Movable fender device

Abstract

The invention provides a movable fender device which can be folded and stored or unfolded for use and can be effectively moved. The movable fender device includes: a rail supported by the hull and inclined downward toward the outside of the hull; an arm, one end of which is slidably coupled to the rail; at least one tension adjusting pulley arranged at the upper end of the rail and at least two tension adjusting pulleys arranged at one end and the other end of the arm; a drive wire extending from the outside of the rail through the tension adjustment pulley to the other end of the arm; the actuator winds or unwinds one end part of the driving steel wire positioned on the outer side of the track to adjust the length of the driving steel wire; and a fender unit connected to the other end of the drive wire at the other end of the arm, the fender unit pushing away the arm and positioning the arm at the upper end of the rail when the drive wire is wound, and disengaging from the arm and landing on the water surface by self weight when the drive wire is unwound.

Description

Movable fender Technical Field

[0001] This invention relates to fenders installed on the hull to provide a cushioning effect when the vessel is moored (or in contact with other vessels), and more specifically to movable fenders that can be folded for storage or unfolded for use. Background Technology

[0002] Because ships float on the water, precise positioning is difficult. Therefore, methods such as anchoring or mooring with ropes or wires are used to bind or pull them, minimizing movement. However, this cannot effectively prevent small movements caused by waves or other factors.

[0003] Therefore, when a ship is moored at a dock or quay (or other vessel), there is still a possibility of collision with the mooring structure (or adjacent vessel). To address this, a fender is installed between the hull and the mooring structure (or adjacent vessel) to absorb the impact and stabilize the ship.

[0004] These fenders are typically made of foam or rubber (in the form of rings, etc.) and are installed on docks or quays, but are also preferably applicable to the hull. However, for large vessels such as refueling tankers, it is difficult to apply fenders to the entire side, and it is also difficult to adjust their height according to the position of the dock, quay, or adjacent vessels, which poses a problem. Furthermore, when using ropes to suspend the fenders, problems such as swaying during navigation, detachment from the hull, or rope breakage due to the movement between vessels can occur. Even when the fenders are fixed to the hull, their protruding structure can lead to collisions with adjacent vessels. These practical difficulties present numerous challenges, thus requiring solutions.

[0005] Existing technical documents

[0006] Patent documents

[0007] (Patent Document 1) Korean Patent Publication No. 10-2020-0139537, (2020, 12, 14) Summary of the Invention

[0008] The technical problem of the present invention is to provide a fender device suitable for ship hulls, and in particular a movable fender device that can be folded and stored inside the ship's interior or unfolded outwards for use.

[0009] The technical problems of this invention are not limited to those mentioned above. Those skilled in the art should clearly understand other technical problems not mentioned from the following description.

[0010] The movable fender device according to the present invention includes: a track, supported by the hull and inclined downward outward from the hull; an arm, one end of which is slidably connected to the track; a tension adjusting pulley, at least one of which is provided at the upper end of the track, and at least two of which are provided at one end and the other end of the arm; a drive wire extending from the outside of the track via the tension adjusting pulley to the other end of the arm; an actuator that winds or unwinds one end of the drive wire located on the outside of the track to adjust the length of the drive wire; and a fender unit connected to the other end of the drive wire located at the other end of the arm, which, if the drive wire is wound, pushes the arm away and positions it at the upper end of the track, and if the drive wire is unwound, detaches from the arm and falls to the water surface by its own weight.

[0011] If the arm reaches the bottom of the track and stops, the fender unit can automatically detach from the arm.

[0012] The aforementioned track may include a curved section, which changes the path of the arm before reaching the lowermost end, and changes the angle of the arm along the direction in which the inclination of the arm decreases.

[0013] It may also include a concave-convex joint portion, which is disposed at the other end of the arm and the other end of the drive wire. When adjacent, they are fastened to each other. By changing the angle of the arm, the included angle between the other end of the arm and the other end of the drive wire increases, and the concave-convex joint portions are separated from each other.

[0014] If the included angle exceeds the limit angle just before the arm reaches the bottom of the track, the concave-convex joint can be separated.

[0015] The aforementioned tension adjustment pulley may include: a first direction conversion pulley disposed at the upper end of the track; a second direction conversion pulley disposed at the other end of the arm; and an arm adjustment pulley located at one end of the arm, positioned between the first and second direction conversion pulleys at a lower position than both of them, distributing the load of the arm to both sides of the drive wire on the side of the first direction conversion pulley and the drive wire on the side of the second direction conversion pulley.

[0016] It may also include a tensioning pulley, which applies pressure to the drive wire between the first direction-changing pulley and the actuator, and between the arm-adjusting pulley and the second direction-changing pulley to increase tension.

[0017] It may also include an independent drive unit, which, when the fender unit is disengaged, applies traction force to the arm independently of the drive wire, adjusting only the position of the arm.

[0018] The aforementioned independent drive unit may include: a pulley unit, including a fixed pulley and a variable pulley; a traction steel wire, one end of which is connected to the aforementioned arm, and the other end of which is wound around the aforementioned fixed pulley and the aforementioned variable pulley at least once and connected to a weight block; and a cylinder unit, which is connected to the aforementioned variable pulley and extends and retracts to adjust the interval between the aforementioned fixed pulley and the aforementioned variable pulley, thereby providing traction force to the aforementioned arm.

[0019] With the cylinder unit in a fixed state, the traction wire can be pulled by the weight block and maintain its elasticity.

[0020] It may also include: a locking handle formed on one side of the arm, and a clamping module disposed at the upper end of the track, which can be repeatedly changed between an open position and a fastened position fastened to the locking handle by means of the pressure applied by the locking handle.

[0021] The aforementioned clamping module may include: a hook portion, which is sway-up and down and is coupled to a hinge shaft, including an inclined portion that is in inclined contact with the aforementioned locking handle, and is swayed by the inclined surface of the aforementioned inclined portion; a path plate, which forms a planar cam trajectory that connects a first fixed point and a second fixed point of different heights in a closed loop and is vertically arranged; and a connecting rod component, one end of which is connected to the aforementioned hook portion and the other end of which is inserted into the aforementioned cam trajectory, which moves along the aforementioned cam trajectory when the aforementioned hook portion is swayed, and changes the height of the aforementioned hook portion between a first height corresponding to the aforementioned first fixed point and a second height corresponding to the aforementioned second fixed point.

[0022] It may also include a fender storage section, which expands to both sides of the arm and fits tightly against the side of the fender unit to prevent the fender unit, which is in close contact with the arm, from moving.

[0023] According to the present invention, a movable fender on the side of the hull can be used in various locations such as berthing facilities and at sea. Because the fender device of the present invention is movable, it can be used on or above the water surface when in contact with docks, quays, or other vessels, and can be stored inside the hull during navigation, thereby eliminating the problem of navigation obstruction caused by the fender. Furthermore, the present invention optimizes the movable structure and installation structure of the fender, and effectively utilizes the limited space of complex vessels, making it suitable for special vessels with narrow decks and unique structures, such as refueling ships with protruding structures or inclinations on the upper part of the hull. Therefore, by configuring the present invention on various types of vessels, a more convenient and effective buffer structure can be achieved. Attached Figure Description

[0024] Figure 1 is a perspective view of a movable fender device according to an embodiment of the present invention.

