Modular intelligent adjustable dock pier adjusting device and system

Abstract

The application provides a modular intelligent adjustable dock pier adjusting device and system. The device comprises a moving trolley, a middle pier assembly, a bow pier assembly and an aft pier assembly. The moving trolley is provided with a traveling mechanism for driving the moving trolley to move, a flexible shaft power device and a central controller. Each bow pier assembly, each aft pier assembly and each middle pier assembly are provided with a power interface which is detachably connected with the movable end of the flexible shaft. The central controller receives preset position data of each dock pier of the ship to be repaired, and sends adjusting control instructions to the flexible shaft power device according to each position preset data, so as to realize the spatial position adjustment of each dock pier. The application is suitable for the dock pier adjustment of different types of ships and solves the problem of low precision of manual adjustment. The single-person operation of the moving trolley can complete the pier-by-pier adjustment of all dock piers, greatly reducing the labor intensity and improving the operation efficiency.

Description

Technical Field

[0001] This invention relates to the technical field of ship repair and manufacturing, and in particular to a modular intelligent adjustable dock support adjustment device and system. Background Technology

[0002] A dry dock is a dock-like structure used for shipbuilding and repair. When flooded, it allows ships to enter and exit; when dewatered, it allows for shipbuilding and repair on a dry bottom. Located within shipyards, it is primarily used for ship repair. Dock blocks are the core load-bearing devices installed at the bottom of the dock during ship construction and repair; their core function is to ensure the stability of the hull through mechanical support.

[0003] Traditional docking pier systems involve pre-positioning a large number of piers according to the ship's hull shape before it enters the dock. This process relies heavily on manual operation, and the adjustment process is affected by human intervention. Different ship shapes require a large number of piers, and the adjustment process is time-consuming and labor-intensive. The height and curve of each pier are fixed, making it impossible to flexibly adjust to the needs of different ships. Furthermore, many piers are used only once, leading to data waste. Summary of the Invention

[0004] In view of the above problems, the present invention is proposed to provide a modular intelligent adjustable dock support adjustment device and system that overcomes or at least partially solves the above problems, and can solve the problems of the prior art. The traditional dock support system relies on manual adjustment, which results in low operational precision, is time-consuming and labor-intensive, and cannot be flexibly adjusted to meet the needs of different ships. This system can bring convenience of operation, reduce the workload of staff, and adapt to the support and adjustment needs of different ships.

[0005] Specifically, according to one aspect of the present invention, the present invention provides a modular intelligent adjustable dock support adjustment device, including a mobile trolley, and multiple midship support components, multiple bow support components, and multiple stern support components disposed at the bottom of the dock. The mobile trolley is equipped with a traveling mechanism, a flexible shaft power unit, and a central controller; the traveling mechanism is used to drive the mobile trolley to move in all directions; the flexible shaft power unit includes a drive device, a flexible shaft installed at the output end of the drive device, and an adjustment device for adjusting the position of the movable end of the flexible shaft; the drive device provides rotational power to the flexible shaft. Each of the bow pier assemblies is evenly spaced along the docking baseline of the ship and is located in front of the dock bottom. Each of them has a power interface that can be detachably connected to the movable end of the flexible shaft, which is used to adjust the height of the support bow position by external power. Each of the aforementioned stern support components is evenly spaced along the docking baseline of the ship and is located behind the dock bottom. Each of them has a power interface that can be detachably connected to the movable end of the flexible shaft, which is used to adjust the height of the stern support by external power. Each of the midship pier assemblies is evenly spaced along the docking baseline of the ship and is located in the middle of the dock bottom. Each of them has a power interface that can be detachably connected to the movable end of the flexible shaft, which is used to adjust the height and horizontal position of the midship pier by external power. The central controller is configured to receive preset position data for each midship pier assembly, each bow pier assembly, and each stern pier assembly of the hull to be repaired, and to issue adjustment control commands to the flexible shaft power unit according to the preset position data for each position, so as to realize the spatial position adjustment of each midship pier assembly, each bow pier assembly, and each stern pier assembly.

[0006] Preferably, it also includes a three-dimensional spatial scanning imaging system and a laser leveling system; The three-dimensional spatial scanning imaging system is set up around the dock and acquires images of the actual spatial positions of each midship pier assembly, each bow pier assembly, and each stern pier assembly, generating spatial position data for each dock pier. The laser leveling system is installed in the dock and generates corresponding height data by measuring the top surface height of each midship pier assembly, each bow pier assembly, and each stern pier assembly. The central controller is also configured to: receive the actual spatial position data and height data of each dock pier, compare them with the theoretical position data of the ship to obtain a compensation value, and send the corresponding flexible shaft power device according to the compensation adjustment command below the compensation value, so as to realize the compensation adjustment of the spatial position of each midship pier assembly, each bow pier assembly, and each stern pier assembly.

[0007] Preferably, the driving device includes a first drive motor, which is mounted on the mobile trolley; one end of the flexible shaft is mounted on the output shaft end of the first drive motor. The adjustment device includes an electric telescopic rod, a second drive motor, and a steering rod; The electric telescopic rod is installed on the platform of the mobile trolley with the telescopic end facing upward, and the second drive motor is installed at the end; the steering rod is installed on the output shaft end of the second drive motor and can swing vertically with the rotation of the output shaft of the second drive motor, and the other end of the steering rod is movably installed on the other end of the flexible shaft.

[0008] Preferably, each of the midship pier components includes a first base structure installed at the bottom of the dock, a midship pier center pier, and two midship pier side piers; the first base is a steel beam frame structure; the midship pier center pier is installed in the middle of the first base, and the two midship pier side piers are symmetrically arranged and installed on the left and right sides of the first base respectively; The midship pier has a first wooden base and a first pad; the first wooden base is installed on the upper end of the first base, and the first pad is installed on the first wooden base; The midship pier has a second wooden base, a second pad, and a height and horizontal position adjustment mechanism; the height and horizontal position adjustment mechanism is mounted on the first base, the second wooden base is mounted on the upper end of the height and horizontal position adjustment mechanism, and the second pad is mounted on the upper end of the second wooden base; the height and horizontal position adjustment mechanism has a power interface for adjusting the height and horizontal position of the second wooden base by power connection with the flexible shaft.

[0009] Preferably, the height and horizontal position adjustment mechanism includes a horizontal adjustment mechanism, a height adjustment mechanism, a power transmission mechanism, and a movable seat; The horizontal adjustment mechanism includes a fixed block installed on the upper side of the first base. The upper end of the fixed block has a first horizontally extending groove. The first slider is horizontally slidably installed in the first groove. A first bidirectional lead screw is horizontally extended and rotatably installed in the first groove. The first bidirectional lead screw passes through the first slider and is threadedly engaged with it. A vertically arranged first sleeve is installed on the upper end of the first slider. A lifting rod is vertically slidably connected in the upper end of the first sleeve. The upper end of the lifting rod is fixedly connected to the lower end of the movable seat. The height adjustment mechanism includes two translation frames respectively disposed on the front and rear sides of the fixed block. The upper end of the first base is provided with two horizontally arranged second slide grooves. The translation frames on the corresponding sides are slidably installed in the second slide grooves on the corresponding sides. Each of the translation frames is provided with a second sleeve that extends vertically and is rotatably mounted in the horizontal direction. A second bidirectional lead screw is vertically arranged inside each second sleeve, and each second bidirectional lead screw is threadedly engaged with the corresponding second sleeve. The upper end of each second bidirectional lead screw is fixedly connected to the lower end of the translation plate. Each of the second sleeves is fitted with a first worm gear, and each of the translation frames is provided with a first worm extending in the horizontal direction and rotating in the vertical plane. The first worm meshes with the first worm gear for transmission. The first worm is hollow inside. The height adjustment mechanism also includes two transmission shafts, which are slidably disposed in the first worm on the corresponding side in the horizontal direction and are connected to the first worm through a spline structure. The power transmission mechanism includes a gearbox mounted on the first base. Inside the gearbox, a drive gear, two first one-way gears, and a second one-way gear are rotatably connected in the lateral direction. The two first one-way gears mesh with the drive gear, and the second one-way gear meshes with the drive gear. The transmission directions of the first one-way gear and the second one-way gear are opposite. The shaft of the drive gear serves as a power interface and is detachably connected to the flexible shaft; the shafts of the two first one-way gears are coaxially connected to the transmission shaft on the corresponding side; the second one-way gear is coaxially connected to the first two-way lead screw. The second wooden base is installed on the upper end of the movable base.

[0010] Preferably, each of the bow abutment assemblies and each of the stern abutment assemblies has the same structure; each of the bow abutment assemblies / each of the stern abutment assemblies includes a second base structure and a bow mid-bill / stern mid-bill; the bow mid-bill / stern mid-bill is installed in the middle of the second base on the corresponding side; The bow mid-pier / stern mid-pier has a third wooden base, a third pad, and a mechanical lifting mechanism; the mechanical lifting mechanism is mounted on the third base, the third wooden base is mounted on the upper end of the mechanical lifting mechanism, and the third pad is mounted on the upper end of the third wooden base; the mechanical lifting mechanism has a power interface for adjusting the height of the third wooden base by power connection with the flexible shaft; The mechanical lifting mechanism includes a housing, inside which are arranged two third sleeves that extend vertically and rotate on a horizontal plane, with the two sleeves arranged longitudinally at intervals; each sleeve is provided with a one-way screw, and the two one-way screws extend upward through the housing and are fixedly installed at their ends with a third wooden base; Each of the sleeves is fitted with a second worm gear; the housing is also provided with a second worm extending laterally and rotating in a vertical plane, the second worm meshing with two second worm gears respectively; one end of the second worm serves as a power interface and is detachably connected to the flexible shaft.

