Centrifugal slow descent mechanism for embarkation device and embarkation device

Abstract

This invention relates to the field of safety protection technology for boarding and alighting equipment, and provides a centrifugal descent mechanism and boarding and alighting equipment for such equipment. The centrifugal descent mechanism includes a mounting body, a speed-increasing component, and a centrifugal slinging component. The mounting body is fixedly mounted on the backplate assembly of the boarding and alighting equipment. The speed-increasing component is disposed between the mounting body and the backplate assembly, and has an input shaft and an output shaft. The input shaft is linked to a transmission gear on the backplate assembly. The centrifugal slinging component is disposed on the mounting body and is linked to the output shaft of the speed-increasing component. When the boarding and alighting equipment descends, the rotational motion of the corresponding transmission gear is accelerated by the speed-increasing component, driving the centrifugal slinging component to rotate, thereby generating friction under centrifugal force to limit the descent speed of the boarding and alighting equipment. This invention utilizes a purely mechanical structure to achieve automatic and passive limitation of the descent speed, with fast response speed and unaffected by external conditions such as power supply, thus improving the safety and stability of the boarding and alighting equipment during descent.

Description

Technical Field

[0001] This invention relates to the field of safety protection technology for boarding and alighting equipment, and particularly to a centrifugal descent mechanism and boarding and alighting equipment for boarding and alighting equipment. Background Technology

[0002] With the rapid development of offshore wind power, offshore oil, and other industries, the number of offshore platforms continues to increase. During the operation and maintenance of offshore platforms, personnel need to frequently transfer between the maintenance vessel and the platform. To reduce the safety risks of personnel directly crossing between the swaying hull and the fixed ladder, the industry has proposed installing a boarding device that can be raised and lowered along a track on the platform ladder. Personnel can first enter the boarding device to obtain a stable foothold, and then be raised and lowered by the device to a safe position for transfer.

[0003] During the operation of the aforementioned boarding equipment, the equipment needs to descend from a high point on the ladder to near the sea surface to connect with the maintenance vessel. This descent process places strict requirements on speed control: too fast a descent speed may cause a violent collision between the equipment and the vessel, endangering personnel safety and damaging the equipment; too slow a descent speed will affect operational efficiency. Therefore, a reliable descent mechanism is needed to effectively control the descent speed of the boarding equipment. Summary of the Invention

[0004] This invention provides a centrifugal descent mechanism and a boarding device for boarding equipment, which overcomes the deficiencies in the prior art. It utilizes a purely mechanical structure to achieve automatic and passive limitation of the descent speed, with fast response speed and is not affected by external conditions such as power supply, thereby improving the safety and stability of the boarding equipment's descent process.

[0005] A first aspect of the present invention provides a centrifugal descent mechanism for boarding equipment, comprising: The mounting body is fixedly installed on the back panel assembly of the boarding equipment; A speed-increasing component is disposed between the mounting body and the backplate assembly. The speed-increasing component has an input shaft and an output shaft, and the input shaft is linked to a transmission gear of the backplate assembly. A centrifugal shovel assembly is mounted on the mounting body and is linked to the output shaft of the speed-increasing assembly. When the boarding device descends, the rotational motion of the corresponding transmission gear is accelerated by the speed-increasing component, which drives the centrifugal throwing block component to rotate, thereby generating friction under the action of centrifugal force and limiting the descent speed of the boarding device.

[0006] A second aspect of the present invention provides a boarding device, comprising: The vehicle body assembly includes a vehicle body frame and a corridor rotatably connected to the vehicle body frame, the corridor being able to switch between a retracted state and an extended state. A backplate assembly, movably mounted to the vehicle body frame, is provided with multiple transmission gears and guide pulleys. Each transmission gear meshes with the rack portion of a slide rail assembly, and the guide pulleys cooperate with the slide rail assembly for guidance. The centrifugal descent mechanism for boarding equipment described in any of the preceding claims is mounted on the backplate assembly and engages with one of the transmission gears.