[0025] Figure 2 is a conceptual diagram illustrating the applicable hull configuration of the fender device shown in Figure 1.

[0026] Figure 3 is a front view showing the structure of the fender device in Figure 1 in more detail.

[0027] Figure 4 is a diagram showing in more detail the connection structure between the arm and the wire in the fender device of Figure 3.

[0028] Figures 5 and 6 are working diagrams illustrating the operation of the clamping module shown in Figure 3.

[0029] Figure 7 is a side view showing the structure of the fender device in Figure 1 in more detail.

[0030] Figure 8 is a working diagram showing the operation of the independent drive unit as shown in Figure 7.

[0031] Figure 9 is a diagram showing the lowering action of the fender unit of the fender device in Figure 1.

[0032] Figure 10 is a diagram showing the rising action of the fender unit of the fender device in Figure 1.

[0033] Figure 11 is a usage diagram showing the stowed and unfolded (useful) states of the fender device in Figure 1.

[0034] Figure 12 is a diagram showing the usage state of the arm of the independent drive unit in the deployed state of the fender device in Figure 11.

[0035] Explanation of reference numerals in the attached figures

[0036] 1: Movable fender device; 10: Rails

[0037] 10a: Bottom end of the track; 11: Support bracket

[0038] 20: Arm 30: Tension adjustment pulley

[0039] 31: First direction conversion pulley; 32: Second direction conversion pulley

[0040] 33: Arm adjustment pulley; 34: Tensioner pulley

[0041] 35: Traction wire pulley; 40: Drive wire

[0042] 50: Actuator; 60: Fender unit

[0043] 70: Independent drive unit; 71: Traction wire

[0044] 71a: End of traction wire; 72: Pulley unit

[0045] 73: Cylinder unit; 74: Weight block

[0046] 75: Brake 110: Guide groove

[0047] 120: Support plate 130: Curved section

[0048] 140: Fixture Module 141: Hook Section

[0049] 141a: Hinge pin; 141b: Angled surface

[0050] 142: Path plate 142a: Cam trajectory

[0051] 143: Linkage component; 210: Slider

[0052] 211: Wheels; 220: Fender storage unit

[0053] 230: Traction ring; 241, 611: Concave-convex joint.

[0054] 242: Fender brake 250: Locking handle

[0055] 251: Groove 610: Connecting part

[0056] 612: Connecting plate; 620: Fixing chain

[0057] 630: Side rope; 721: Fixed pulley

[0058] 722: Variable pulley; 741: Auxiliary pulley

[0059] 1421: First fixed point; 1422: Second fixed point

[0060] 1423: Ascending Path 1424: Regression Path

[0061] A,A-1,A-2,A-3: Hull

[0062] A1: Moving channel A2: Protruding structure

[0063] A3: Cargo hold; B: Water surface Detailed Implementation

[0064] The advantages and features of the present invention, as well as the methods for carrying out these, will become apparent from the embodiments described in detail below with reference to the accompanying drawings. However, the invention is not limited to the embodiments disclosed below, but can be implemented in different ways; these embodiments are provided to fully disclose the invention and are intended to inform those skilled in the art of its scope. The invention is defined only by the claims. Throughout the specification, the same reference numerals refer to the same structural elements.

[0065] Hereinafter, with reference to Figures 1 to 12, the movable fender device of the present invention will be described in detail.

[0066] Figure 1 is a perspective view of a movable fender device according to an embodiment of the present invention, and Figure 2 is a conceptual diagram illustrating the applicable state of the fender device of Figure 1 on the hull.

[0067] Referring to Figure 1, the movable fender device 1 according to the present invention can be installed on the hull A for use. The movable fender device lowers the fender unit 60 to the side of the hull to prevent collisions between ships or between a ship and a land-based mooring facility (refer to Figure 11). When the ship is sailing, the fender unit 60 can be stored and securely fixed inside the hull as shown in Figure 1. Therefore, by using the present invention, the hull is safely protected during loading and unloading of cargo, and resistance is reduced during sea navigation, thereby facilitating ship navigation.

[0068] In particular, the present invention utilizes the inclination of the track 10, making it easily applicable to ships with uneven or winding upper decks or narrow spaces. For example, even on cargo ships transporting liquid cargo, where a protruding structure A2 is formed (e.g., a structure based on internal cargo holds and / or a refueling station on a refueling ship), the track 10 can still be installed at curved or protruding parts of the hull, thus reducing limitations on installation space. Furthermore, by adjusting only the gap between the track 10 and the hull A, a movement passage A1 can be effectively ensured on the upper deck as shown in the figure, thus not obstructing human passage.

[0069] This example is shown in more detail in Figure 2. As an example, a refueling ship may have a large cargo hold A3 embedded inside, upon which a protruding structure A2, such as a refueling station, is placed. This would narrow the upper deck. However, as shown in Figure 2(a), the present invention can be arranged along the outer side of hull A to ensure a passageway A1 for movement on the upper deck. Furthermore, as shown in Figures 2(b) to (d), the present invention can be applied in virtually the same form on ships with hulls A-1, A-2, and A-3 of different sizes; therefore, the present invention can be applied to a variety of ships. The present invention can be used in one or more configurations along the length of the hull, as illustrated.

[0070] The movable fender device 1 of this invention is configured as follows. Referring to Figure 1, the movable fender device 1 includes: a track 10, supported by the hull A and inclined downwards outwards from the hull A; an arm 20, one end of which is slidably connected to the track 10; a tension adjusting pulley 30, at least one of which is provided at the upper end of the track 10, and at least two of which are provided at one end and the other end of the arm 20; a drive wire 40, extending from the outside of the track 10 via the tension adjusting pulley 30 to the other end of the arm 20; an actuator 50, which winds or unwinds one end of the drive wire 40 located outside the track 10 to adjust the length of the drive wire 40; and a fender unit 60, connected to the other end of the drive wire 40 located at the other end of the arm 20, which, if the drive wire 40 is winded, pushes the arm 20 away and places it at the upper end of the track 10 [refer to Figure 11(a)], and if the drive wire 40 is unwinded, releases from the arm 20 and falls to the water surface by its own weight [refer to Figure 11(c)].

[0071] According to this structure, the present invention can simultaneously operate the fender unit 60 and the arm 20 via the drive wire 40. That is, if the drive wire 40 is pulled to its maximum extent, the fender unit 60, connected to the end of the drive wire 40, pushes the arm 20 to the upper end of the track 10 as shown in Figure 1. If the drive wire 40 is released, the arm 20 and the fender unit 60 descend together along the track 10. From the point when the arm 20 stops [when it reaches the lower end 10a of the track], the fender unit 60 disengages from the arm 20 [refer to (b) and (c) of Figure 11]. Therefore, it is also convenient to control the retraction and release of the fender unit 60 and the position of the fender unit 60 and the arm 20.