[0011] Preferably, the flexible shaft and the rotating shaft of the power interface are detachably connected by a spring-loaded claw-type toothed spline quick-connect structure.

[0012] Preferably, the translation rod is slidably installed inside the steering rod along the length direction of the rotating rod, and the end of the translation rod is connected to an annular sleeve. A collar is provided inside the annular sleeve, and the flexible shaft is rotatably installed inside the collar via a bearing. A plurality of connecting springs are connected between the collar and the annular sleeve. The plurality of connecting springs extend radially along the collar and are evenly distributed circumferentially. It also includes a first connecting structure mounted on the annular sleeve and a second connecting structure that mates with the first connecting structure, wherein the second connecting structure is mounted on the shaft of the drive gear or the shaft of the second worm. The first connecting structure includes an annular groove at the right end of the annular sleeve, a fixed ring connected to the right end of the annular groove, a movable ring slidably connected within the annular groove, a first inclined surface on the left side of the annular groove, a second inclined surface on the left side of the movable ring, and a third inclined surface on the right side; a receiving groove is provided at the left end, and a fourth inclined surface that fits against the third inclined surface is provided within the receiving groove; the right end face of the fixed ring is a curved surface structure; the first connecting structure also includes a first rotating shaft mounted on the flexible shaft end, the right end of the first rotating shaft being tapered, and a plurality of axially extending first splines being evenly distributed circumferentially on the outer wall of the first rotating shaft, the ends of the first splines being tapered; The second connecting structure includes a mating ring, the inner diameter of which is larger than the outer diameter of the annular sleeve. Multiple placement grooves are evenly distributed circumferentially on the inner sidewall of the mating ring. A trapezoidal block is slidably disposed in each of the receiving grooves, with the inclined surface of the trapezoidal block facing the flexible shaft. A telescopic spring connects the rear end of each trapezoidal block to the bottom of the corresponding receiving groove. The trapezoidal block can engage with one side of the receiving groove of the fixed ring to achieve locking, and can also engage with the moving ring to allow the moving ring to move, so that the moving ring can be inserted into the receiving groove, thereby disengaging the trapezoidal block from the fixed ring and the moving ring. The second connecting structure further includes a second rotating shaft, which rotates coaxially to the right side of the mating ring. A circular groove is formed on the left side of the second rotating shaft, the inner diameter of which matches the outer diameter of the first rotating shaft. Multiple axially extending second splines are evenly distributed circumferentially on the inner sidewall of the circular groove. The ends of the second splines are tapered, and the second splines and the first splines are interleaved and inserted into each other. The second rotating shaft is coaxially mounted on the shaft of the driving gear or the shaft of the second worm.

[0013] The present invention also provides a system for the modular intelligent adjustable dock support adjustment device described above, including a data acquisition module, a data processing module, a travel control module, a drive control module, an adjustment control module, an intelligent display and control module, and a storage module integrated in a central controller. The data acquisition module receives preset position data for each midship pier assembly, each bow pier assembly, and each stern pier assembly of the hull to be repaired; The data processing module processes the preset location data and generates corresponding control commands; The drive control module is used to receive control commands from below the data processing module to drive the flexible shaft to rotate and provide adjustment power input for each midship pier assembly, each bow pier assembly and each stern pier assembly; The movement control module is used to receive control commands from the user below to drive the mobile vehicle to move. The adjustment and control module is used to receive control commands from the user below to adjust the position of the movable end of the flexible shaft; The intelligent display and control module is used to realize human-computer interaction, and allows users to select the aforementioned location data and control commands through this module; The storage module is used to store the aforementioned data information.

[0014] Preferably, the modular intelligent adjustable dock support adjustment system also includes a three-dimensional spatial scanning imaging module, a laser leveling module, and a parameter compensation data processing module; The three-dimensional spatial scanning imaging module is used to acquire images of the actual spatial positions of each midship pier assembly, each bow pier assembly, and each stern pier assembly, and generate spatial position data for each dock pier. The laser leveling module is used to obtain the top surface height data of each midship pier assembly, each bow pier assembly, and each stern pier assembly and generate the corresponding height data; The parameter compensation data processing module receives the spatial position and height data of each dock pier, compares it with the theoretical position data of the ship to obtain compensation data, and sends the corresponding compensation adjustment command to the corresponding flexible shaft power unit according to the compensation value, so as to realize the compensation adjustment of the spatial position of each midship pier assembly, each bow pier assembly, and each stern pier assembly.

[0015] This invention discloses a modular intelligent adjustable dock support adjustment device and system. A movable trolley is equipped with a drive device for providing torque power to a flexible shaft and an adjustment device for adjusting the position of the flexible shaft's movable end. The flexible shaft can be detachably connected to the power interface of each midship support assembly, each bow support assembly, and each stern support assembly. Through power transmission via the flexible shaft, the spatial position of each midship support assembly, bow support assembly, and stern support assembly is adjusted. The drive device can deliver power according to control commands based on preset position data from a central controller, thereby adjusting the space of each dock support. This embodiment is adaptable to dock support adjustment for different types of vessels and solves the problem of low precision in manual adjustment. Only one person needs to operate the movable trolley to complete the adjustment of all dock supports, greatly reducing labor intensity and improving work efficiency. Simultaneously, the active power adjustment associated with the dock supports is eliminated; only the power structure needs to be retained to achieve full dock support adjustment, reducing costs and facilitating subsequent maintenance. Each dock support can be reused, further saving costs.

[0016] Furthermore, in the modular intelligent adjustable dock support adjustment device and system of the present invention, the true spatial position of each dock support can be obtained through a three-dimensional spatial scanning imaging system, and the precise elevation can be measured by a laser leveling system. This allows for rapid calculation of the on-site error of each dock support, enabling error identification and targeted correction for each dock support, and eliminating local deviations. No manual measurement or comparison is required, reducing manpower input and achieving rapid calibration.

[0017] The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments of the invention in conjunction with the accompanying drawings. Attached Figure Description

[0018] The following sections will describe some specific embodiments of the invention in detail by way of example and not limitation, with reference to the accompanying drawings. The same reference numerals in the drawings denote the same or similar parts or portions. Those skilled in the art should understand that these drawings are not necessarily drawn to scale. In the drawings: Figure 1 This is a simplified structural diagram of a modular intelligent adjustable dock support adjustment device according to an embodiment of the present invention (view 1). Figure 2 This is a simplified structural diagram of a modular intelligent adjustable dock support adjustment device according to an embodiment of the present invention (view 2). Figure 3 This is a simplified structural diagram of the midships pier assembly in a modular intelligent adjustable dock support pier adjustment device according to an embodiment of the present invention. Figure 4 This is a three-dimensional structural diagram of the docking of the midship component and the moving trolley in a modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention, from perspective 1. Figure 5 This is a three-dimensional structural diagram (perspective two) of the docking of the midship component and the moving trolley in a modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention. Figure 6 This is a schematic diagram of the main view of the docking of the midship component and the moving trolley in a modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention. Figure 7 This is a three-dimensional structural schematic diagram (view 1) of the midships pier component in a modular intelligent adjustable dock support pier adjustment device according to another embodiment of the present invention. Figure 8 This is a partial three-dimensional structural diagram of the bow pier assembly / stern pier assembly in a modular intelligent adjustable dock support pier adjustment device according to another embodiment of the present invention. Figure 9This is a partial three-dimensional structural diagram of the power transmission mechanism in a modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention. Figure 10 This is a partial three-dimensional structural diagram of the mobile trolley in a modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention. Figure 11 This is a three-dimensional structural diagram of the first and second connecting structures cooperating in a modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention. (View 1) Figure 12 This is a three-dimensional structural diagram (view 2) of the first and second connecting structures cooperating in a modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention. Figure 13 This is a cross-sectional structural diagram of the first and second connecting structures in a modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention. Figure 14 This is a cross-sectional structural diagram of the first and second connecting structures in the modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention, showing the locking position of the first connecting structure and the second connecting structure. Figure 15 This is a cross-sectional structural diagram of the first and second connecting structures in the modular intelligent adjustable dock support adjustment device according to another embodiment of the present invention during the unlocking process. Figure labels: 1. Moving trolley; 2. Midships pier assembly; 3. Bow pier assembly; 4. Stern pier assembly; 5. Traveling mechanism; 6. Flexible shaft power unit; 7. Central controller; 8. Drive unit; 9. Adjustment device; 10. Three-dimensional spatial scanning imaging system; 11. Laser leveling system; 12. First drive motor; 13. Electric telescopic mast; 14. Second drive motor; 15. Steering rod; 16. First base; 17. Midships pier center pier; 18. Midships pier side pier; 19. First timber... 20. Headstock; 21. First pad; 22. Second wooden seat; 23. First and second pads; 24. Height and level adjustment mechanism; 25. Level adjustment mechanism; 26. Height adjustment mechanism; 27. Power transmission mechanism; 28. Moving seat; 29. ​​Fixed block; 30. First slide rail; 31. First double-acting screw; 32. First sleeve; 33. Lifting rod; 34. Translation frame; 35. Second slide rail; 36. Second sleeve; 37. Second double-acting screw; 38. 39. First worm gear; 40. Drive shaft; 41. Gearbox; 42. Drive gear; 43. First one-way gear; 44. Second one-way gear; 45. Second base; 46. Bow mid-bearing; 47. Stern mid-bearing; 48. Third wooden seat; 49. Third pad; 50. Mechanical lifting mechanism; 51. Housing; 52. Third sleeve; 53. One-way lead screw; 54. Second worm gear; 55. Second worm; 56. Translation rod; 57. Annular sleeve; 58. Collar; 59. Connecting spring; 60. First connecting structure; 61. Second connecting structure; 62. Annular groove; 63. Fixed ring; 64. Moving ring; 65. First inclined surface; 66. Second inclined surface; 67. Third inclined surface; 68. Receiving groove; 69. Fourth inclined surface; 70. First rotating shaft; 71. First spline; 72. Placement groove; 73. Trapezoidal block; 74. Telescopic spring; 75. Second rotating shaft; 76. Circular groove; 77. Second spline; 78. Flexible shaft; 79. Mating ring. Detailed Implementation

[0019] Obviously, the accompanying drawings described below are merely some examples or embodiments of the modular intelligent adjustable dock support adjustment device and system of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to the design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of this application.