[0007] The centrifugal descent mechanism provided by this invention utilizes a speed-increasing component between the mounting body and the backplate assembly. This speed-increasing component has an input shaft and an output shaft, with the input shaft linked to a transmission gear on the backplate assembly. This multiplies the relatively low rotational speed generated during the descent of the boarding equipment, allowing the output shaft to achieve a high rotational speed sufficient to drive the centrifugal throwing block assembly effectively. This achieves the required centrifugal force within a small volume. The centrifugal throwing block assembly is mounted on the mounting body and linked to the output shaft of the speed-increasing component. Under the increased high-speed rotation, the throwing block can quickly and reliably be radially thrown apart and contact a fixed friction surface under centrifugal force, converting rotational kinetic energy into stable and controllable frictional resistance. When the boarding equipment descends, the rotational motion of the corresponding transmission gear is accelerated by the speed-increasing component, driving the centrifugal throwing block assembly to rotate. This generates friction under centrifugal force, limiting the descent speed of the boarding equipment. Thus, an automatic, passive limitation of the descent speed is achieved using a purely mechanical structure. This results in a fast response time, is unaffected by external conditions such as power supply, and improves the safety and stability of the boarding equipment's descent process.

[0008] The boarding device provided by the present invention, having included the aforementioned centrifugal descent mechanism, possesses all the advantages of the aforementioned centrifugal descent mechanism. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0010] Figure 1 This is one of the schematic diagrams of the boarding system for offshore platforms provided by the present invention.

[0011] Figure 2 This is the second schematic diagram of the boarding system for offshore platforms provided by the present invention.

[0012] Figure 3 This is a schematic diagram of the boarding system for offshore platforms provided by the present invention.

[0013] Figure 4This is one of the structural schematic diagrams of the slide rail assembly provided by the present invention.

[0014] Figure 5 This is the second structural schematic diagram of the slide rail assembly provided by the present invention.

[0015] Figure 6 yes Figure 5 Enlarged view of part A in the middle.

[0016] Figure 7 This is one of the structural schematic diagrams of the boarding device provided by the present invention.

[0017] Figure 8 yes Figure 7 Enlarged view of section B in the middle.

[0018] Figure 9 yes Figure 7 Enlarged view of section C.

[0019] Figure 10 This is a side view of the boarding device provided by the present invention.

[0020] Figure 11 yes Figure 10 A schematic diagram of the door lock assembly in the boarding device provided by the present invention.

[0021] Figure 12 This is the second structural schematic diagram of the boarding device provided by the present invention.

[0022] Figure 13 This is one of the structural schematic diagrams of the backplate assembly provided by the present invention.

[0023] Figure 14 This is the second structural schematic diagram of the backplate assembly provided by the present invention.

[0024] Figure 15 This is a schematic diagram of the ratchet locking assembly provided by the present invention.

[0025] Figure 16 This is a schematic diagram of the centrifugal slow-descent mechanism provided by the present invention.

[0026] Figure 17 This is an exploded view of the centrifugal slow-descent mechanism provided by the present invention.

[0027] Figure 18 This is a cross-sectional view of the centrifugal slow-descent mechanism provided by the present invention.

