11) and a telescopic bridge body (12), one end of the fixed bridge body (11) is hinged to a slewing base (021), the telescopic bridge body (12) is installed in the fixed bridge body (11) at one end away from the slewing base (021) and is slidably arranged along the length direction of the fixed bridge body (11), a telescopic mechanism (13) is provided on the fixed bridge body (11) to control the telescopic bridge body (12) to slide relative to the fixed bridge body (11), and the telescopic bridge body (12) is further hinged at one end away from the fixed bridge body (11). A landing channel (2) is provided, and a landing member (3) is provided below one end of the landing channel (2) away from the telescopic bridge body (12). The landing member (3) includes a landing structure (4), a lap joint structure (5), and a buffer structure (6). The lap joint structure (5) includes an extension seat (51) and a lap joint member (52) provided at the bottom of the landing channel (2). The lap joint member (52) is rotatably provided relative to the extension seat (51). The landing structure (4) is installed below the extension seat (51), and the buffer structure (6) is installed on the lap joint member (52).

2. The active wave compensation pier with landing compensation channel according to claim 1, characterized in that: Auxiliary sliding members (14) are further provided in the fixed bridge body (11) and the telescopic bridge body (12). The auxiliary sliding members (14) include a plurality of sliding wheel members (141) arranged in pairs. The sliding wheel members (141) are installed in the fixed bridge body (11) and are arranged near the four corners of the telescopic bridge body (12). Each group of sliding wheel members (141) includes two main wheels (1411) and one side wheel (1412). The axis of the main wheel (1411) is perpendicular to the sliding direction of the telescopic bridge body (12). The main wheel (1411) contacts the top or bottom of the telescopic bridge body (12) and is positioned and rotated in the fixed bridge body (11). The side wheels (141 2) The axis is perpendicular to the axis of the main wheel (1411) and the axis of the side wheel (1412) is vertically arranged, the side wheel (1412) is installed in the fixed bridge body (11) and abuts against the side of the telescopic bridge body (12), the outer surface of the side wheel (1412) is covered with a contact pad (14121), and a limiting member (15) is also provided in the fixed bridge body (11), the limiting member (15) is installed in the fixed bridge body (11) near the top and the bottom and is located on two opposite sides of the telescopic bridge body (12), and the limiting member (15) includes a limiting groove (151) fixed on the fixed bridge body (11) and a limiting slider (152) fixed on the telescopic bridge body (12).

3. The active wave compensation pier with landing compensation channel according to claim 1, characterized in that: A compensation driving member (21) is provided between the landing channel (2) and the telescopic bridge body (12), the compensation driving member (21) comprising a support structure (211), a compensation pitching member (212) and a compensation telescopic member (213), the support structure (211) being fixedly arranged below the telescopic bridge body (12), the support structure (211) comprising a support plate (2111), a support connecting plate (2112) and a support abutment plate (2113), the support plate (2111) being vertically mounted on the bottom of one end of the telescopic bridge body (12), the support connecting plate (2112) being tilted and connected to the support plate (2113) 2111) and the telescopic bridge body (12), one end of the support plate (2113) is perpendicular to the middle of the support connecting plate (2112) and the other end is fixed to the connection between the support plate (2111) and the telescopic bridge body (12), one end of the compensating pitch member (212) and the compensating telescopic member (213) are both hingedly mounted on the support plate (2111) and the other end is hingedly arranged at the bottom of the landing channel (2), the compensating telescopic member (213) is arranged below the middle of the bottom of the telescopic bridge body (12), and the compensating pitch member (212) is two telescopic cylinders and is located on opposite sides of the compensating telescopic member (213).

4. The active wave compensation pier with landing compensation channel according to claim 3, characterized in that: The landing channel (2) and the telescopic bridge body (12) are also connected via a connecting structure (22). The connecting structure (22) is arranged between the landing channel (2) and the bottom of the telescopic bridge body (12) and is located on two opposite sides. The connecting structure (22) includes a hinge plate 1 (221), a hinge plate 2 (222) and a plurality of hinge connecting plates (223). The hinge plate 1 (221) and the hinge plate 2 (222) are arranged in parallel. The hinge plate 1 (221) is installed on the bottom of the telescopic bridge body (12). The hinge plate 2 (222) is fixed to the bottom of the landing channel (2). The two ends of the hinge connecting plate (223) are respectively hinged to the hinge plate 1 (221) and the hinge plate 2 (222). The hinge connecting plates (223) are also arranged in an array along the length direction of the hinge plate 1 (221).

5. The active wave compensation pier with landing compensation channel according to claim 4, characterized in that: A protective plate (23) is further provided on the side of the hinged plate (221) that is away from each other. The protective plate (23) is fixed in the telescopic bridge body (12). The hinged plate (221) is also slidably provided in the protective plate (23). A follower rod (24) is further hingedly provided between the landing channel (2) and the top of the telescopic bridge body (12). The follower rod (24) is a telescopic structure and its two ends are hingedly installed on the top of the landing channel (2) and the top of the telescopic bridge body (12).