[0020] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0021] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” “the,” and similar words used in this application do not indicate quantity limitation and may represent singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units not listed, or may include other steps or units inherent to such processes, methods, products, or apparatus.

[0022] Figure 1 This is a simplified structural diagram of a modular intelligent adjustable dock support adjustment device 9 according to an embodiment of the present invention, shown from one perspective. Figure 1-15 As shown, this embodiment of the invention provides a modular intelligent adjustable dock support adjustment device 9, including a mobile trolley 1 and multiple midship support assemblies 2, multiple bow support assemblies 3, and multiple stern support assemblies 4 disposed on the dock bottom. Specifically, the mobile trolley 1 is used to adjust the dock supports at various locations on the dock bottom, wherein each dock support is a superordinate concept of each midship support assembly 2, each bow support assembly 3, and each stern support assembly 4. This makes it suitable for maintenance work on different types of ships.

[0023] The mobile trolley 1 is equipped with a traveling mechanism 5, a flexible shaft 78, a power unit 6, and a central controller 7. The traveling mechanism 5 is used to drive the mobile trolley 1 to move in all directions. Specifically, the mobile trolley 1 is a four-wheeled mobile trolley 1, which is equipped with a drive wheel set, a steering mechanism, a parking brake locking structure, and a personnel operating platform; it can travel, steer, and lock at fixed points throughout the dock bottom, enabling the trolley to move to any dock pier position. The traveling mechanism 5 adopts some of the structure of an automobile, and users can use a steering wheel or other means to control direction and movement.

[0024] The power unit 6 for the flexible shaft 78 includes a drive unit 8, a flexible shaft 78 mounted on the output end of the drive unit 8, and an adjustment device 9 for adjusting the position of the movable end of the flexible shaft 78; the drive unit 8 provides rotational power to the flexible shaft 78. Specifically, the drive unit 8 is mounted on the moving trolley 1 and provides power to the rotating shaft of the flexible shaft 78. This power can be unidirectional or bidirectional, and the power can be stopped after rotation.

[0025] Among them, the flexible shaft 78 is a flexible shaft transmission type 78. This flexible shaft 78 belongs to the existing connection and transmission technology. The various properties of the flexible shaft 78 include torque transmission, forward and reverse rotation, fatigue resistance, bending strength, and torsional resistance, etc., which can realize flexible docking between shafts. This flexible shaft 78 technology is widely used in the shipbuilding industry. A detailed description of this structure will not be provided here. Regarding the adjustment device 9, the position of the movable end of the flexible shaft 78 can be adjusted using the adjustment device 9, enabling the flexible shaft 78 to be lowered, rotated for storage to avoid the hull, and adjusted in terms of its overall spatial attitude.

[0026] The central controller 7 is equipped with an industrial touchscreen for human-machine interaction. It is mounted on the mobile cart 1 and uses a PLC for control. The PLC controls the drive device 8 and the adjustment device 9 through human-machine interaction, thereby controlling the torque of the flexible shaft 78 and the position of its movable end. However, the central controller 7 may not perform all of these functions, which will be described in detail later.

[0027] Each bow block assembly 3 is evenly spaced along the ship's docking baseline in front of the dock bottom and has a power interface detachably connected to the movable end of the flexible shaft 78 for adjusting the height of the bow support via external power. Each stern block assembly 4 is evenly spaced along the ship's docking baseline behind the dock bottom and also has a power interface detachably connected to the movable end of the flexible shaft 78 for adjusting the height of the stern support via external power. Specifically, the bow block assemblies 3 and stern block assemblies 4 have identical structures. Each assembly has a power interface, which can be connected to the power interface by detaching the movable end of the flexible shaft 78. The drive device 8 transmits power to the dock block power interface via the steel wire core of the flexible shaft 78, thereby achieving height adjustment of the bow block assemblies 3 and stern block assemblies 4.

[0028] Each midship pier assembly 2 is evenly spaced along the ship's mooring baseline in the middle of the dock bottom, and each has a power interface detachably connected to the movable end of the flexible shaft 78. This allows for external power adjustment of the midship pier's height and level. Similarly, the midship pier assembly 2 has a power interface that can be connected to the movable end of the flexible shaft 78. A drive device 8 transmits power to the dock pier's power interface via the steel wire core of the flexible shaft 78, thereby achieving height and level adjustment of the midship pier assembly 2. This adapts to different ship types.

[0029] The central controller 7 is configured to receive preset position data for each midship assembly 2, each bow assembly 3, and each stern assembly 4 of the hull to be repaired, and to issue adjustment control commands to the power unit 6 of the flexible shaft 78 based on the preset position data for each position, so as to realize the spatial position adjustment of each midship assembly 2, each bow assembly 3, and each stern assembly 4. Specifically, the central controller 7 can pre-download preset position data for each midship assembly 2, each bow assembly 3, and each stern assembly 4 of the vessel to be repaired for use in subsequent control commands. The spatial position of each midship assembly 2, each bow assembly 3, and each stern assembly 4 is uniform in the initial position by default, such as uniform height, horizontal position, etc.

[0030] In this embodiment, the modular intelligent adjustable dock support adjustment device 9, when in use, inputs the theoretical preset height and horizontal position parameters of each midship support assembly 2, each bow support assembly 3, and each stern support assembly 4 corresponding to different ships into the central controller 7 of the mobile trolley 1, establishing a ship type database. The user boards the mobile trolley 1 and interacts with the central controller 7, selecting the ship model to be inspected. The central controller 7 reads the preset position data of all dock supports for that ship with one click, and the interface displays the required adjustment amount for each midship support assembly 2, each bow support assembly 3, and each stern support assembly 4. Then, the traveling mechanism 5 is activated, driving the mobile trolley 1 to one side of any dock support, and locking the parking brake upon arrival. Then, the position of the movable end of the flexible shaft 78 is adjusted using the adjusting device 9 to mate with the power interface of the corresponding dock pier. After mate-interaction, the dock pier with that number is selected on the human-machine interface of the central controller 7, and the position data to be adjusted is displayed. This data is sent to the drive device 8, which then transmits the torque to be adjusted to the corresponding dock pier according to the issued drive command, so that the corresponding dock pier is adjusted according to the preset original data. After adjustment, the flexible shaft 78 is disassembled from the power interface, and the position of the movable end of the flexible shaft 78 is adjusted using the adjusting device 9 to prevent the ship from damaging the flexible shaft 78 when the moving trolley 1 moves to the next dock pier. Then, the moving trolley 1 is driven by the traveling mechanism 5 to move to the next dock pier to be adjusted, and the above steps are repeated to complete the spatial position adjustment of all dock piers in the dock, including each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4, based on theoretical preset data. After adjustment, the ship awaits the next dock inspection work.

[0031] In this embodiment, a movable trolley 1 is used, equipped with a drive device 8 for providing torque power to the flexible shaft 78 and an adjustment device 9 for adjusting the position of the movable end of the flexible shaft 78. The flexible shaft 78 can be detachably connected to the power interface of each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4. Through the power transmission of the flexible shaft 78, the spatial position of each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4 is adjusted. The drive device 8 can deliver power according to the control commands based on the preset position data below the central controller 7, thereby achieving the spatial adjustment of each dock pier. This embodiment is adaptable to dock pier adjustment for different types of ships and solves the problem of low precision in manual adjustment. Only one person needs to operate the movable trolley 1 to complete the adjustment of each dock pier in the entire area, greatly reducing the intensity of manual labor and improving work efficiency. At the same time, the active power adjustment associated with the dock piers is eliminated; only the power structure needs to be retained to achieve full dock pier adjustment, reducing costs and facilitating subsequent maintenance work. Each dock pier can be reused, further saving costs.

[0032] Since each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4 is used cyclically, during use, the top pads of the dock piers are subjected to long-term pressure and wear, which may reduce their height. The dock bottom experiences slight settlement due to long-term load bearing, causing changes in the base height. Inherent adjustment errors of the equipment and adjustment errors caused by the site environment can also lead to discrepancies between the dock pier position or height adjusted according to theoretical data and the actual height on site. For example, according to theoretical data, this particular dock pier needs to be raised by 5 cm, making its top 5 meters above the ground. However, due to wear, after the dock pier is raised by 5 cm according to theoretical data, its top is only 4.98 meters above the ground, indicating that the dock pier is still 2 cm short of its support position. Therefore, we need to correct the data and perform data compensation, sending this compensation data to the central controller 7 to control the dock pier to be raised by another 2 cm. Thus, we introduced a data compensation mechanism.

[0033] Therefore, in some embodiments of the invention, as shown in the appendix Figure 1 As shown, it also includes a three-dimensional spatial scanning imaging system 10 and a laser leveling system 11.

[0034] The three-dimensional spatial scanning imaging system 10 is set up around the dock and acquires images of the actual spatial positions of each midship block assembly 2, each bow block assembly 3 and each stern block assembly 4 and generates spatial position data for each dock block.

[0035] The laser leveling system is installed in the dock and generates corresponding height data by taking the top surface height data of each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4.

[0036] The central controller 7 is also configured to receive the actual spatial position data and height data of each dock pier, compare them with the theoretical position data of the ship to obtain a compensation value, and send the corresponding flexible shaft 78 power unit 6 according to the compensation adjustment command below the compensation value to realize the compensation adjustment of the spatial position of each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4.