[0028] Figure label: 100. Slide rail assembly; 110. Slide rail body; 111. Base portion; 112. First slide rail portion; 113. Second slide rail portion; 114. Mounting hole; 115. First positioning groove; 116. Second positioning protrusion; 120. Guide body; 121. Guide portion; 122. First support portion; 123. Second support portion; 124. First positioning protrusion; 130. Transmission body; 131. Rack portion; 132. Clearance hole; 133. Second positioning groove; 140. First limiting structure; 150. Second limiting structure; 200. Boarding / Passenger Equipment; 210. Car Body Component; 211. Car Body Frame; 2111. Box Frame; 2112. Side Panel; 2113. Floor Plate; 2114. Slide Track; 2115. Floating Slot; 212. Corridor; 213. First Elastic Component; 214. Linkage Component; 215. First Connecting Component; 216. Second Connecting Component; 220. Backplate Assembly; 221. Floating Backplate; 222. Transmission Gear; 223. Guide Slide 224. Wheel; 230. Floating shaft; 231. One-way locking mechanism; 231. Ratchet locking assembly; 2311. Locking ratchet; 2312. Pawl; 2312-1. Guide ramp; 2312-2. Trigger; 2313. Third elastic element; 2314. Limiting element; 2315. Manual trigger lever; 232. Trigger swing lever; 233. Second elastic element; 240. Centrifugal descent mechanism; 241. Mounting body; 242. Speed ​​increaser Components; 2421, First gear; 2422, Second gear; 243, Centrifugal block throwing assembly; 2431, Block throwing chamber; 2432, Centrifugal ratchet assembly; 2432-1, First centrifugal ratchet; 2432-2, Second centrifugal ratchet; 2433, Centrifugal block throwing; 2434, Block throwing shaft; 244, Elastic component; 2441, Guide component; 2442, Fourth elastic component; 245, Trigger assembly; 2451, Trigger shaft; 2 452. Trigger; 2452-1. First trigger section; 2452-2. Second trigger section; 2452-3. Trigger wheel; 250. Rack and pinion anti-fall device; 260. Door lock assembly; 261. Lock body; 2611. Locking block; 2612. Guide; 262. Locking element; 2621. Locking groove; 270. Overlapping assembly; 271. Rotating structure; 272. Shock-absorbing spring; 273. Shock-absorbing wheel; 280. Pulling element; 300. Offshore platform; 310. Ladder; 400. Towing rope. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0030] See Figures 1 to 18 This invention provides a boarding system for an offshore platform 300, the system including a slide rail assembly 100 and boarding equipment 200.

[0031] like Figures 3 to 6 As shown, the slide rail assembly 100 is fixedly connected to the ladder 310 of the offshore platform 300, serving as the track for the entire boarding equipment 200. The slide rail assembly 100 has a rack portion 131 along its own height direction (i.e., the extension direction of the ladder 310). This rack portion 131 serves both as the meshing track for the boarding equipment 200 to move up and down and as the base for the subsequent rack and pinion fall arrester 250, thus integrating guidance and fall prevention functions.

[0032] In some embodiments of the present invention, such as Figure 4 As shown, the slide rail assembly 100 includes a slide rail body 110, a guide body 120, and a transmission body 130.

[0033] The slide rail body 110 serves as the basic support structure for the entire slide rail assembly 100, and is used to fix it to the ladder 310 of the offshore platform 300. The slide rail body 110 provides the installation foundation and load-bearing support for the boarding equipment 200, and is the skeleton of the entire slide rail assembly 100.

[0034] The guide body 120 is symmetrically arranged on both sides of the slide rail body 110. The guide body 120 is used to cooperate with the guide components (such as guide pulleys 223, guide sliders, etc.) on the boarding equipment 200 to guide the boarding equipment 200 along the slide rail assembly 100, limit the forward and backward and left and right displacement of the boarding equipment 200 during operation, and prevent the boarding equipment 200 from shaking.

[0035] The transmission body 130 is integrated onto the slide rail body 110 and extends along the height direction of the slide rail body 110 (i.e., the running direction of the boarding device 200). Both sides of the transmission body 130 extend along the width direction of the slide rail body 110, forming a strip-shaped structure extending along the height direction. A rack portion 131 is provided on at least one side of the transmission body 130. This rack portion 131 extends along the height direction of the transmission body 130 and is used to mesh with the transmission gear 222 on the boarding device 200, thereby enabling the boarding device 200 to move up and down along the slide rail assembly 100.

[0036] From a spatial layout perspective, the slide rail body 110, guide body 120, and transmission body 130 are integrated into one unit. The guide body 120 is symmetrically distributed on the left and right sides of the slide rail body 110, while the transmission body 130 is located in the central area of ​​the slide rail body 110. After the slide rail assembly 100 is fixedly installed on the ladder 310 via the slide rail body 110, the boarding device 200 is assembled onto the slide rail assembly 100. The transmission gear 222 of the boarding device 200 meshes with the rack and pinion 131, driving the boarding device 200 to move up and down in the height direction. During this process, the guide components on the boarding device 200 cooperate with the guide body 120 to limit the displacement of the boarding device 200 in the direction perpendicular to the running direction, ensuring stable operation.