[0072] Furthermore, by utilizing an independent drive unit 70, the drive wire 40 and fender unit 60 can be positioned similarly, allowing adjustment of only the position of arm 20 [refer to FIG. 12(b)]. That is, the invention may also include an independent drive unit 70, which, when the fender unit 60 is detached, applies traction force to arm 20 independently of the drive wire 40 [via traction wire 71], adjusting only the position of arm 20. Thus, when using the fender unit 60, arm 20 can be positioned adjacent to berthing facilities or other vessels, effectively eliminating potential interference. This structure further improves the performance of the fender unit 60.

[0073] The structure and effects of the present invention will be described in more detail below based on an embodiment of the present invention.

[0074] Figure 3 is a front view showing the structure of the fender assembly of Figure 1 in more detail, and Figure 4 is a diagram showing the connection structure between the arm and the wire in the fender assembly of Figure 3 in more detail. For clarity, additional components (fender storage parts, etc.) are omitted in Figure 4.

[0075] First, referring to Figures 1, 3, and 4, the overall structure and concept of the device will be explained, followed by a more detailed description of each component. The invention includes: a track 10; an arm 20 connected to the track; a tension adjusting pulley 30 disposed on the track 10 and the arm 20; a drive wire 40 connected via the tension adjusting pulley 30; an actuator 50 driving the drive wire 40; and a fender unit 60 connected to the end of the drive wire 40.

[0076] First, the track 10 is supported by the hull. Referring to Figure 1, the track 10 is inclined downwards outwards from the hull A (i.e., towards the side of the hull), allowing the arm 20 to be lowered by its own weight. The inclination of the track 10 corresponds to the inclination of the protruding structure A2 protruding onto the upper deck of the hull, but the inclination can be adjusted if necessary. As an example, the distance between the track 10 and the hull can be adjusted by the supports 11 formed at both ends, and the height can also be adjusted if necessary. Therefore, the angle of the track 10 can also be adjusted by increasing the length of the supports 11 or by forming the supports 11 at both ends asymmetrically. Furthermore, even in flat spaces, the track 10 can be inclined by adjusting the length of the supports 11, so the present invention is also fully applicable to ordinary ships with space on the upper deck.

[0077] A guide groove (referring to 110 in Figure 1) can be formed in the track 10 to engage with a wheel (referring to 211 in Figure 4) formed at one end of the arm 20. Furthermore, a support plate (referring to 120 in Figure 1) for fixing an independent drive unit 70 or the like can be provided on one side of the track 10. Since the track 10 forms the basis of the entire device, it can also be used to support other structures by adding appropriate structures.

[0078] Because the guide groove 110 of track 10 is interrupted at the lowermost end 10a of track 10, the arm 20 will automatically stop if it reaches the lowermost end 10a of track 10. Therefore, even if the drive wire 40 continues to be unwound, if the arm 20 reaches the lowermost end 10a of track 10, the arm will remain in a fixed position and function as a pulley device to release the fender unit 60. That is, the fender unit 60 is automatically disengaged from the arm 20 and formed if the arm 20 reaches the lowermost end 10a of track 10 and is stopped. Detailed operation will be described later.

[0079] The track 10 may also include a curved section 130, which changes the path of the arm 20 before reaching the lowermost end 10a, changing the angle of the arm 20 along the direction in which the inclination of the arm 20 is reduced. The curved section 130 is formed before the lowermost end 10a of the track. That is, the track 10 is formed from the upper end to the curved section 130 by a straight section with a constant inclination, and from the front of the lowermost end 10a of the track to the lowermost end of the track, it is formed by a downward-curving curved section 130. Since the arm 20 is engaged with the connection direction of the track 10 at a predetermined angle, the inclination of the curved section 130 of the track 10 can be changed according to the change of connection. With this structure, the arm 20 can be deployed more horizontally at the lowermost end of the track 10, separating the descent point of the fender unit 60 from the side of the hull, thereby eliminating interference between the side of the hull and the fender unit. Furthermore, by utilizing this angle change, the fastening structure of the fender unit 60 and the arm 20 can be automatically released [the concave-convex joint described later (refer to 241, 611 in Figures 1, 9, and 10)]. The effects of the fastening structure of the fender unit and the arm and the angle change of the arm will be described later and explained in more detail.

[0080] Arm 20 can be a bar-like structure with one end slidably attached to track 10. One end of arm 20 is attached to track 10, and the other end of arm 20 protrudes in a direction perpendicular or approximately perpendicular to track 10, forming the descent point (or support point) of fender unit 60. Arm 20 is formed of a bar or a curved bar with one end and the other end, and slides at a predetermined angle relative to the alignment direction of track 10. Therefore, arm 20 does not change its inclination in the straight section of track 10, but changes its inclination in the curved section 130 (refer to Figure 9).

[0081] Referring to Figure 4, arm 20 will be described in more detail below. Arm 20 can be appropriately bent to effectively support the load of fender unit 60 and to accommodate fender unit 60. One end of arm 20 can be enlarged to form slider 210, and the other end can protrude in a straight shape. The overall protruding direction of arm 20 can be approximately perpendicular to track 10. However, the shape of arm 20 can be deformed as needed, so the shape is not limited to an example.

[0082] One end of the arm 20 is slidably coupled to the track 10. One end of the arm is the side that engages with the track. A slider 210, comprising a pair of wheels 211 engaging with the track 10 at at least two points, can be configured at one end of the arm 20. The slider 210 can be a portion of the arm 20 enlarged for engagement with the track 10. By means of the slider 210, the arm 20 is slidably coupled to the track 10, and the arm 20 supports two points of the track 10 respectively by means of the wheels 211, thus allowing movement without tipping. The detailed structure of the slider 210 may also be modified within the limits to achieve this function.

[0083] The arm 20 can be a rod or a bent rod-shaped structure with one end forming the slider 210 and the other end protruding from that end to the opposite side [the side where the second direction conversion pulley 32 is located]. The arm 20 can slide and move with one end protruding from the track 10 while being supported by the fender unit 60 suspended at the other end. The length, size, thickness, material, etc. of the arm 20 can be varied according to the load, size, thickness, etc. of the fender unit 60.

[0084] The tension adjusting pulley 30 is provided to connect the drive wire 40 from the actuator 50 to the other end of the arm 20. As shown in FIG4, at least one [first direction conversion pulley 31] is provided at the upper end of the track 10, and at least two [arm adjusting pulley 33 and second direction conversion pulley 32] are provided at one end and the other end of the arm 20. Therefore, the drive wire 40 extends from the upper end of the track 10 along the tension adjusting pulley 30, passing through one end of the arm 20 [along the arm adjusting pulley 33], to the other end of the arm 20. The end of the drive wire 40 is wound around the tension adjusting pulley [i.e., the second direction conversion pulley 32] located at the other end of the arm 20 and then extends downward under gravity. Therefore, the fender unit 60 can be connected at the end of the drive wire 40 located at the other end of the arm 20 [at the same position as the connecting part 610] using the connecting part 610.