[0037] Specifically, the three-dimensional spatial scanning imaging system 10 is set up at fixed measurement points around the dock. The system has the functions of spatial image acquisition, three-dimensional coordinate calculation, and data modeling output, and can acquire the actual lateral position, longitudinal position, and actual height of the top surface of each dock support in real time. The laser leveling system 11 establishes a unique standard horizontal plane for the dock, and verifies and corrects the three-dimensional scanning height data with an absolute elevation benchmark to obtain a more accurate and consistent true dock height, ensuring a unified height benchmark throughout the site. After these data are measured, they are sent to the central controller 7 and compared with the theoretical position data of the ship type to determine which dock position data need to be compensated. The data is then stored in the central controller 7 to remind the user that the dock needs to be adjusted. The compensation data will be sent to the flexible shaft 78 power unit 6 on the mobile trolley 1 after the dock is moved to the dock and docking is completed. This will enable the dock to complete the compensation adjustment to compensate for the height compensation lifting and horizontal compensation translation of the dock, and correct the system errors caused by wooden pad wear, dock bottom settlement, mechanical clearance, and transmission deformation.

[0038] In this embodiment, the true spatial position of each dock pier can be obtained through the three-dimensional spatial scanning imaging system 10, and the precise elevation can be measured by the laser leveling system. The on-site error of each dock pier can be quickly calculated, enabling error identification and targeted correction for each dock pier, and eliminating local deviations. No manual measurement or comparison is required, reducing manpower input and achieving rapid calibration.

[0039] In some embodiments of the present invention, as shown in the appendix Figure 4 , 5 As shown in Figure 10, the drive device 8 includes a first drive motor 12, which is mounted on the mobile trolley 1. One end of the flexible shaft 78 is mounted on the output shaft of the first drive motor 12. Specifically, the remote transmission technology of the flexible shaft 78 has been widely used in the shipbuilding field, and will not be elaborated here. The first drive motor 12 provides the rotational power for the flexible shaft 78. The torque input of this rotational power is controlled by the central controller 7. For example, when a dock with a certain number needs to adjust its height, it needs to provide the flexible shaft 78 with a theoretical torque value to achieve a certain theoretical height, thereby realizing control and adjustment. The first drive motor 12 is a self-locking motor, meaning that after obtaining the theoretical torque value, the first drive motor 12 quickly locks itself after driving the flexible shaft 78 to rotate to that torque value. The self-locking motor is existing technology and will not be elaborated here.

[0040] The adjustment device 9 includes an electric telescopic rod 13, a second drive motor 14, and a steering rod 15.

[0041] The electric telescopic mast 13 is mounted on the platform of the mobile trolley 1 with its telescopic end facing upwards, and a second drive motor 14 is installed at its end. Specifically, the electric telescopic mast 13 is used to adjust its height after the mobile trolley 1 moves to a certain dock, so that the flexible shaft 78 is aligned with the power interface of that dock. Generally, the height of the power interface of docks of the same model is basically the same. The moving distance of the electric telescopic mast 13 can be controlled by the central controller 7, or it can be manually controlled.

[0042] The steering rod 15 is mounted on the output shaft of the second drive motor 14 and can swing vertically as the output shaft of the second drive motor 14 rotates. The other end of the steering rod 15 is movably mounted on the other end of the flexible shaft 78. Specifically, the second drive motor 14 can be connected to the central controller 7 to achieve angle control, or it can be manually controlled. The second drive motor 14 is a reversible motor, and it only needs to drive the steering rod 15 to rotate 90 degrees to reliably avoid collisions with the ship.

[0043] In this embodiment, during the movement of the mobile trolley 1, the electric telescopic rod 13 retracts to its lowest position, the second drive motor 14 controls the steering rod 15 to retract, and the flexible shaft 78 is in a retracted and avoidance posture, conforming to the vehicle body to avoid scraping the hull and dock structure during movement. When the trolley reaches the target dock and parks and locks, the control system controls the electric telescopic rod 13 to extend or retract accordingly based on the current dock interface height, adjusting the overall height of the movable end of the flexible shaft 78 to match the vertical position of the dock's power interface. After docking is completed, the first drive motor 12 starts independently, outputting rotational torque to the dock through the flexible shaft 78, completing the dock height adjustment or horizontal translation adjustment. After a single dock adjustment is completed and the flexible shaft 78 is disengaged, the electric telescopic rod 13 retracts and resets, the second drive motor 14 drives the steering rod 15 to swing back and retract, the flexible shaft 78 returns to its retracted and avoidance posture, and the trolley can then move to the next dock work station for cyclical operation.

[0044] In this embodiment, the vertical lifting of the electric telescopic rod 13 and the vertical swing of the steering rod 15 can adapt to a wide range of docking positions with large differences in height, such as the bow, midship, and stern docks, without the need for manual adjustment of the trolley's parking position, thus improving the overall docking efficiency.

[0045] In some embodiments of the present invention, as shown in the appendix Figure 7 As shown, each midship pier assembly 2 includes a first base 16 structure installed at the bottom of the dock, a midship pier center pier 17, and two midship pier side piers 18. The first base 16 is a steel beam frame structure. Specifically, the steel beam frame structure has reliable support strength, is pre-embedded and fixed to the bottom of the dock, has a large load-bearing capacity, is not prone to settlement, and has good overall rigidity.

[0046] The midship pier 17 is installed in the middle of the first base 16, and the two midship side piers 18 are symmetrically arranged and installed on the left and right sides of the first base 16 respectively.

[0047] The midships pier 17 has a first wooden base 19 and a first pad 20. The first wooden base 19 is installed on the upper end of the first base 16, and the first pad 20 is installed on the first wooden base 19. Specifically, the midships pier 17 is fixedly installed in the middle of the first base 16, and is a purely load-bearing fixed structure without an adjustment mechanism. The midships pier 17 is composed of the first wooden base 19 and the first pad 20 stacked together: the first wooden base 19 is directly installed on the upper end face of the first base 16, and the first pad 20 is stacked on top of the first wooden base 19, directly contacting the centerline area of ​​the hull bottom, playing a role in centrally fixing the load and balancing the load on the hull's centerline. Since the centerline position of the bottom is consistent for different ship types, and during maintenance, the center position of the bottom is consistent regardless of the ship type, the midships pier 17 does not have an adjustment mechanism, and it is best not to have one, to avoid affecting the support strength. The midships pier 17 is located directly under the hull and bears enormous hull pressure. The first pad 20 can be made of soft rubber to provide flexible protection. The first wooden base 19 connected to it is detachable and can be replaced as needed during use and after calibration.

[0048] The midship pier 18 has a second wooden base 21, a second pad, and a height and level adjustment mechanism. The height and level adjustment mechanism is mounted on a first base 16, the second wooden base 21 is mounted on the upper end of the height and level adjustment mechanism, and the second pad is mounted on the upper end of the second wooden base 21. The height and level adjustment mechanism has a power interface for adjusting the height and level of the second wooden base 21 by power connection with a flexible shaft 78.

[0049] Specifically, the height and horizontal position adjustment mechanism is integrally assembled on the first base 16, which contains a vertical lifting transmission pair and a horizontal sliding transmission pair. A standardized power interface is provided on the outside of the mechanism, allowing for detachable connection to the end of the flexible shaft 78 to receive external rotational power. The second wooden base 21 is installed at the top of the height and horizontal position adjustment mechanism, serving as a buffer bearing base. The second pad is stacked on top of the second wooden base 21, directly contacting the bottom of the outer sides of the hull, achieving flexible pressure bearing and protecting the hull plating and coating. Preferably, the second pad is a ram's horn seat with a certain rotational capacity, allowing for angular rotation based on the slope of the hull's outer surface. At this time, the three-dimensional spatial scanning imaging system 10 and the laser leveling system 11 acquire the spatial and height positions of the second wooden base 21.

[0050] In this embodiment, the first base 16 of the midship pier is permanently fixed to the dock bottom, and the midship pier 17 remains fixed in a long-term fixed installation state, forming a stable central support benchmark, eliminating the need for manual placement. The central controller 7 retrieves the theoretical height and lateral offset preset data of the left and right midship piers corresponding to the current ship type to determine the required adjustment amount of the two side piers. The moving trolley 1 travels to the side of the single midship pier side pier 18, lowers and aligns the flexible shaft 78, and manually inserts it into the side pier power interface; the first drive motor 12 is started, and the torque is transmitted to the height and horizontal position adjustment mechanism, which completes the height raising and lowering and horizontal translation fine adjustment of the side pier according to the preset parameters, so that the top pad fits the theoretical support position of the ship bottom. The left and right side piers can be adjusted to different heights and different lateral offset positions according to the asymmetrical shape of the hull. In this embodiment, a combination structure of a fixed central pier and adjustable left and right side piers is adopted. The central pier provides a permanent central benchmark, and the left and right side piers adapt to the complex external curves of the two sides of the hull, ensuring the uprightness and stability of the ship after it is seated on the pier.

[0051] In some embodiments of the present invention, as shown in the appendix Figure 4-7 As shown, the height and horizontal position adjustment mechanism includes a horizontal adjustment mechanism 24, a height adjustment mechanism 25, a power transmission mechanism 26, and a movable seat 27. Specifically, the two mechanisms are responsible for adjusting the horizontal and vertical directions respectively, but structural interference between them needs to be considered during the adjustment process.

[0052] The horizontal adjustment mechanism 24 includes a fixing block 28 installed on the upper side of the first base 16. The upper end of the fixing block 28 has a first sliding groove 29 extending laterally. A first slider 30 is horizontally slidably installed in the first sliding groove 29. A first bidirectional lead screw 31 is rotatably installed in the first sliding groove 29 extending laterally. The first bidirectional lead screw 31 passes through the first slider 30 and is threadedly engaged with it.