[0037] It is understood that the slide rail assembly 100 provided in this embodiment of the invention uses the slide rail body 110 as the base, with guide bodies 120 symmetrically arranged on both sides of the slide rail body 110. The guide bodies 120 are used to cooperate with the guide components on the boarding device 200 to limit the displacement of the boarding device 200 in the direction perpendicular to the running direction. A transmission body 130 is arranged in the middle of the slide rail body 110, and a rack portion 131 is provided on at least one side wall of the transmission body 130 extending along the width direction of the slide rail body 110. The rack portion 131 is used to mesh with the transmission gear 222 of the boarding device 200 to drive the boarding device 200 to move up and down in the height direction. By integrating the guiding function and the transmission function into one unit, the workload and difficulty of on-site installation are reduced. The entire slide rail assembly 100 is structurally a complete independent module that can be pre-manufactured in the factory and directly installed on the ladder 310 for use on-site without the need for on-site assembly and debugging of individual components.

[0038] In some embodiments of the present invention, such as Figure 6 As shown, the specific structure of the slide rail body 110 is defined. The slide rail body 110 includes an integrally formed base part 111, a first slide rail part 112, and a second slide rail part 113.

[0039] The base portion 111 is used to fix the ladder 310 connected to the offshore platform 300. The base portion 111 is attached to the surface of the ladder 310 for fixation and serves as the installation interface between the entire slide rail body 110 and the ladder 310. The first slide rail portion 112 is located on one side of the base portion 111 (e.g., the left side), and the first slide rail portion 112 is perpendicular to the base portion 111. The second slide rail portion 113 is located on the opposite side of the base portion 111 (e.g., the right side), and the second slide rail portion 113 is perpendicular to the base portion 111.

[0040] Understandably, the slide rail body 110 is designed with an overall cross-section in the shape of a "U" or similar. The base part 111 is fixed tightly against the ladder 310, and the two slide rail parts extend outward perpendicularly to the base part 111, providing mounting surfaces for the guide bodies 120 on both sides and the transmission body 130 in the middle. This structural form allows both the guide bodies 120 and the transmission body 130 to obtain stable support, resulting in good overall structural rigidity.

[0041] The base portion 111 provides a mounting surface for the ladder 310, while the slide rail portion provides mounting surfaces for each functional component. Each mounting surface is independent, ensuring high machining accuracy. All components are plate-shaped or profiled structures, fitting together with each other via flat surfaces for easy welding and fixing. The guide body 120 is connected to the first slide rail portion 112 and the second slide rail portion 113, respectively, and the transmission body 130 is connected to both the first slide rail portion 112 and the second slide rail portion 113. The first slide rail portion 112 and the second slide rail portion 113 provide support for the transmission body 130 and the guide body 120, respectively, forming a frame-like load-bearing structure.

[0042] In some embodiments of the present invention, such as Figure 6 As shown, the base 111 has a plurality of mounting holes 114 spaced apart along its height direction. The mounting holes 114 are used to pass through bolts or other fasteners to fix the slide rail body 110 to the ladder 310. The transmission body 130 has clearance holes 132 at positions corresponding to the mounting holes 114, and the clearance holes 132 correspond one-to-one with the positions of the mounting holes 114.

[0043] During installation, the base portion 111 of the slide rail assembly 100 is fitted against the surface of the ladder 310. Bolts are inserted from one side of the transmission body 130, first passing through the clearance hole 132 on the transmission body 130, then through the mounting hole 114 on the base portion 111, and finally fastened to the corresponding mounting point on the ladder 310. The diameter of the clearance hole 132 is larger than the outer diameter of the installation tool (such as a wrench or socket), allowing the installation tool to pass smoothly through the transmission body 130 for operation.

[0044] Since the transmission body 130 is integrated onto the slide rail body 110, its position may directly cover the mounting hole 114 on the base part 111. Without the clearance holes 132, the installation tools would be unable to reach the mounting hole 114. The clearance holes 132 solve the assembly interference problem and ensure reliable installation of the slide rail assembly 100. Furthermore, the clearance holes 132 are spaced apart along the height direction, corresponding one-to-one with the mounting holes 114, facilitating machining and positioning.