[0085] Referring to Figure 4, the configuration of the tension adjusting pulley 30 and the drive wire 40 is described in more detail below. The tension adjusting pulley 30 may include: a first direction-changing pulley 31 disposed at the upper end of the track 10; a second direction-changing pulley 32 disposed at the other end of the arm 20; and an arm-adjusting pulley 33 disposed at one end of the arm 20. The drive wire 40 extends from the outside of the track 10 sequentially [i.e., in the order of the first direction-changing pulley 31 at the upper end of the track, the arm-adjusting pulley 33 at one end of the arm, and the second direction-changing pulley 32 at the other end of the arm] via this tension adjusting pulley 30 to the other end of the arm 20. That is, the drive wire 40 maintains elasticity by zigzagging between the first direction-changing pulley 31, the arm-adjusting pulley 33, and the second direction-changing pulley 32.

[0086] At this time, one end of the arm 20 (the side connected to the track) with the arm adjusting pulley 33 is positioned lower than the other end (the protruding side) of the arm 20 with the second direction changing pulley 32 due to the protruding structure of the arm 20, and is positioned lower than the upper end of the track 10 with the first direction changing pulley 31 due to the inclination of the track 10. Therefore, the arm adjusting pulley 33 acts as a movable trolley that is lower than the first direction changing pulley 31 and the second direction changing pulley 32, which can distribute the load of the arm 20. That is, the arm adjusting pulley 33 can distribute the load of the arm 20 on both sides of the drive wire on the first direction changing pulley 31 side and the drive wire on the second direction changing pulley 32 side, which are positioned lower than the first direction changing pulley 31 and the second direction changing pulley 32.

[0087] Because of this structure, even if the load on the arm 20 increases, the load can be reduced using the arm adjusting pulley. Therefore, winding or unwinding the drive wire 40 facilitates smooth operation of the arm 20. Furthermore, a tensioning pulley 34, which increases tension by pressurizing the drive wire 40, is positioned between the first direction-changing pulley 31 and the actuator 50 that drives the drive wire 40, and between the arm adjusting pulley 33 and the second direction-changing pulley 32. This maintains elasticity and transmits the driving force of the drive wire 40 more immediately. The tensioning pulley 34 can be appropriately positioned on one side of the track 10 located between the first direction-changing pulley 31 and the actuator 50, and on one side of the arm 20 located between the arm adjusting pulley 33 and the second direction-changing pulley 32.

[0088] Actuator 50 is provided for driving drive wire 40. Actuator 50 adjusts the length of drive wire 40 by winding or unwinding one end of drive wire 40 located outside track 10. Actuator 50 can be configured using track 10 in a manner that operates drive wire 40 on the side of track 10. Preferably, positioning actuator 50 below first direction changing pulley 31 allows drive wire 40 to be wound more securely around first direction changing pulley 31. The position of actuator can be changed if necessary, so examples are not limited. Actuator 50 can be formed, for example, by a winch for winding or unwinding wire.

[0089] The other end of the drive wire 40 is connected to the fender unit 60. One end of the drive wire 40 is connected to the actuator 50, and the other end extends via the tension adjusting pulley 30 to the other end of the arm 20 and is then connected to the fender unit 60. Therefore, if the drive wire 40 (wound around the actuator) is pulled to its maximum extent, the fender unit 60 connected to the end of the drive wire 40 pushes the arm 20 to the upper end of the track 10. If the drive wire 40 is unwound, the arm 20 and the fender unit 60 can descend together along the track 10 by their own weight. As they descend together, the fender unit 60 disengages from the arm 20 when the arm 20 reaches the lower end 10a of the track [refer to Figures 11(b) and (c)]. Thus, the drive wire (or the actuator that drives it) can be used to conveniently control the retraction and release of the fender unit 60, as well as the position of the fender unit 60 and the arm 20. The specific operation of the fender unit 60 will be described later and in more detail.

[0090] The fender unit 60 is connected to the other end of the drive wire 40 via a connecting part 610, and is fixed by a fixing chain 620 disposed between the connecting part 610 and the fender unit 60, and can move along the drive wire 40. Therefore, it is acceptable to understand the other end of the drive wire 40 as equivalent to the connecting part 610. The fender unit 60 may be formed of a sphere or approximately a sphere, and protruding ellipsoids may be formed on the left and right sides (refer to 60 in FIG7). The fender unit 60 may be formed of an elastic ring (e.g., a rubber band) filled with air or that maintains its shape by elasticity, or an elastic sphere or elliptical foam structure.

[0091] Referring to Figure 3, a fender storage section 220, which expands to both sides of the arm 20, can be configured on the arm 20. The fender storage section 220 expands from the top of the arm 20 to the left and right sides, and can be closely attached to the side of the fender unit 60 (refer to Figure 7). The fender storage section 220 expands from both sides of the arm 20 and is closely attached to the side of the fender unit 60, thereby preventing the fender unit 60 from moving when it is attached to the arm 20. The fender storage section 220 can be a structure formed by recessing into the fender unit 60, and can be made by connecting rods or the like. As described above, the fender storage section 220 is configured on the arm 20 to prevent the fender unit 60 from moving when it is stored. If necessary, a side rope 630 or the like can also be provided between the fender unit 60 and the track 10 for the purpose of binding the stored fender unit 60 (however, the side rope can be untied when using the fender unit).

[0092] On the other hand, an independent drive unit 70 can be configured on one side of the track 10. The independent drive unit 70 and the drive wire 40 independently apply traction force to the arm 20, and the position of the arm 20 can be adjusted only when the drive wire 40 or the fender unit 60 is disconnected. Referring to FIG4, the independent drive unit 70 may include a traction wire 71 with one end connected to the arm 20, so that the arm 20 can be operated only by pulling the traction wire 71. Referring to the enlarged view of FIG3, one end of the traction wire 71 may be connected to a traction ring 230 or the like formed on the arm 20. That is, the traction wire 71 and the aforementioned drive wire 40 are directly and independently connected to the position where the arm 20 can be pulled, thereby providing traction force only when necessary. The traction wire 71 may be connected to one end of the arm 20 where the slider 210 is located, and the traction force can be applied to the arm 20 via the traction wire pulley 35 disposed at the upper end of the track 10. The traction wire pulley 35 serves as a direction-changing pulley at the upper end of the track 10, transferring the tension of the traction wire 71 to the traction ring 230 side [refer to Figure 12(b)]. The structure and operation of the independent drive unit 70 will be described later and in more detail.

[0093] Based on the above structure, the present invention can have various detailed structures. Detailed structures include fastening structures for securing the arm to the upper end of the track. Referring first to Figures 3, 5, and 6, the clamping module fastened to the arm at the upper end of the track will be described.

[0094] Figures 5 and 6 are working diagrams illustrating the operation of the clamping module shown in Figure 3.

[0095] Referring to the enlarged view in Figure 3, the clamp module 140 can be used to fix an arm at the upper end of the track 10. A locking handle 250 (which may be a handle protruding from the side of the arm toward the clamp module) is formed on one side of the arm 20, and the clamp module 140 can be fastened to the upper end of the track 10. Therefore, when the arm 20 reaches the retracted position (the upper end of the track), it can also be fixed by means of the clamp module 140. The clamp module 140 automatically opens or closes as the arm 20 moves, so no additional operation is required. The clamp module 140 can be repeatedly variable between an open position and a fastened position fastened to the locking handle 250 by means of the pressure applied by the locking handle 250.