[0053] Specifically, the first slide groove 29 has a T-shaped cross-section, and the part of the first slider 30 that mates with the first slide groove 29 is also T-shaped, allowing the first slider 30 to move only along the lateral direction of the first slide groove 29. The first bidirectional lead screw 31 has a bidirectional threaded section. The part of the first slider 30 that mates with this thread can be fitted with balls, allowing the balls to move along the thread in one direction. After reaching the endpoint, the balls can rotate along the reverse thread as the lead screw continues to rotate, thus driving the first slider 30 to move in the opposite direction. The advantage of this structure is that the unidirectional driving torque applied to the first bidirectional lead screw 31 is sufficient to achieve reciprocating movement of the first slider 30 laterally. Although the adjustment process may require a relatively large amount of torque, it achieves unidirectional reciprocating drive, avoiding repeated positioning operations. Before each torque input, the current position can be remembered and compared with the torque required for the next adjustment, thus determining how much torque is needed to reach the next preset position. Alternatively, the initial position can be restored after each adjustment.

[0054] A vertically positioned first sleeve 32 is mounted on the upper end of the first slider 30. A lifting rod 33 is vertically slidably connected inside the upper end of the first sleeve 32. The upper end of the lifting rod 33 is fixedly connected to the lower end of the movable seat 27. Specifically, this is used for vertical displacement compensation when the height adjustment mechanism 25 adjusts the height.

[0055] The height adjustment mechanism 25 includes two translation frames 34 respectively disposed on the front and rear sides of the fixed block 28. The upper end of the first base 16 has two laterally arranged second slide grooves 35, and the corresponding translation frames 34 are slidably installed laterally within the corresponding second slide grooves 35. Specifically, the two translation frames 34 can only move along the lateral direction of the first base 16 to compensate for the displacement of the moving seat 27 during reciprocating movement in the lateral direction.

[0056] Each translation frame 34 is equipped with a second sleeve 36 extending vertically and rotatably mounted horizontally. A second bidirectional lead screw 37 is vertically mounted within each second sleeve 36, and each second bidirectional lead screw 37 is threadedly engaged with its corresponding second sleeve 36. The upper end of each second bidirectional lead screw 37 is fixedly connected to the lower end of the translation plate. Specifically, the translation frame 34 is U-shaped, and the second sleeve 36 is rotatably mounted on the translation frame 34 via bearings. To ensure the reliability of the bearings during support, a support structure can be provided on the translation frame 34 to support the bearings, ensuring reliability at the bearing support position. The structure of the second bidirectional lead screw 37 and the second sleeve 36 is the same as that of the first bidirectional lead screw 31 and the first slider 30, all designed to achieve reciprocating movement of the second bidirectional lead screw 37 via a unidirectional power source, enabling reliable vertical adjustment. The direction of adjustment here is opposite to the torque transmission direction of the horizontal adjustment mechanism 24. For example, a positive transmission torque can drive the horizontal adjustment mechanism 24 to perform reciprocating adjustment in the horizontal direction, while a negative transmission torque can drive the height adjustment mechanism 25 to perform height adjustment.

[0057] Each second sleeve 36 is fitted with a first worm gear 38. Each translation frame 34 is provided with a first worm 39 extending horizontally and rotating in a vertical plane. The first worm 39 meshes with the first worm gear 38 for transmission. The first worm 39 is hollow inside. Specifically, the worm gear-worm transmission mechanism has a reverse locking function to further ensure the reliability of the transmission.

[0058] The height adjustment mechanism 25 also includes two drive shafts 40, which are slidably disposed in the first worm gear 39 on the corresponding side in the lateral direction and are connected to the first worm gear 39 by a spline structure. Specifically, the drive shafts 40 that can move within the first worm gear 39 are provided so that the power transmission can be satisfied while the translation frame 34 moves laterally without the failure of the power transmission.

[0059] The power transmission mechanism 26 includes a gearbox 41 mounted on a first base 16. Inside the gearbox 41, a drive gear 42, two first one-way gears 43, and a second one-way gear 44 are rotatably connected in the transverse direction. The two first one-way gears 43 mesh with the drive gear 42, and the second one-way gear 44 meshes with the drive gear 42. The transmission directions of the first one-way gears 43 and the second one-way gear 44 are opposite. Specifically, the power transmission mechanism 26 is used to convert the power at the power structure into unidirectional transmission power. When the drive gear 42 receives power in one direction, it can drive the first one-way gears 43 for transmission, but will not drive the second one-way gear 44 to rotate. When it receives power in another direction, it only drives the second one-way gear 44 to rotate, but will not drive the first one-way gear 43 to rotate. This achieves the purpose of unidirectional power transmission.

[0060] The shaft of the drive gear 42 is detachably connected to the flexible shaft 78 as a power interface. The shafts of the two first one-way gears 43 are coaxially connected to the corresponding transmission shafts 40; the second one-way gear 44 is coaxially connected to the first double-acting lead screw 31. Specifically, the shafts of the first one-way gears 43 and the second one-way gears 44 are coaxially connected to the power input shafts of the horizontal adjustment mechanism 24 and the height adjustment mechanism 25, respectively, so that when the drive gear 42 receives power from the flexible shaft 78, it can transmit the power to both mechanisms. For example, when transmitting forward power, the first one-way gear 43 is driven to rotate, driving the height adjustment mechanism 25 to work, realizing height adjustment. When transmitting reverse power, the second one-way gear 44 is driven to rotate, driving the horizontal adjustment mechanism 24 to work, realizing horizontal adjustment. Relying on the clutch characteristics of the one-way gears, the two actions of height lifting and horizontal sliding can be automatically distinguished by the forward and reverse rotation of the motor without switching the solenoid valve. The structure of the one-way gear here can be set by using a one-way bearing with a gear inside, which will not be elaborated here.

[0061] A second wooden base 21 is installed on the upper end of the movable base 27. Specifically, the connection at this point can be made by hinges on both sides of the movable base 27, with torsion springs installed at the hinges to ensure that the base remains in its initial position when no force is applied.

[0062] In this embodiment, during use, the flexible shaft 78 of the mobile trolley 1 connects to the power interface of the side pier, driving the drive gear 42 to rotate forward. At this time, the second one-way gear 44 fails to idle, and the two sets of first one-way gears 43 mesh and conduct, transmitting power to the two drive shafts 40. The drive shaft 40 drives the first worm 39 to rotate via splines, driving the first worm wheel 38 and the second sleeve 36 to rotate synchronously. The second sleeve 36 drives the internal second bidirectional screw 37 to move vertically, pushing the entire mobile seat 27 to rise and fall vertically, ultimately achieving the height adjustment of the second wooden seat 21. During the adjustment process, the lifting rod 33 moves vertically within the first sleeve 32. After the adjustment is in place, the power input stops, and the worm wheel and worm gear structure automatically reverses and self-locks, locking the current support height, ensuring stability throughout the process without any drop. The flexible shaft 78 drives the drive gear 42 to rotate in the reverse direction. At this time, the first set of one-way gears 43 fails to idle, and the second one-way gear 44 meshes and conducts, driving the first bidirectional screw 31 to rotate. The first bidirectional lead screw 31 drives the first slider 30 to slide laterally along the first slide groove 29. This movement, via the first sleeve 32 and lifting rod 33 on the first slider 30, causes the upper overall support structure to move laterally. Simultaneously, the two side translation frames 34 slide synchronously within the second slide groove 35 along with the overall displacement. Furthermore, the transmission shaft 40 adaptively compensates for the lateral displacement through spline extension and retraction, maintaining a constant transmission engagement. This achieves position adjustment in both the height and horizontal directions.

[0063] In this embodiment, the horizontal and vertical adjustments can be independently completed using a single flexible shaft 78 via a unidirectional gear transmission. This eliminates the need for separate power interfaces and drive motors for horizontal and vertical adjustments, avoiding frequent connections between the flexible shaft 78 and the power structure. A single connection allows both mechanisms to be adjusted. Both horizontal and vertical adjustments utilize precision bidirectional lead screw drives, resulting in small transmission backlash, uniform feed, and high fine-tuning accuracy.

[0064] In some embodiments of the present invention, the aforementioned power transmission mechanism 26 can be omitted. However, the flexible shaft 78 needs to be docked and adjusted with the power interface of the height adjustment mechanism 25, and then docked with the power interface of the horizontal adjustment mechanism 24. Two docking and positioning operations are required, but the advantage is that the lead screw structure can be a unidirectional drive lead screw, allowing bidirectional adjustment to be achieved directly through the forward and reverse rotation of the flexible shaft 78. It eliminates the need to move to the endpoint and then perform reciprocating adjustment.

[0065] In some embodiments of the present invention, as shown in the appendix Figure 8 As shown, each bow abutment assembly 3 and each stern abutment assembly 4 have the same structure; each bow abutment assembly 3 / each stern abutment assembly 4 includes a second base 45 structure and a bow mid-bill 46 / stern mid-bill 47; the bow mid-bill 46 / stern mid-bill 47 are installed in the middle of the second base 45 on the corresponding side.

[0066] The bow mid-pier 46 and stern mid-pier 47 each have a third timber seat 48, a third pad 49, and a mechanical lifting mechanism 50. The mechanical lifting mechanism 50 is mounted on the third base, the third timber seat 48 is mounted on top of the mechanical lifting mechanism 50, and the third pad 49 is mounted on top of the third timber seat 48. The mechanical lifting mechanism 50 has a power interface for adjusting the height of the third timber seat 48 via a power connection to a flexible shaft 78. This power interface is used only for adjusting the height of the third timber seat 48.

[0067] The mechanical lifting mechanism 50 includes a housing 51, within which are two vertically extending and horizontally rotating third sleeves 52, spaced longitudinally apart. Each sleeve contains a one-way lead screw 53, which extends upward through the housing 51 and is fixedly mounted at its end to a third wooden base 48. Specifically, the one-way lead screw 53 is a lead screw structure with one thread.