[0045] In some embodiments of the present invention, such as Figure 6As shown, the specific structure of the guide body 120 is defined. The guide body 120 includes an integrally formed guide portion 121, a first support portion 122, and a second support portion 123; the first support portion 122 and the second support portion 123 are arranged in parallel and are located on opposite sides of the guide portion 121; the sides of the first support portion 122 and the second support portion 123 away from the guide portion 121 are both connected to the slide rail body 110.

[0046] The first support portion 122 and the second support portion 123 are arranged in parallel and connected by a guide portion 121. This structure allows the guide body 120 to form a cross-section similar to an I-beam, a "U" shape, or a groove, providing two parallel support surfaces. The guide components (such as guide pulleys 223) on the boarding device 200 can run in the guide groove formed between the first support portion 122 and the second support portion 123, or roll in cooperation with the outer surfaces of the two supports to achieve bidirectional limiting, which can simultaneously limit the forward and backward displacement and the left and right displacement of the boarding device 200, preventing the boarding device 200 from swaying in multiple directions.

[0047] In some embodiments of the present invention, such as Figure 6 As shown, either the slide rail body 110 or the guide body 120 is provided with a first positioning protrusion 124, and the other slide rail body 110 or the guide body 120 is provided with a first positioning groove 115 that cooperates with the first positioning protrusion 124 for positioning. Alternatively, either the slide rail body 110 or the transmission body 130 is provided with a second positioning protrusion 116, and the other slide rail body 110 or the transmission body 130 is provided with a second positioning groove 133 that cooperates with the second positioning protrusion 116 for positioning.

[0048] Alternatively, a first positioning protrusion 124 may be provided on either the slide rail body 110 or the guide body 120, and a first positioning groove 115 may be provided on the other to cooperate with the first positioning protrusion 124 for positioning. A second positioning protrusion 116 may be provided on either the slide rail body 110 or the transmission body 130, and a second positioning groove 133 may be provided on the other to cooperate with the second positioning protrusion 116 for positioning.

[0049] During the assembly of the slide rail assembly 100, the first positioning groove 115 (or the first positioning protrusion 124) on the guide body 120 is first aligned and engaged with the first positioning protrusion 124 (or the first positioning groove 115) on the slide rail body 110 to achieve precise positioning of the guide body 120 and the slide rail body 110. Similarly, the precise positioning of the transmission body 130 and the slide rail body 110 is achieved through the cooperation of the second positioning protrusion 116 and the second positioning groove 133. After positioning is completed, subsequent welding or fastening operations are performed.

[0050] Since the fitting accuracy of the positioning protrusions and positioning grooves can be guaranteed in advance during part machining, high-precision positioning can be achieved simply by aligning and snapping them together during assembly, reducing manual adjustments. The positioning structure enables each component to quickly find its position, improving assembly efficiency. Furthermore, after positioning and welding, the relative positions of each component are determined by the positioning structure, making it less prone to displacement due to welding heat.

[0051] In some embodiments of the present invention, the slide rail body 110 is welded to the guide body 120 and the transmission body 130, respectively. During assembly, the components can be precisely positioned first using positioning protrusions and positioning grooves, and then welded to secure them.

[0052] Welding is a common method for steel structure connections. For facilities like the 300-meter offshore platform and 310-meter ladder, which are exposed to harsh outdoor environments for extended periods, welded joints can achieve strength comparable to the base material, capable of withstanding various loads generated during the operation of the 200-meter boarding equipment. Furthermore, welding provides a rigid connection, eliminating the risk of loosening and making it suitable for the vibration-prone marine environment.

[0053] like Figure 3 , Figure 7 , Figure 10 and Figure 12 As shown, the boarding device 200 can run along the slide rail assembly 100 and is the core mobile unit for carrying personnel and performing actions. The boarding device 200 includes a vehicle body assembly 210, a back panel assembly 220, and a one-way locking mechanism 230. The back panel assembly 220 is movably mounted on the vehicle body assembly 210, and the one-way locking mechanism 230 is mounted on the back panel assembly 220.

[0054] like Figure 7 As shown, the vehicle body component 210 includes a vehicle body frame 211, a corridor 212, and a linkage 214. The vehicle body frame 211 is the main structural component of the boarding equipment 200, providing an installation foundation and load-bearing space.