[0096] The hinged hook portion 141 and the path plate 142 forming the cam trajectory 142a can be connected by the linkage component 143 to form a clamp module 140. The clamp module in Figure 3 corresponds to the fastened position. If the pressure of the locking handle 250 is applied to the hook portion, the hook portion 141 can automatically change its open position along the cam trajectory 142a.

[0097] Figures 5 and 6 illustrate the structure of the clamp module 140 in more detail. Referring to Figure 5, the clamp module 140 may include: a hook portion 141, which is sway-up and down connected to the hinge shaft 141a, including an inclined portion 141b that is in inclined contact with the locking handle 250, and is swayed by the inclined surface of the inclined portion 141b; a path plate 142, which forms a planar cam trajectory 142a that connects a first fixed point 1421 and a second fixed point 1422 of different heights in a closed loop, and is vertically arranged; and a connecting rod member 143, one end of which is connected to the hook portion 141 and the other end is inserted into the cam trajectory 142a, which moves along the cam trajectory 142a when the hook portion 141 is swayed, changing the height of the hook portion 141 between a first height corresponding to the first fixed point 1421 and a second height corresponding to the second fixed point 1422.

[0098] Therefore, the hook portion 141 is rotatably engaged with the hinge shaft 141a, and the connecting rod component 143 moves along the cam trajectory 142a by means of the pressure applied by the locking handle 250, thereby adjusting the height of the hook portion 141. Since the cam trajectory 142a is a closed loop, each time pressure is applied, the connecting rod component 143 cycles through different paths [ascending path 1423 and returning path 1424] connecting the two fixed points [first fixed point 1421 and second fixed point 1422], thereby changing the height of the hook portion 141.

[0099] The path plate 142 includes planar cam tracks 142a, configured vertically. Therefore, the cam tracks 142a are vertically aligned. Referring to the enlarged view of Figure 5(a), the cam tracks 142a include a first fixed point 1421 and a second fixed point 1422, which are recessed grooves with different heights. The first fixed point 1421 and the second fixed point 1422 can be connected by different paths, an ascending path 1423 and a return path 1424.

[0100] The other end of the connecting rod component 143 is inserted into this cam trajectory 142a, and the other end is hinged to the hook portion 141. Therefore, the position of the hook portion 141 can be changed while moving along the cam trajectory 142a. With this structure, the clamp module 140 operates as follows.

[0101] First, with the arm fixed in the fixed state, as shown in Figure 5(a), the locking handle 250 of the arm 20 can be locked onto the hook portion 141 for secure fastening. This state can be either the arm 20 rising to the upper end of the track and being stored together with the fender unit, or the arm being stored separately. Since the hook portion 141 is attached to the upper end of the track (refer to 11 in the enlarged view of Figure 3), the arm 20 can be secured without being lowered if it is fastened to the locking handle 250.

[0102] In this state, if the locking handle 250 pushes the hook portion 141 away, the hook portion 141 can be rocked up and down as shown in Figure 5(b) by the action of the inclined surface of the inclined portion 141b. Since the locking handle 250 is attached to the arm 20, the hook portion 141 can be easily lifted by pulling the arm 20 upward by operating the drive wire (i.e., winding the drive wire and pushing the arm to the hook portion side). A groove 251 for relieving interference with the hook portion can also be formed on one side of the arm 20.

[0103] If the hook portion is rocked as described above, the connecting rod member 143 rotates upward by means of the hook portion 141, as shown in FIG5(b) along the upward path 1423 of the cam trajectory 142a, reaching the second fixed point 1422. Since the second fixed point 1422 is a recessed groove, upon reaching the second fixed point, the connecting rod member 143 is caught by the hook portion 141, which prevents descent by suspending the connecting rod member 143. Therefore, the hook portion 141 is fixed at the second height (open position) corresponding to the second fixed point 1422 as shown in FIG5(c), and the locking handle 250 can be displaced from the hook portion 141. This operation is performed before moving the arm 20 to the lower end of the track, after which the arm can be moved along the track after the clamp module 140 is opened.

[0104] On the other hand, in order to retract the arm onto the upper end of the track, the arm 20 is moved again in the opposite direction, and as shown in Figure 6(a), the locking handle 250 applies pressure to the hook portion 141 again. At this time, the hook portion 141 rises again and disengages from the second fixing point 1422, thus releasing the open state. That is, the hook portion 141 lifts the connecting rod component and disengages from the second fixing point 1422 where the connecting rod component 143 is locked, and enters the return path 1424 as shown in Figure 6(a) by means of the closed-loop structure. This operation can be performed by slightly pulling the arm using the drive wire.

[0105] Then, if the drive wire is released to lower the arm 20, the hook portion 141 descends along the retracting locking handle 250 as shown in Figure 6(b) while simultaneously fastening to the locking handle 250 as shown in Figure 6(c). That is, the connecting rod component 143 moves back to the first fixed point 1421, which serves as the origin, along the return path 1424 of Figure 6(b), and repositions the hook portion 141 at the first height (fastened position) corresponding to the first fixed point 1421, which serves as the origin. Therefore, the clamp module 140 and the locking handle 250 can be combined in the same fastened state as in Figure 5(a). If this action is repeated, the arm 20 can be conveniently fixed at the upper end of the track.

[0106] That is, when the arm 20 is retracted to the upper end of the track, pulling the drive wire and gently pressing the hook portion 141 with the locking handle 250 will move the hook portion 141 to the first height [fastened position, i.e., FIG. 6(c)] and fasten it to the locking handle 250, thus more firmly securing the arm 20. Furthermore, when the arm 20 is lowered to the lower end of the track, gently pulling the drive wire and pressing the hook portion 141 with the locking handle 250 will move the hook portion 141 back to the second height [open position, i.e., FIG. 5(c)], thus easily releasing the locking state. Using the clamp module 140 described above, which operates simply, the arm 20 can be secured very conveniently through simple operation.

[0107] The structure and operation of the independent drive unit will be described in detail below with reference to Figures 4, 7 and 8. Figure 7 is a side view showing the structure of the fender device of Figure 1 in more detail, and Figure 8 is a working diagram showing the operation of the independent drive unit as shown in Figure 7.

[0108] Referring to Figures 4 and 7, the independent drive unit 70 may include a traction wire 71 connected to the arm 20 and drive structures 72, 73, and 74 for operating the traction wire 71. The independent drive unit 70 and the drive wire 40 are connected separately to the arm 20 (refer to Figure 4), thus possessing a self-maintaining elasticity function (automatic tension) independent of the movement of the drive wire 40. Furthermore, since the traction arm 20 is required to automatically maintain the elasticity, the drive structure of the independent drive unit 70 differs from that of a typical actuator. Referring to Figure 7, the independent drive unit 70 may include: a pulley unit 72, including a fixed pulley 721 and a variable pulley 722; a traction wire 71, one end of which is connected to the arm 20 [which can be connected to the traction ring 230 in Figure 3], and the other end is wound around the fixed pulley 721 and the variable pulley 722 at least once, and connected to the weight block 74; and a cylinder unit 73, which is connected to the variable pulley 722 and extends and retracts to adjust the interval between the fixed pulley 721 and the variable pulley 722, thereby providing traction force to the arm 20. As mentioned above, the independent drive unit 70 may be mounted on the track 10 using a support structure.