[0068] Each sleeve is fitted with a second worm gear 54. Inside the housing 51, there is also a second worm 55 that extends laterally and rotates in a vertical plane. The second worm 55 meshes with the two second worm gears 54 for transmission. One end of the second worm 55 serves as a power interface and is detachably connected to the flexible shaft 78.

[0069] In this embodiment, the mobile trolley 1 travels to the corresponding bow or stern support position, parks and positions itself, and lowers the flexible shaft 78. The quick-connect structure at the end of the flexible shaft 78 is then connected to the power interface at the end of the second worm gear 55. The central controller 7 issues adjustment commands based on preset ship type data or laser leveling compensation data, driving the first drive motor 12 to rotate the flexible shaft 78 forward. Power is input to the second worm gear 55, which drives the two second worm wheels 54 to rotate synchronously, causing the two sets of third sleeves 52 to rotate synchronously. This drives the internal one-way screw 53 to extend upwards synchronously, raising the third wooden seat 48 and the third pad 49, gradually bringing the top surface of the support into contact with the bow or stern bottom of the hull. The motor rotates in the opposite direction, driving the second worm gear 55 to rotate in the opposite direction, causing the double worm wheels to rotate synchronously in reverse, and the one-way screw 53 to retract synchronously, achieving a smooth descent of the support height and completing the positioning, reset, or gap fine-tuning. After adjusting to the target elevation, the motor stops outputting power, and the worm gear mechanism immediately enters a mechanical self-locking state, completely locking the current support height. In this embodiment, the bow and stern abutments uniformly adopt the same quick-connect power interface as the midship abutment and side abutment 18, and can share the same mobile trolley 1 and flexible shaft 78 power system. No separate power equipment is required, resulting in high equipment versatility and convenient and quick adjustment.

[0070] In some embodiments of the present invention, the flexible shaft 78 and the rotating shaft of the power interface are detachably connected via a spring-claw type toothed spline quick-connect structure. Specifically, the movable end of the flexible shaft 78 is provided with a toothed external spline plug, with elastic spring claws evenly arranged around the outer periphery of the plug, and a sliding unlocking sleeve fitted on the outside of the plug. The claws have built-in compression springs, which are normally in a pop-out locked state and can retract under pressure. The rotating shaft input end of the dock power interface is provided with an integrated internal spline socket, the internal spline specifications of which are completely matched with the external spline of the flexible shaft 78. The socket inlet is provided with a guide chamfer, and an annular limiting groove is opened inside to cooperate with the spring claws to achieve axial locking and positioning. At the same time, the mating surface is provided with an annular waterproof sealing ring, forming a sealed watertight protective structure after insertion.

[0071] The entire docking structure is of a unified standard specification, and all dock pier power interfaces are universal. There is no need to distinguish between pier types or replace adapter parts, and the flexible shaft 78 can be quickly plugged and unplugged into the power port of the field adjustment mechanism.

[0072] In this embodiment, the cumbersome disassembly and assembly methods of traditional bolt connections and flange docking are abandoned. Instead, a spring-loaded claw-type toothed spline quick-connect structure is used for manual unlocking, allowing a single person to complete the insertion and removal operation, which greatly improves the efficiency of the pier-by-pier cyclic adjustment operation.

[0073] Due to the specific location of some power interfaces, operators cannot manually plug or unplug them while on the mobile trolley 1. Therefore, in some embodiments of the present invention, as shown in the attached diagram... Figure 10-15 As shown, a translation rod 56 is slidably installed inside the steering rod 15 along the length of the rotating rod. Specifically, the lateral position can be switched by moving the translation rod 56, thereby realizing the change of the docking position. The end of the translation rod 56 is connected to an annular sleeve 57, and a collar 58 is provided inside the annular sleeve 57. A flexible shaft 78 is rotatably installed inside the collar 58 via a bearing. Multiple connecting springs 59 are connected between the collar 58 and the annular sleeve 57. The multiple connecting springs 59 are arranged radially along the collar 58 and are evenly distributed circumferentially. Specifically, the multiple connecting springs 59 can provide a certain supporting connection effect for the movable end of the flexible shaft 78, and can also flexibly adjust the docking position during docking.

[0074] It also includes a first connecting structure 60 mounted on the annular sleeve 57 and a second connecting structure 61 that mates with the first connecting structure 60. The second connecting structure 61 is mounted on the shaft of the drive gear 42 or the shaft of the second worm 55. Specifically, the second connecting structure 61 can be connected to the shaft of the drive gear 42 or the shaft of the second worm 55, thus serving as the power interface for the connecting structure.

[0075] The first connecting structure 60 includes an annular groove 62 at the right end of the annular sleeve 57. A fixed ring 63 is connected to the right end of the annular groove 62, and a movable ring 64 is slidably connected within the annular groove 62. The left side of the annular groove 62 has a first inclined surface 65, the left side of the movable ring 64 has a second inclined surface 66, and the right side has a third inclined surface 67. A receiving groove 68 is provided at the left end, and a fourth inclined surface 69 that fits against the third inclined surface 67 is provided within the receiving groove 68. The right end face of the fixed ring 63 is a curved surface. Specifically, the fixed ring 63 is located on the right end face of the annular sleeve 57, and the outer diameter of the fixed ring 63 is consistent with the outer diameter of the movable ring 64. The right end face of the fixed ring 63 is a curved surface. The first inclined surface 65 on the left side of the annular groove 62 faces upwards. The second inclined surface 66 faces the first inclined surface 65, and the third inclined surface 67 and the fourth inclined surface 69 are opposite each other.

[0076] The first connecting structure 60 also includes a first rotating shaft 70 mounted on the end of the flexible shaft 78. The right end of the first rotating shaft 70 is tapered, and a plurality of axially extending first splines 71 are evenly distributed circumferentially on the outer side wall of the first rotating shaft 70. The ends of the first splines 71 are tapered. Specifically, the tapered structure facilitates docking between two shafts and facilitates docking between spline structures during insertion.

[0077] The second connecting structure 61 includes a mating ring 79, the inner diameter of which is larger than the outer diameter of the annular sleeve 57, allowing the annular sleeve 57 to be inserted into the mating ring 79. Multiple placement grooves 72 are evenly distributed circumferentially on the inner sidewall of the mating ring 79, and a trapezoidal block 73 is slidably disposed within each receiving groove 68. The trapezoidal block 73 moves along the direction of the receiving groove 68. Since the receiving groove 68 is arranged along the radial direction of the mating ring 79, the trapezoidal block 73 can only move along the radial direction of the mating ring 79.

[0078] The inclined surface of the trapezoidal block 73 is set towards the side of the flexible shaft 78. A telescopic spring 74 is connected between the rear end of each trapezoidal block 73 and the bottom of the corresponding receiving groove 68. The trapezoidal block 73 can engage with one side of the receiving groove 68 of the fixed ring 63 and can also engage with the moving ring 64 to move the moving ring 64 so that the moving ring 64 can be inserted into the receiving groove 68, thereby separating the trapezoidal block 73 from the fixed ring 63 and the moving ring 64.

[0079] Specifically, the inclined surface of the trapezoidal block 73 is set towards the direction of the annular sleeve 57. During the docking process between the annular sleeve 57 and the mating ring 79, the inclined surface of the trapezoidal block 73 touches the curved surface structure at the right end of the fixed ring 63 and is compressed into the placement groove 72. After passing the fixed ring 63, it is popped out into the receiving groove 68 under the action of the telescopic spring 74 and abuts against the left end face of the fixed ring 63 to achieve docking. When unlocking the annular sleeve 57 and the mating ring 79, it is only necessary to move the moving ring 64 to the right as the annular sleeve 57 continues to move. The trapezoidal block 73 drives the moving ring 64 to move to the left relative to it. Previously, it moved to the position of the fourth inclined surface 69, which prevented it from moving any further. Then, as the annular sleeve 57 continues to move... The inclined surface of trapezoidal block 73 engages with the third inclined surface 67, pushing it into the placement groove 72. After passing the moving ring 64, trapezoidal block 73, under the action of the compression spring, retracts to between the second inclined surface 66 and the first inclined surface 65 of the moving ring 64. Utilizing the engagement of the right-angled surface of trapezoidal block 73 with the second inclined surface 66, the ring 64 moves to the left, causing the trapezoidal block 73 to move towards the receiving groove 68. Due to the engagement of the fourth inclined surface 69 in the receiving groove 68 with the third inclined surface 67 on the right side of the moving ring 64, the moving ring 64 enters the receiving groove 68. As the ring sleeve 57 continues to move to the left, the right-angled surface of trapezoidal block 73 engages with the second inclined surface 66, causing trapezoidal block 73 to retract into the placement groove 72. After passing the positions of the moving ring 64 and the fixed block 28, it pops out under the action of the telescopic spring 74, thus unlocking the ring sleeve 57 from the engaging ring 79. After unlocking is complete, the moving rod needs to be swung upwards to a vertical position. Therefore, the moving ring 64 moves towards the first inclined plane 65 to facilitate the next docking.

[0080] The second connecting structure 61 also includes a second rotating shaft 75, which rotates coaxially to the right side of the mating ring 79. A circular groove 76 is formed on the left side of the second rotating shaft 75, the inner diameter of which matches the outer diameter of the first rotating shaft 70. Multiple axially extending second splines 77 are evenly distributed circumferentially on the inner wall of the circular groove 76. The ends of the second splines 77 are tapered, and the second splines 77 and first splines 71 are interleaved and inserted into each other. The second rotating shaft 75 is coaxially mounted on the shaft of the drive gear 42 or the shaft of the second worm gear 55.