[0055] The corridor 212 is rotatably connected to the vehicle frame 211 and can switch between a retracted state and an extended state. In the retracted state, the corridor 212 fits against the vehicle frame 211, reducing space occupation. In the extended state, the corridor 212 forms a 90° angle with the vehicle frame 211 and extends approximately horizontally, serving as a passage for personnel to pass through the hull. The end of the corridor 212 furthest from the vehicle body is used to connect with the hull.

[0056] One end of the linkage 214 is rotatably connected to the corridor 212, such as through a corridor connector or support arm, and the other end is slidably connected to the vehicle frame 211, such as by cooperating with the slide rail 2114 on the vehicle frame 211. It moves linearly within the slide rail 2114, thereby converting the retraction and rotation of the corridor 212 into its own linear reciprocating motion. During the movement, it triggers the state switching of the one-way locking mechanism 230, so that when the corridor 212 is retracted, the one-way locking mechanism 230 is switched to the locked state; when the corridor 212 is unfolded, the one-way locking mechanism 230 is switched to the unlocked state.

[0057] In some embodiments, the vehicle body assembly 210 further includes a first elastic member 213, one end of which is connected to the vehicle body frame 211 and the other end is connected to the corridor 212, for providing a restoring force to the corridor 212 so that the corridor 212 automatically returns to the retracted state when no external force is applied.

[0058] like Figure 13 and Figure 14 As shown, the backplate assembly 220 includes a floating backplate 221 and a plurality of transmission gears 222 and guide pulleys 223 mounted on the floating backplate 221. The floating backplate 221 is movably mounted on the vehicle frame 211, allowing relative movement between the floating backplate 221 and the vehicle frame 211 in the vertical direction. The plurality of transmission gears 222 mesh with the rack portion 131 on the slide rail assembly 100 to transmit motion and power, and the guide pulleys 223 cooperate with the guide body 120 on the slide rail assembly 100 for guidance.

[0059] like Figure 8 , Figure 14 and Figure 15 As shown, a one-way locking mechanism 230 is installed on the floating back plate 221. The one-way locking mechanism 230 is linked with one of the transmission gears 222 and the corridor 212. The one-way locking mechanism 230 has a locked state and an unlocked state. In the locked state, the transmission gear 222 is only allowed to rotate in one direction in the upward direction, so that the boarding equipment 200 can only go up and cannot go down. In the unlocked state, the transmission gear 222 is allowed to rotate in both directions, so that the boarding equipment 200 can be raised and lowered freely.

[0060] When the corridor 212 is in the deployed state and the one-way locking mechanism 230 is in the unlocked state, the boarding device 200 can slowly descend along the slide rail assembly 100 until the corridor 212 is attached to the hull. When the boarding device 200 rises, the corridor 212 remains attached to the hull, and the one-way locking mechanism 230 is locked, so that: in response to the upward movement of the hull caused by the waves, the boarding device 200 is pushed by the hull via the corridor 212 and moves upward along the slide rail assembly 100; and in response to the downward movement of the hull caused by the waves, the one-way locking mechanism 230 locks the boarding device 200 to prevent it from sliding downward along the slide rail assembly 100, thereby realizing the gradual passive ascent of the boarding device 200.

[0061] Specifically, during the deployment of the corridor 212: the corridor 212 rotates around its connection point with the vehicle frame 211, causing the linkage 214 to move downwards along the slide rail 2114 on the vehicle frame 211. The movement of the linkage 214 disengages its triggering action on the one-way locking mechanism 230, which then switches to the unlocked state under its own reset force. At this time, the transmission gear 222 can rotate in both directions, allowing the boarding device 200 to descend freely.

[0062] During the retraction process of corridor 212: under the elastic force of the first elastic element 213, corridor 212 returns to the retracted state. The retraction rotation of corridor 212 drives linkage 214 to move upward along slide 2114. When linkage 214 moves to the trigger position, it pushes the one-way locking mechanism 230 to switch to the locked state. The transmission gear 222 is restricted to rotating only in the upward direction, and the boarding device 200 can only go up and cannot go down.