[0109] Figure 8 shows the structure of this independent drive unit 70 in more detail. Figure 8(b) shows the independent drive unit 70 shown in the side view of Figure 8(a) in a different orientation (front view), with the spacing of the pulleys being arbitrarily adjustable to present the wire connection structure. As shown in Figure 8(b), multiple fixed pulleys 721 and multiple variable pulleys 722 are formed, and multiple pulleys can be combined on the same shaft. By forming multiple fixed pulleys 721 and multiple variable pulleys 722, the gain of the force based on the moving trolley (variable pulley) can be increased.

[0110] The weight block 74 is attached to the guide structure and is formed by its own weight pulling downwards. The weight block 74 is slidably attached to the guide structure, and the structure can be changed or additional weights can be added to increase the weight if necessary. The weight block 74 can be located between the fixed pulley 721 and the variable pulley 722.

[0111] One end of the traction wire 71 is connected to the arm (refer to 20 in FIG. 4), and the other end is wound at least once around the fixed pulley 721 and the variable pulley 722 and connected to the weight block 74. That is, the end 71a of the traction wire 71 (the other end of the traction wire) is fixed to the weight block 74, so the elastic force is maintained by the load of the weight block 74. The arm 20 is pulled by the drive wire (refer to 40 in FIG. 4) or locked at the upper or lower end of the track, so the load of the arm 20 is not transmitted to the weight block 74. However, when the arm moves, the traction wire 71 also moves, so there is a problem that the traction wire will be stretched due to the change in the position of the traction wire 71. The present invention connects the other end of the traction wire 71 to the weight block 74, and pulls accordingly according to the change in the position of the traction wire, so that those problems can be eliminated [refer to (c) in FIG. 8].

[0112] When the independent drive unit 70 is used to apply traction force to the arm, as shown in Figure 8(d), the cylinder unit 73 is retracted, and the interval between the fixed pulley 721 and the variable pulley 722 is increased. That is, the traction wire 71 is wound around both the fixed pulley 721 and the variable pulley 722. Therefore, if the interval between the fixed pulley 721 and the variable pulley 722 is increased, the traction wire 71 is pulled, and the traction force can be applied to the arm. To explain the winding structure of the traction wire 71 and the pulley unit 72 in more detail, after the traction wire 71 passes through the traction wire pulley 35 (refer to 35 in Figure 4), it first winds around the variable pulley 722, then winds around the fixed pulley 721, and can then be connected to the weight block 74. As shown in Figure 8(b), when a pair of variable pulleys 722 and fixed pulleys 721 is formed into multiple pairs, these winding structures can actually be repeated.

[0113] If necessary, an auxiliary pulley 741 can be provided on the weight block 74, so that the end 71a of the traction wire 71 is not directly fixed to the weight block 74, but can be wound around the auxiliary pulley 741 and other fixed pulleys 721 separately before being fixed to the weight block 74. Adding pulleys as described above can increase the gain of the force. For the configuration shown in FIG8(b), the traction wire 71 can be wound around the pulleys in the following order: traction wire pulley 35 - first variable pulley 722 - first fixed pulley 721 - second variable pulley 722 - second fixed pulley 721 - auxiliary pulley 741 - third fixed pulley 721 - weight block 74, and the end 71a can be fixed to the weight block 74.

[0114] In this structure, since the variable pulley 722 is connected to the retractable cylinder unit 73, it can move as shown in Figure 8(d). Because the length of the traction wire is limited, the cylinder unit 73 is retracted. If the gap between the variable pulley 722 and the fixed pulley 721 increases, the traction wire 71 is pulled, thus pulling the arm. At this time, the weight block 74 is fixed by the brake 75 positioned appropriately, so the end 71a (the other end) of the traction wire 71 connected to the weight block 74 can be substantially fixed. Therefore, if the gap between the variable pulley 722 and the fixed pulley 721 is induced to change by the cylinder unit 73, the arm is pulled to a degree corresponding to the increase in gap. Therefore, the arm can be pulled using only the traction wire 71 without using a drive wire. Thus, by adjusting only the arm while the drive wire is detached, interference caused by the arm can be eliminated. The adjustment operation of the arm using the independent drive unit will be described and re-explained later.

[0115] Using this structure, the fender device of the present invention can operate as follows. The operation of the movable fender device will now be described in more detail with reference to Figures 9 to 12.

[0116] Figure 9 is a diagram showing the lowering action of the fender unit of the fender device in Figure 1; Figure 10 is a diagram showing the raising action of the fender unit of the fender device in Figure 1; and Figure 11 is a diagram showing the storage and unfolded (use) states of the fender device in Figure 1.

[0117] First, referring to Figures 9 to 11, we will explain the operation of the arm and fender unit using the drive wire.

[0118] Since the drive wire 40 is connected to the arm 20 and the fender unit 60 via a tension adjusting pulley (refer to 30 in Figure 4), the arm and fender unit can be lowered simultaneously by unwinding the drive wire 40 as shown in Figure 9. Furthermore, if the drive wire is wound in the reverse direction, the arm 20 and the fender unit 60 can be raised simultaneously as shown in Figure 10. As previously described, one end of the drive wire 40 is connected to the actuator 50, and the other end is connected to the fender unit 60 via a first direction-changing pulley 31 at the upper end of the track 10, an arm adjusting pulley 33 at one end of the arm 20, and a second direction-changing pulley 32 at the other end of the arm 20. Therefore, the traction force of the actuator 50 acts on the fender unit 60 at the end of the drive wire. If the fender unit 60 is pulled, it is locked at the other end of the arm 20. Therefore, by winding or unwinding the drive wire 40 while the arm 20 is supported by the fender unit 60, both the arm 20 and the fender unit 60 can be operated simultaneously. This action is summarized in Figure 11.

[0119] At this point, arm 20 is engaged with rail 10 and constrained by the rail, but fender unit 60 is not. Therefore, if arm 20 reaches the lowermost end 10a of rail 10, arm 20 and fender unit 60 automatically separate. That is, as shown in Figure 11(c), the drive wire 40 is released, and when arm 20 reaches the lowermost end of rail 10, arm 20 is stopped by rail 10, and fender unit 60 disengages from arm 20 and descends to the water surface B. Thus, the action of moving arm 20 to the fender unit descent point (outside the hull) and the action of lowering fender unit 60 are integrated, making it very convenient to release fender unit 60 and preventing collisions between ships or between a ship and a mooring facility. If the drive wire 40 is stopped at an appropriate position before the fender unit reaches the water surface, the height of fender unit 60 can also be adjusted as needed.

[0120] This operation can be achieved solely by driving the steel wire 40, but it can be performed more efficiently by using a fastening structure formed between the arm 20 and the fender unit 60. The raising and lowering movements of the arm 20 and the fender unit 60, which are linked to the fastening structure, are described in more detail below with reference to Figures 9 and 10.

[0121] Figure 9 shows the fastening structure between the arm and the fender unit from both the front view and the side view (the left side of the enlarged view shows the front view at the corresponding position, and the right side, connected by an arrow, shows the corresponding side view). Since the fastening structure is a three-dimensional structure, it is preferable to refer to both enlarged views together.