6. The active wave compensation pier with landing compensation channel according to claim 1, characterized in that: The landing structure (4) is installed below the extension seat (51) and is arranged close to the landing channel (2). The landing structure (4) includes a landing platform (41) and a plurality of auxiliary legs (42). The top of the landing platform (41) is hingedly connected to the bottom of the extension seat (51) and the landing platform (41) is in the shape of a truncated cone with a diameter increasing from top to bottom. The auxiliary legs (42) are installed below the landing platform (41) and are arranged close to the outer periphery of the landing platform (41).

7. The active wave compensation pier with landing compensation channel according to claim 6, characterized in that: The bridge member (52) includes two bridge portions (521) and an expansion drive member (522). The expansion drive member (522) is installed in the extension seat (51) and controls the relative movement of the bridge portion (521). The bridge portion (521) is installed at one end of the extension seat (51) away from the landing structure (4) and is located on two opposite sides of the extension seat (51). The expansion drive member (522) includes a telescopic hydraulic cylinder (5221), a driving rack (5222) and two rotating gears (5221). 223), the output shaft of the telescopic hydraulic cylinder (5221) controls the driving rack (5222) to slide along the length direction of the extension seat (51), the axis of the rotating gear (5223) is vertical and relatively arranged on both sides of the driving rack (5222), the rotating gears (5223) are all meshed with the driving rack (5222) and the rotating gears (5223) are positioned and rotatably installed in the extension seat (51), and the rotating gears (5223) are connected to the overlapping portion (521).

8. The active wave compensation pier with landing compensation channel according to claim 7, characterized in that: Each of the overlapping portions (521) includes a connecting seat (5211) and a connecting buckle (5212), wherein the connecting seat (5211) is connected to a rotating gear (5223), and the connecting buckle (5212) is positioned and rotatably mounted on the connecting seat (5211), and the rotation axis is arranged along the length direction of the connecting seat (5211), and a connecting driving member (52111) for driving the connecting buckle (5212) to rotate is arranged in the connecting seat (5211), the connecting buckle (5212) is in an arc shape with an opening toward the connecting seat (5211), and a cavity is arranged in the connecting buckle (5212), and a buffer structure (6) is also arranged on the connecting buckle (5212).

9. The active wave compensation pier with landing compensation channel according to claim 8, characterized in that: The buffer structure (6) comprises a first buffer member (61) and a second buffer member (62), wherein the first buffer member (61) is arranged above the second buffer member (62), and the second buffer member (62) is arranged near the bottom of the connecting buckle (5212), and the first buffer member (61) comprises two first buffer blocks (611) and two first abutting blocks (612), wherein the first buffer blocks (611) and the first abutting blocks (612) are both arc-shaped and the sides away from each other are arc-shaped surfaces, and the first buffer block (611) and the first abutting block (612) are arranged relative to each other with respect to the connecting buckle (5212), and the first buffer block (611) The second buffer member (62) is installed on the outside of the opening of the connecting buckle (5212) and the first abutting block (612) is installed on the inside of the opening of the connecting buckle (5212). The second buffer member (62) includes two second buffer blocks (621) and two second abutting blocks (622). The second buffer blocks (621) and the second abutting blocks (622) are both arc-shaped and the sides away from each other are arc surfaces. The second buffer block (621) and the second abutting block (622) are arranged relative to the connecting buckle (5212). The second buffer block (621) is installed on the outside of the opening of the connecting buckle (5212) and the second abutting block (622) is installed on the inside of the opening of the connecting buckle (5212).

10. The active wave compensation pier with landing compensation channel according to claim 9, characterized in that: A first linkage member (63) is connected between the first buffer block (611) and the first abutment block (612), and the first linkage member (63) includes two first cross rods (631) and a first reinforcement rod (632). The two ends of the first reinforcement rod (632) are fixed in the connecting buckle (5212) and the axis thereof is perpendicular to the axis of the two first cross rods (631). The first cross rod (631) is positioned and rotatably mounted on the first reinforcement rod (632), and a first paving groove (52121) is further provided on the connecting buckle (5212) corresponding to the first cross rod (631). The two ends of the first cross rod (631) are respectively connected to the first buffer block (611) and the first abutment block (612), and a first retractable rod (633) is further provided between the two first cross rods (631). A second linkage member (64) is connected between the second buffer block (621) and the second abutment block (622). The second linkage member (64) includes two second cross rods (641) and a second reinforcement rod (642). The two ends of the second reinforcement rod (642) are fixed in the connecting buckle (5212) and the axis thereof is perpendicular to the axis of the two second cross rods (641). The second cross rod (641) is positioned and rotatably mounted on the second reinforcement rod (642) and a second paving groove (52122) is provided on the connecting buckle (5212) corresponding to the second cross rod (641). The two ends of the second cross rod (641) are respectively connected to the second buffer block (621) and the second abutment block (622). A second retractable rod (643) is also provided between the two second cross rods (641).

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