[0063] In some embodiments of the present invention, such as Figure 8 and Figure 15 As shown, the specific structure and triggering method of the one-way locking mechanism 230 are defined. The one-way locking mechanism 230 includes a ratchet locking assembly 231, a trigger lever 232, and a second elastic element 233.

[0064] The ratchet locking assembly 231 is located on the floating back plate 221 and includes core locking elements such as locking ratchet 2311 and pawl 2312.

[0065] The trigger lever 232 is rotatably mounted on the vehicle frame 211 and is usually installed via the lever base. One end (first end) of the trigger lever 232 corresponds to the movement path (slide rail 2114) of the linkage 214 (sliding rod), and the other end (second end) of the trigger lever 232 acts on the pawl 2312 of the ratchet locking assembly 231.

[0066] The second elastic element 233 is disposed on the rotation shaft of the trigger lever 232. One end of the second elastic element 233 is connected to the trigger lever 232, and the other end is connected to the vehicle frame 211. The second elastic element 233 is usually a torsion spring, which is used to provide an automatic reset force for the trigger lever 232.

[0067] When the corridor 212 switches from the retracted state to the extended state, the linkage 214 (sliding rod) moves downward along the slide rail 2114, disengaging from the push on the first end of the trigger lever 232. Under the elastic force of the second elastic element 233, the trigger lever 232 rotates back to its original position around its axis, and the second end of the trigger lever 232 lifts away from the pawl 2312 of the ratchet locking assembly 231. The pawl 2312 rotates open under its own restoring force, disengaging from the locking ratchet 2311, and the one-way locking mechanism 230 rotates from the locked position to the unlocked position.

[0068] Conversely, when the corridor 212 is retracted, the linkage 214 moves upward, pushing the first end of the trigger lever 232 to rotate, and the second end of the trigger lever 232 presses the pawl 2312 to engage with the locking ratchet 2311, thereby locking.

[0069] Once the pushing force of the linkage 214 is eliminated, the second elastic element 233 ensures that the trigger lever 232 can automatically reset, releasing the pressure on the pawl 2312, thus reliably unlocking the one-way locking mechanism 230. This ensures that the equipment can obtain bidirectional operating permissions in a timely manner when the corridor 212 is deployed, without affecting the descent and boarding operation.

[0070] In some embodiments of the present invention, such as Figure 15 As shown, the specific structure of the ratchet locking assembly 231 is further defined. The ratchet locking assembly 231 includes a locking ratchet 2311, a pawl 2312, and a third elastic element 2313.

[0071] A locking ratchet 2311 and a transmission gear 222 are coaxially arranged and rotate synchronously. The locking ratchet 2311 has toothed grooves distributed on its circumference. A pawl 2312 is rotatably mounted on a floating backplate 221, located on one side of the locking ratchet 2311. The pawl 2312 can rotate about its axis between a locked position (engaged in the toothed grooves of the locking ratchet 2311) and an unlocked position (disengaged from the locking ratchet 2311).

[0072] The third elastic element 2313 is disposed on the rotation shaft of the pawl 2312. One end of the third elastic element 2313 is fixedly connected to the pawl 2312, and the other end of the third elastic element 2313 is fixedly connected to the floating back plate 221. The third elastic element 2313 applies a restoring force to the pawl 2312 to disengage the locking ratchet 2311.

[0073] When the corridor 212 switches from the retracted state to the extended state, the linkage 214 (sliding rod) moves downward along the slide 2114 on the vehicle frame 211, disengaging from the downward push on the first end of the trigger lever 232. The trigger lever 232 resets under the elastic force of the second elastic element 233 (such as a torsion spring), and the second end of the trigger lever 232 lifts upward away from the pawl 2312, releasing the pressure on the pawl 2312. The pawl 2312 rotates open under the restoring force of its own third elastic element 2313, disengaging from the locking ratchet 2311, and the one-way locking mechanism 230 moves from the locked position to the unlocked position, allowing the boarding device 200 to operate in both directions.