[0122] Referring to the enlarged view in Figure 9, mutually tightening concave-convex joints 241 and 611 can be formed at the other end of the arm 20 [the end where the second direction conversion pulley 32 is located] and the other end of the drive wire 40 extending to the other end of the arm 20 [since the connecting part 610 is connected to the other end, the other end is the same as the connecting part 610]. Since the concave-convex joints 241 and 611 are formed as a pair of grooves 611 and protrusions 241, they are tightened by insertion when adjacent. When the concave-convex joints 241 and 611 are tightened, the other end of the arm 20 and the drive wire 40 are fixed so that they cannot move relative to each other, and the fender unit 60 connected to the drive wire 40 is also fixed to the arm. Therefore, in the state where the concave-convex joints 241 and 611 are tightened, the tension of the drive wire 40 actually only acts on the arm 20. Therefore, the arm 20 can be operated more easily in the state where the concave-convex joints 241 and 611 are tightened.

[0123] As shown in Figure 9, before the arm 20 reaches the lowermost end 10a of the track 10, the concave-convex joints 241 and 611 remain in a tight state. Therefore, in fact, the tension of the driving wire is concentrated on the arm throughout the entire track section except for the lowermost end 10a of the track 10, which makes the arm easy to slide and move.

[0124] Conversely, the interlocking parts 241 and 611 automatically release their fastening state before the arm 20 reaches the lowermost end 10a of the track 10 (refer to the enlarged lower view of FIG. 9). Therefore, there is no problem when lowering the fender unit 60 at the lowermost end of the track. That is, to release the fender unit 60, the drive wire 40 needs to move relative to the arm 20, so the fastening state of the interlocking parts 241 and 611 can be automatically released before the fender unit 60 reaches the point where it disengages from the arm 20, i.e., the lowermost end 10a of the track 10. The track 10 of the present invention includes a curved section 130 at the lower end that changes the angle of the arm 20, so the fastening state of the interlocking parts 241 and 611 can be automatically changed by utilizing the angle change of the arm 20 based on the curved section.

[0125] More specifically, the concave-convex joints 241 and 611 will separate from each other if the included angle α between the other end of the arm 20 and the other end of the drive wire 40 is increased according to the change of the angle of the arm 20 (refer to the enlarged view at the bottom of Figure 9). That is, taking the other end of the drive wire 40 pulled in the vertical direction as a reference, changing the angle of the arm 20 can automatically separate the concave-convex joints 241 and 611 formed by the protrusion 241 and the groove 611 according to the interval change caused by the angle change.

[0126] As previously described, the curved section 130 of track 10 curves downwards before the lowermost end 10a. Therefore, the path of arm 20 changes before reaching the lowermost end 10a to reduce the direction of inclination (towards a more horizontal angle change, see the lower end position in Figure 9). Conversely, since the other end of the drive wire 40 is pulled vertically, the angle α between the other end of arm 20 and the other end of drive wire 40 increases as the inclination of arm 20 decreases (i.e., the arm gets closer to the lowermost end of the track), (see enlarged view). Therefore, when the angle α' between the other end of arm 20 and the other end of drive wire increases to the point that the protrusion 241 and the groove 611 can disengage, the concave-convex joints 241 and 611 can be automatically separated as shown in the figure.

[0127] That is, before the arm 20 reaches the lowermost end 10a of the track 10, if the included angle α' exceeds the limit angle β, the concave-convex joints 241 and 611 can be separated. At this time, the limit angle β can be the angle corresponding to the length of the protrusion 241. The included angle α' is increased at the instant it enters the curved section 130, and the arm 20 will exceed the limit angle before reaching the lowermost end 10a of the track. Therefore, if the arm reaches the lowermost end of the track, the concave-convex joint will be converted to a separated state as shown in the figure. If the concave-convex joints 241 and 611 are separated, the drive wire 40 and the fender unit 60 are no longer restricted by the arm 20, so the fender unit 60 detaches from the arm 20 and falls to the water surface.

[0128] The connecting portion 610 connects the fender unit 60 to the other end of the drive wire 40, effectively defining the position of the other end of the drive wire 40. Various structures can be used to connect the connecting portion 610 to the fender unit 610 and the drive wire 40. For example, the connecting portion 610 can also be formed by a pulley device suspended from the other end of the drive wire 40. In this case, after passing through the connecting portion 610, the drive wire 40 can be fixed at an appropriate position on the arm 20. However, the connecting portion 610 can be deformed in various forms, so different forms of connecting portions 610, such as not using a pulley device and connecting the fender unit 60 to the end of the drive wire 40, can be considered if necessary. The connecting portion 610 is essentially the same as the other end of the drive wire 40; therefore, the concave-convex joints 241 and 611 can be formed at the other end of the arm 20 and the connecting portion 610. The groove 611 and the protrusion 241 constituting the concave-convex joints 241 and 611 can also change their positions, so there is no need to limit them in the drawings.

[0129] If the aforementioned concave-convex joints 241 and 611 are applied, as shown in the enlarged lower view of Figure 9, before the arm 20 reaches the lowermost end 10a of the track 10, the concave-convex joints 241 and 611 remain in a tightened state. Therefore, the tension of the drive wire 40 is directly transmitted to the arm 20, thereby allowing for a more effective descent of the arm 20 and the fender unit 60. Conversely, when the arm 20 is raised, as shown in the enlarged view of Figure 10, the moment the arm 20 enters the curved section 130 from the lowermost end 10a of the track 10, the inclination of the arm 20 changes, reducing the included angle (refer to α in Figure 9). This causes the concave-convex joints 241 and 611 to automatically tighten, thus again directly transmitting the tension of the drive wire 40 to the arm 20, effectively raising the arm 20 and the fender unit 60. By applying the concave-convex joints as described above, the arm 20 and the fender unit 60 can be operated more conveniently using the drive wire.

[0130] During this operation, when the fender unit 60 rises and is supported by the arm 20 at the lower position of Figure 10, a fender brake 242 can be provided at the rising point of the fender unit 60, closely attached to the other end of the fixing arm 20 and the connecting part 610 of the fender unit 60. The fender brake 242 can fix the connecting part 610 at the rising point of the fender unit, preventing the fender unit 60 from crossing the side of the second direction conversion pulley 32. The fender brake 242 can be implemented in various structures, but for example, it can be formed into a protruding structure at the other end of the arm 20 that can be locked onto the connecting part 610. A connecting plate with an increased contact area with the fender brake can also be applied to the corresponding surface of the connecting part 610 that contacts the fender brake 242 (refer to 612 in the enlarged view at the lower end of Figure 9).

[0131] Furthermore, when the arm 20 is raised to the upper end of the track 10, the aforementioned clamping module (refer to 140 in FIG. 3) is fastened to the locking handle (refer to 250 in FIG. 3) to fix the arm 20. Therefore, the arm 20 and the fender unit 60 are actually fixed by the concave and convex joints 241, 611 and both sides of the clamping module 140, so there is no need to continue pulling the drive wire 40. Thus, the fender device of the present invention can be used more effectively with the above structure.