[0081] Specifically, the tapered structure of the first spline 71 and the second spline 77 facilitates the insertion of the first rotating shaft 70 into the circular groove 76, allowing for easy docking. The purpose of the circular groove 76 is to ensure that when the first rotating shaft 70 is inserted to the bottom, the locking between the annular sleeve 57 and the mating ring 79 is achieved through the abutment of the trapezoidal block 73 and the fixing ring 63. At this time, the four connecting springs 59 are stretched, applying an outward pulling force to the first rotating shaft 70, ensuring that the trapezoidal block 73 reliably abuts against the fixing ring 63. This ensures a more reliable lock.

[0082] In this embodiment, the operator can directly operate the mobile trolley 1. Specifically, the rotating rod is swung to a horizontal position, and the horizontal movement of the translation rod 56 achieves docking and unlocking. After the first rotating shaft 70 and the second rotating shaft 75 are aligned, the first spline 71 structure and the second spline 77 structure are used to dock the shafts. Then, as the translation rod 56 continues to move to the right, the trapezoidal block 73 abuts against the left end face of the fixed ring 63, thus achieving docking. When unlocking is required, the translation rod 56 is pushed to the right again, and the movement of the moving ring 64 causes the trapezoidal block 73 to disengage from the fixed ring 63, thus achieving unlocking.

[0083] In this embodiment, the process of contacting and unlocking is achieved by switching the positions of multiple inclined planes and trapezoidal blocks 73. No manual operation of locking sleeves, buckles and other components is required. A single person can complete the self-locking and unlocking between the flexible shaft 78 and the power interface by moving the moving rod at the remote end. The docking is fast and efficient.

[0084] In some embodiments of the present invention, as shown in the appendix Figure 13 As shown, a tapered cylinder is also provided at the left end of the second rotating shaft 75, which facilitates positioning during the docking process with the first rotating shaft 70.

[0085] In some embodiments of the present invention, multiple seals or sealing rings are also included. Multiple seals are disposed at the telescopic sliding engagement points of the first bidirectional lead screw 31 of the horizontal adjustment mechanism 24 and the second bidirectional lead screw 37 of the height adjustment mechanism 25, specifically as rubber protective sleeves. Dustproof and waterproof seals are provided on the sliding engagement end faces of the first slide groove 29 and the first slider 30, and the second slide groove 35 and the translation frame 34. The gearbox 41 of the power transmission mechanism 26 is a sealed structure, completely sealing and enclosing the drive gear 42 and the one-way gear set. Rotary dynamic seals are provided at the rotatable mounting positions of the second sleeve 36, the first worm gear 38, and the first worm 39 to prevent seawater from entering the meshing transmission area. The flexible shaft 78 has a built-in annular waterproof sealing ring at its insertion mating surface with the dock pier power interface, forming a sealed and watertight structure after insertion, sealing the spline meshing area.

[0086] The present invention also provides a system for the above-mentioned modular intelligent adjustable dock support adjustment device 9, including a data acquisition module, a data processing module, a travel control module, a drive control module, an adjustment control module, an intelligent display and control module, and a storage module integrated in the central controller 7.

[0087] The data acquisition module receives preset position data for each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4 of the hull under repair. This data includes spatial position parameters, standard height parameters, and horizontal offset reference parameters for all midship pier assembly 2, bow pier assembly 3, and stern pier assembly 4.

[0088] The data processing module processes the preset position data and generates corresponding control commands. It communicates with the data acquisition module and is responsible for parsing, classifying, calculating, and fitting all the preset position data of the dock piers. Combining the ship type parameters and dock pier structural parameters, it automatically generates exclusive adjustment and control commands adapted to each midship pier, bow pier, and stern pier, realizing the transformation of raw data into execution commands.

[0089] The drive control module receives control commands from the data processing module to drive the flexible shaft 78 to rotate and provide adjustment power input for each midship assembly 2, each bow assembly 3, and each stern assembly 4. Specifically, the drive control module interfaces with the control commands output by the data processing module and exclusively manages the power drive mechanism of the flexible shaft 78. It can precisely control the forward and reverse rotation, speed, and start / stop of the flexible shaft 78, providing precise and controllable power input for the height and horizontal position adjustment of each midship assembly 2, bow assembly 3, and stern assembly 4.

[0090] The movement control module is used to receive control commands from the user below to drive the mobile vehicle 1 to move.

[0091] The adjustment control module is used to receive control commands from the user to adjust the position of the movable end of the flexible shaft 78.

[0092] The intelligent display and control module enables human-machine interaction, allowing users to select the aforementioned location data and control commands. Specifically, the intelligent display and control module serves as the system's human-machine interaction terminal, undertaking core human-machine interaction functions. It supports operators in visually viewing the location data, theoretical parameters, real-time operating conditions, and control commands of each dock pier, while also supporting manual selection, switching, and confirmation of location data and control commands. The storage module stores the aforementioned data information.

[0093] This system can automatically complete the entire process of data acquisition, command generation, trolley movement, attitude adjustment, and power adjustment, eliminating the need for manual parameter calculation for each dock and manual equipment control. It completely changes the traditional dockworker adjustment process, which relies on manual experience and is cumbersome, significantly improving the intelligence and efficiency of ship dockworker adjustment operations.

[0094] In one embodiment of the modular intelligent adjustable dock support adjustment system of the present invention, it further includes a three-dimensional spatial scanning imaging module, a laser leveling module, and a parameter compensation data processing module.

[0095] The 3D spatial scanning imaging module is used to acquire images of the actual spatial positions of each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4, and generate spatial position data for each dock pier. Specifically, this module has the functions of real-scene image acquisition, 3D point cloud modeling, and spatial coordinate calculation. It can independently complete the acquisition of lateral, longitudinal, and three-dimensional spatial position parameters of all dock piers, accurately capture the actual installation position, offset state, and spatial attitude of each dock pier support point, and output real-time spatial position data of all dock piers.

[0096] The laser leveling module is used to obtain the top surface height data of each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4, and generate corresponding height data. Specifically, this module has high-precision elevation detection, horizontal plane calibration, and elevation difference data output functions. It is specifically designed to accurately verify the insufficient elevation accuracy of 3D scanning and independently collects the true absolute height data of the top surface of each dock pier.

[0097] The parameter compensation data processing module receives the spatial position and height data of each dock pier and compares it with the ship's theoretical position data to obtain compensation data. Based on the compensation value, it sends corresponding compensation adjustment commands to the flexible shaft 78 power unit 6 to achieve spatial position compensation adjustment for each midship pier assembly 2, each bow pier assembly 3, and each stern pier assembly 4. Specifically, this module is embedded within the central controller 7 and communicates bidirectionally with the 3D spatial scanning imaging module, laser leveling module, basic control module, and power drive module. The module has a built-in proprietary difference comparison algorithm and compensation calculation program, which can receive measured spatial data and measured height data in real time, retrieve the ship's theoretical standard position data stored in the system, perform data comparison, error calculation, and compensation value conversion for each pier, and finally generate precise personalized compensation adjustment commands, which are then sent to the flexible shaft 78 power unit 6 to drive each dock pier to complete the error correction of spatial position and height.

[0098] Therefore, those skilled in the art should recognize that although numerous exemplary embodiments of the present invention have been shown and described in detail herein, many other variations or modifications conforming to the principles of the present invention can be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Thus, the scope of the present invention should be understood and construed as covering all such other variations or modifications.

Claims

1. A modular intelligent adjustable dock support adjustment device, characterized in that, It includes a mobile trolley, as well as multiple midship pier assemblies, multiple bow pier assemblies, and multiple stern pier assemblies set at the bottom of the dock; The mobile trolley is equipped with a traveling mechanism, a flexible shaft power unit, and a central controller; the traveling mechanism is used to drive the mobile trolley to move in all directions; the flexible shaft power unit includes a drive device, a flexible shaft installed at the output end of the drive device, and an adjustment device for adjusting the position of the movable end of the flexible shaft; the drive device provides rotational power to the flexible shaft. Each of the bow pier assemblies is evenly spaced along the docking baseline of the ship and is located in front of the dock bottom. Each of them has a power interface that can be detachably connected to the movable end of the flexible shaft, which is used to adjust the height of the support bow position by external power. Each of the aforementioned stern support components is evenly spaced along the docking baseline of the ship and is located behind the dock bottom. Each of them has a power interface that can be detachably connected to the movable end of the flexible shaft, which is used to adjust the height of the stern support by external power. Each of the midship pier assemblies is evenly spaced along the docking baseline of the ship and is located in the middle of the dock bottom. Each of them has a power interface that can be detachably connected to the movable end of the flexible shaft, which is used to adjust the height and horizontal position of the midship pier by external power. The central controller is configured to receive preset position data for each midship pier assembly, each bow pier assembly, and each stern pier assembly of the hull to be repaired, and to issue adjustment control commands to the flexible shaft power unit according to the preset position data for each position, so as to realize the spatial position adjustment of each midship pier assembly, each bow pier assembly, and each stern pier assembly.

2. The modular intelligent adjustable dock support adjustment device according to claim 1, characterized in that, It also includes a three-dimensional spatial scanning imaging system and a laser leveling system; The three-dimensional spatial scanning imaging system is set up around the dock and acquires images of the actual spatial positions of each midship pier assembly, each bow pier assembly, and each stern pier assembly, generating spatial position data for each dock pier. The laser leveling system is installed in the dock and generates corresponding height data by measuring the top surface height of each midship pier assembly, each bow pier assembly, and each stern pier assembly. The central controller is also configured to: receive the actual spatial position data and height data of each dock pier, compare them with the theoretical position data of the ship to obtain a compensation value, and send the corresponding flexible shaft power device according to the compensation adjustment command below the compensation value, so as to realize the compensation adjustment of the spatial position of each midship pier assembly, each bow pier assembly, and each stern pier assembly.