[0132] On the other hand, referring to FIG10, when operating arm 20 as described above, the independent drive unit 70 maintains elasticity only using weight block 74 to prevent the traction wire 71 from being stretched, as previously described. That is, when arm 20 and fender unit 60 are raised and lowered, the position of traction wire 71 changes. Therefore, as traction wire 71 is raised and lowered, weight block 74 is moved accordingly to maintain elasticity and prevent traction wire 71 from being stretched. As described above, the independent drive unit 70 maintains a manual state when drive wire 40 is working. However, after drive wire is released and fender unit 60 is disengaged from arm 20, traction force is applied only to arm 20, thereby allowing the position of arm 20 to be changed only to the desired extent. This also easily eliminates arm-based interference. Hereinafter, the adjustment operation of arm 20 using independent drive unit 70 will be described in more detail with reference to FIG12.

[0133] Figure 12 is a diagram showing the usage state of the arm of the independent drive unit in the deployed state of the fender device in Figure 11.

[0134] Referring to Figure 12, as shown in Figure 12(a), when the arm 20 reaches the lowermost end 10a of the track 10 [i.e., the actuator 50 operates, releasing the drive wire 40 until the arm 20 reaches the lowermost end 10a of the track 10], the fender unit 60 detaches from the arm 20 and descends to the water surface B. By positioning the fender unit 60 in this state between ships or between a ship and mooring equipment, collisions or impacts can be averted.

[0135] However, in the state shown in Figure 12(a), the arm 20 protrudes considerably outward from the hull A, potentially causing interference with external structures (such as mooring facilities). In this case, as shown in Figure 12(b), with the drive cable disconnected, the position of the arm 20 can be adjusted by using only the traction cable 71 to pull the arm 20. That is, with the fender unit 60 disengaged, the traction force is applied to the arm 20 independently using the independent drive unit 70 and the drive cable 40, thereby allowing adjustment of only the position of the arm 20.

[0136] As previously described, the independent drive unit 70 can apply traction by increasing the gap between the variable pulley 722 and the fixed pulley 721 through the retraction cylinder unit 73. At this time, the weight block 74 is locked in place by the brake 75, so the other end of the traction wire 71 connected to the weight block 74 is actually fixed. By retracting the cylinder, the induced change in the gap between the variable pulley 722 and the fixed pulley 721 directly acts on the arm 20, thus allowing the traction wire 71 to be pulled to the desired degree. Since the traction wire 71 is locked by the traction wire pulley 35 at the upper end of the track 10, the arm 20 can also be pulled to the upper end of the track 10 and secured to the aforementioned clamp module (refer to 140 in FIG3) as much as possible using the traction wire 71.

[0137] As described above, since only the arm 20 can be moved using the independent drive unit 70, the fender unit 60 can move only the arm (20) to the hull while positioned on the water surface, thereby easily eliminating interference with unnecessary external structures (not shown). Therefore, the present invention can be applied very effectively in a variety of situations. As described above, the present invention can be used to remove impacts and to make more efficient use of the vessel.

[0138] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, those skilled in the art will understand that the invention can be implemented in other specific ways without changing the technical concept or essential features of the invention. Therefore, it should be understood that the embodiments described above are exemplary in all respects and not limiting.

Claims

1. A movable fender device, characterized in that, include: The track, supported by the hull, slopes downwards outwards from the hull. An arm, one end of which is slidably attached to the track; At least one tension adjustment pulley is provided at the upper end of the track, and at least two are provided at one end and the other end of the arm; A drive wire extends from the outside of the track via the tension adjusting pulley to the other end of the arm; an actuator winds or unwinds one end of the drive wire located outside the track to adjust the length of the drive wire; And a fender unit, connected to the other end of the drive wire located at the other end of the arm, which pushes the arm away and places it on the upper end of the track if the drive wire is tangled, and detaches from the arm and descends to the water surface by its own weight if the drive wire is untangled.

2. The movable fender device according to claim 1, characterized in that, If the arm reaches the lowermost end of the track and stops, the fender unit automatically disengages from the arm.

3. The movable fender device according to claim 2, characterized in that, The track includes a curved section that changes the path of the arm before reaching the lowermost end, changing the angle of the arm along the direction in which the inclination of the arm decreases.

4. The movable fender device according to claim 3, characterized in that, It also includes a concave-convex joint, which is disposed at the other end of the arm and the other end of the drive wire. When adjacent, they are fastened to each other. By changing the angle of the arm, the included angle between the other end of the arm and the other end of the drive wire increases, and the concave-convex joints are separated from each other.

5. The movable fender device according to claim 4, characterized in that, If the included angle exceeds a limit angle just before the arm reaches the bottom of the track, the concave-convex joint is separated.

6. The movable fender device according to claim 1, characterized in that, The tension adjusting pulley includes: a first direction-changing pulley disposed at the upper end of the track; a second direction-changing pulley disposed at the other end of the arm; and an arm adjusting pulley located at one end of the arm, positioned between the first and second direction-changing pulleys at a lower position than both of them, distributing the load of the arm on both sides of the drive wire on the first and second direction-changing pulley sides.

7. The movable fender device according to claim 6, characterized in that, It also includes a tensioning pulley, which applies pressure to the drive wire between the first direction-changing pulley and the actuator, and between the arm-adjusting pulley and the second direction-changing pulley to increase tension.

8. The movable fender device according to claim 1, characterized in that, It also includes an independent drive unit, which, when the fender unit is disengaged, applies traction force to the arm independently of the drive wire, adjusting only the position of the arm.

9. The movable fender device according to claim 8, characterized in that, The independent drive unit includes: a pulley unit comprising a fixed pulley and a variable pulley; a traction steel wire, one end of which is connected to the arm, and the other end which is wound around the fixed pulley and the variable pulley at least once and connected to a weight block; and a cylinder unit connected to the variable pulley and extending and retracting to adjust the interval between the fixed pulley and the variable pulley, thereby providing traction force to the arm.

10. The movable fender device according to claim 9, characterized in that, With the cylinder unit in a fixed state, the traction steel wire is pulled by the weight block and maintains its elasticity.

11. The movable fender device according to claim 1, characterized in that, Also includes: A locking handle is formed on one side of the arm, and a clamping module is disposed at the upper end of the track. The locking handle can be repeatedly changed between an open position and a fastened position secured to the locking handle by means of the pressure applied by the locking handle.

12. The movable fender device according to claim 11, characterized in that, The clamp module includes: a hook portion, which is swaying up and down and is coupled to a hinge shaft, including an inclined surface that is in inclined contact with the locking handle, and is swayed by the inclined surface of the inclined surface; a path plate, which forms a planar cam trajectory that connects a first fixed point and a second fixed point at different heights in a closed loop and is vertically configured; and a connecting rod component, one end of which is connected to the hook portion and the other end is inserted into the cam trajectory, which moves along the cam trajectory when the hook portion is swayed, changing the height of the hook portion between a first height corresponding to the first fixed point and a second height corresponding to the second fixed point.

13. The movable fender device according to claim 1, characterized in that, It also includes a fender storage section, which expands to both sides of the arm and fits tightly against the side of the fender unit to prevent the fender unit, which is in close contact with the arm, from moving.

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