3. The modular intelligent adjustable dock support adjustment device according to claim 2, characterized in that, The driving device includes a first drive motor, which is mounted on the mobile trolley; one end of the flexible shaft is mounted on the output shaft end of the first drive motor. The adjustment device includes an electric telescopic rod, a second drive motor, and a steering rod; The electric telescopic rod is installed on the platform of the mobile trolley with the telescopic end facing upward, and the second drive motor is installed at the end; the steering rod is installed on the output shaft end of the second drive motor and can swing vertically with the rotation of the output shaft of the second drive motor, and the other end of the steering rod is movably installed on the other end of the flexible shaft.

4. The modular intelligent adjustable dock support adjustment device according to claim 3, characterized in that, Each of the midship pier components includes a first base structure installed at the bottom of the dock, a midship pier center pier, and two midship pier side piers; the first base is a steel beam frame structure; the midship pier center pier is installed in the middle of the first base, and the two midship pier side piers are symmetrically arranged and installed on the left and right sides of the first base respectively; The midship pier has a first wooden base and a first pad; the first wooden base is installed on the upper end of the first base, and the first pad is installed on the first wooden base; The midship pier has a second wooden base, a second pad, and a height and horizontal position adjustment mechanism; the height and horizontal position adjustment mechanism is mounted on the first base, the second wooden base is mounted on the upper end of the height and horizontal position adjustment mechanism, and the second pad is mounted on the upper end of the second wooden base; the height and horizontal position adjustment mechanism has a power interface for adjusting the height and horizontal position of the second wooden base by power connection with the flexible shaft.

5. The modular intelligent adjustable dock support adjustment device according to claim 4, characterized in that, The height and horizontal position adjustment mechanism includes a horizontal adjustment mechanism, a height adjustment mechanism, a power transmission mechanism, and a movable seat; The horizontal adjustment mechanism includes a fixed block installed on the upper side of the first base. The upper end of the fixed block has a first horizontally extending groove. The first slider is horizontally slidably installed in the first groove. A first bidirectional lead screw is horizontally extended and rotatably installed in the first groove. The first bidirectional lead screw passes through the first slider and is threadedly engaged with it. A vertically arranged first sleeve is installed on the upper end of the first slider. A lifting rod is vertically slidably connected in the upper end of the first sleeve. The upper end of the lifting rod is fixedly connected to the lower end of the movable seat. The height adjustment mechanism includes two translation frames respectively disposed on the front and rear sides of the fixed block. The upper end of the first base is provided with two horizontally arranged second slide grooves. The translation frames on the corresponding sides are slidably installed in the second slide grooves on the corresponding sides. Each of the translation frames is provided with a second sleeve that extends vertically and is rotatably mounted in the horizontal direction. A second bidirectional lead screw is vertically arranged inside each second sleeve, and each second bidirectional lead screw is threadedly engaged with the corresponding second sleeve. The upper end of each second bidirectional lead screw is fixedly connected to the lower end of the moving base. Each of the second sleeves is fitted with a first worm gear, and each of the translation frames is provided with a first worm extending in the horizontal direction and rotating in the vertical plane. The first worm meshes with the first worm gear for transmission. The first worm is hollow inside. The height adjustment mechanism also includes two transmission shafts, which are slidably disposed in the first worm on the corresponding side in the horizontal direction and are connected to the first worm through a spline structure. The power transmission mechanism includes a gearbox mounted on the first base. Inside the gearbox, a drive gear, two first one-way gears, and a second one-way gear are rotatably connected in the lateral direction. The two first one-way gears mesh with the drive gear, and the second one-way gear meshes with the drive gear. The transmission directions of the first one-way gear and the second one-way gear are opposite. The shaft of the drive gear serves as a power interface and is detachably connected to the flexible shaft; the shafts of the two first one-way gears are coaxially connected to the transmission shaft on the corresponding side; the second one-way gear is coaxially connected to the first two-way lead screw. The second wooden base is installed on the upper end of the movable base.

6. The modular intelligent adjustable dock support adjustment device according to claim 5, characterized in that, Each of the bow abutment assemblies and each of the stern abutment assemblies have the same structure; each of the bow abutment assemblies / each of the stern abutment assemblies includes a second base structure and a bow mid-bill / stern mid-bill; the bow mid-bill / stern mid-bill is installed in the middle of the second base on the corresponding side; The bow mid-pier / stern mid-pier has a third wooden base, a third pad, and a mechanical lifting mechanism; the mechanical lifting mechanism is mounted on the third base, the third wooden base is mounted on the upper end of the mechanical lifting mechanism, and the third pad is mounted on the upper end of the third wooden base; the mechanical lifting mechanism has a power interface for adjusting the height of the third wooden base by power connection with the flexible shaft; The mechanical lifting mechanism includes a housing, inside which are arranged two third sleeves that extend vertically and rotate on a horizontal plane, with the two sleeves arranged longitudinally at intervals; each sleeve is provided with a one-way screw, and the two one-way screws extend upward through the housing and are fixedly installed at their ends with a third wooden base; Each of the sleeves is fitted with a second worm gear; the housing is also provided with a second worm extending laterally and rotating in a vertical plane, the second worm meshing with two second worm gears respectively; one end of the second worm serves as a power interface and is detachably connected to the flexible shaft.

7. The modular intelligent adjustable dock support adjustment device according to claim 6, characterized in that, The flexible shaft and the rotating shaft of the power interface are detachably connected by a spring-loaded claw-type toothed spline quick-connect structure.

8. The modular intelligent adjustable dock support adjustment device according to claim 6, characterized in that, The translation rod is slidably installed inside the steering rod along the length of the rotating rod. The end of the translation rod is connected to an annular sleeve. A collar is provided inside the annular sleeve. The flexible shaft is rotatably installed inside the collar via a bearing. Multiple connecting springs are connected between the collar and the annular sleeve. The multiple connecting springs extend radially along the collar and are evenly distributed circumferentially. It also includes a first connecting structure mounted on the annular sleeve and a second connecting structure that mates with the first connecting structure, wherein the second connecting structure is mounted on the shaft of the drive gear or the shaft of the second worm. The first connecting structure includes an annular groove at the right end of the annular sleeve, a fixed ring connected to the right end of the annular groove, a movable ring slidably connected within the annular groove, a first inclined surface on the left side of the annular groove, a second inclined surface on the left side of the movable ring, and a third inclined surface on the right side; a receiving groove is provided at the left end, and a fourth inclined surface that fits against the third inclined surface is provided within the receiving groove; the right end face of the fixed ring is a curved surface structure; the first connecting structure also includes a first rotating shaft mounted on the flexible shaft end, the right end of the first rotating shaft being tapered, and a plurality of axially extending first splines being evenly distributed circumferentially on the outer wall of the first rotating shaft, the ends of the first splines being tapered; The second connecting structure includes a mating ring, the inner diameter of which is larger than the outer diameter of the annular sleeve. Multiple placement grooves are evenly distributed circumferentially on the inner sidewall of the mating ring. A trapezoidal block is slidably disposed in each of the receiving grooves, with the inclined surface of the trapezoidal block facing the flexible shaft. A telescopic spring connects the rear end of each trapezoidal block to the bottom of the corresponding receiving groove. The trapezoidal block can engage with one side of the receiving groove of the fixed ring to achieve locking, and can also engage with the moving ring to allow the moving ring to move, so that the moving ring can be inserted into the receiving groove, thereby disengaging the trapezoidal block from the fixed ring and the moving ring. The second connecting structure further includes a second rotating shaft, which rotates coaxially to the right side of the mating ring. A circular groove is formed on the left side of the second rotating shaft, the inner diameter of which matches the outer diameter of the first rotating shaft. Multiple axially extending second splines are evenly distributed circumferentially on the inner sidewall of the circular groove. The ends of the second splines are tapered, and the second splines and the first splines are interleaved and inserted into each other. The second rotating shaft is coaxially mounted on the shaft of the driving gear or the shaft of the second worm.

9. A system applied to the modular intelligent adjustable dock support adjustment device according to any one of claims 1-8, characterized in that, It includes a data acquisition module, a data processing module, a travel control module, a drive control module, an adjustment control module, an intelligent display and control module, and a storage module integrated in the central controller; The data acquisition module receives preset position data for each midship pier assembly, each bow pier assembly, and each stern pier assembly of the hull to be repaired; The data processing module processes the preset location data and generates corresponding control commands; The drive control module is used to receive control commands from below the data processing module to drive the flexible shaft to rotate and provide adjustment power input for each midship pier assembly, each bow pier assembly and each stern pier assembly; The movement control module is used to receive control commands from the user below to drive the mobile vehicle to move. The adjustment and control module is used to receive control commands from the user below to adjust the position of the movable end of the flexible shaft; The intelligent display and control module is used to realize human-computer interaction, and allows users to select the aforementioned location data and control commands through this module; The storage module is used to store the aforementioned data information.

10. The modular intelligent adjustable dock support adjustment system according to claim 9, characterized in that, It also includes a 3D spatial scanning imaging module, a laser leveling module, and a parameter compensation data processing module; The three-dimensional spatial scanning imaging module is used to acquire images of the actual spatial positions of each midship pier assembly, each bow pier assembly, and each stern pier assembly, and generate spatial position data for each dock pier. The laser leveling module is used to obtain the top surface height data of each midship pier assembly, each bow pier assembly, and each stern pier assembly and generate the corresponding height data; The parameter compensation data processing module receives the spatial position and height data of each dock pier, compares it with the theoretical position data of the ship to obtain compensation data, and sends the corresponding compensation adjustment command to the corresponding flexible shaft power unit according to the compensation value, so as to realize the compensation adjustment of the spatial position of each midship pier assembly, each bow pier assembly, and each stern pier assembly.

Images