[0074] When the corridor 212 switches from the unfolded state to the retracted state, the linkage 214 moves upward along the slide 2114 on the vehicle frame 211, pushing the first end of the trigger lever 232, causing the trigger lever 232 to rotate. The second end of the trigger lever 232 presses the pawl 2312, forcing the pawl 2312 to overcome the elastic force of its own third elastic element 2313 and rotate, causing the pawl 2312 to rotate and engage in the tooth groove of the locking ratchet 2311 to achieve locking. When the corridor 212 is retracted to its maximum position, the trigger lever 232 is pressed down to its maximum stroke, and the pawl 2312 is fully engaged in the tooth groove of the locking ratchet 2311, achieving unidirectional rotation of the locking ratchet 2311. At this time, the boarding device 200 can only rise and cannot descend.

[0075] In some embodiments, the ratchet locking assembly 231 further includes a limiting member 2314, which is fixedly disposed on the floating back plate 221 and located on the rotation path of the pawl 2312. The limiting member 2314 limits the rotational stroke of the pawl 2312, thereby preventing the pawl 2312 from overtraveling and failing to reset or becoming damaged. That is, the limiting member 2314 limits the maximum rotation angle of the pawl 2312 during the transition between unlocking and locking states, ensuring that the pawl 2312 operates within its normal range.

[0076] Understandably, the locking ratchet 2311 and pawl 2312 work together to achieve one-way locking, providing strong load-bearing capacity and high reliability. The limiting component 2314 prevents the pawl 2312 from rotating under excessive external force or abnormal conditions, protecting the mechanism from damage and improving the system's robustness. All components are integrated onto the floating backplate 221, resulting in a compact layout that facilitates overall installation and disassembly.

[0077] In some embodiments of the present invention, the specific structural form of the pawl 2312 is further defined. A trigger portion 2312-2 protrudes from the pawl 2312 for contacting the second end of the trigger lever 232. A guide slope 2312-1 is provided on one side of the pawl 2312 corresponding to the trigger portion 2312-2, and this guide slope 2312-1 guides the movement of the second end of the trigger lever 232.

[0078] When the trigger lever 232 is pushed to rotate by the linkage 214, the second end of the trigger lever 232 presses down on the pawl 2312. The end of the second end first contacts the guide ramp 2312-1 on the pawl 2312. As the trigger lever 232 continues to press down, its end slides along the guide ramp 2312-1, and the movement is smooth. After the trigger lever 232 slides past the guide ramp 2312-1, it contacts the trigger part 2312-2 and applies pressure, pushing the pawl 2312 to rotate around its axis and engage with the locking ratchet 2311.

[0079] Understandably, by providing a guide slope 2312-1 on the trigger lever 232, the contact between the trigger lever 232 and the pawl 2312 gradually transitions from point contact to surface contact, resulting in a smooth pressing process, avoiding direct impact, and making the action more reliable. The trigger part 2312-2 provides a clear force application point for the trigger lever 232, ensuring precise pressing position and good consistency of locking action.

[0080] In some embodiments of the present invention, the pawl 2312 is provided with a manual trigger lever 2315. This manual trigger lever 2315 can be a manual operating structure such as a manual handle or button. The manual operating structure can be a push rod or lever protruding from the surface of the pawl 2312, used to manually release the engagement between the pawl 2312 and the locking ratchet 2311. The manual trigger lever 2315 allows the operator to manually intervene in the status of the equipment as needed.

[0081] Under normal circumstances, the one-way locking mechanism 230 is automatically controlled by the linkage 214 via the corridor 212. Under certain special conditions (such as debugging, maintenance or emergency situations), the operator can directly push the pawl 2312 through the manual trigger lever 2315 to overcome the elastic force of the third elastic element 2313, so that the pawl 2312 disengages from the locking ratchet 2311 and releases the one-way locking state.

[0082] It is understood that, by providing a manual trigger lever 2315 on the pawl 2312, this embodiment of the invention provides an independent control method in addition to automatic linkage, enhancing the operational flexibility of the equipment. This allows for manual unlocking during equipment installation, commissioning, or maintenance, facilitating operation. Simultaneously, it serves as a backup unlocking method in case of a malfunction in the linkage mechanism, improving the safety of the boarding system.

[0083] In some embodiments of the present invention, such as Figure 3 , Figure 7 , Figure 10 , Figure 11 and Figure 12As shown, a door lock assembly 260 is also provided on the vehicle frame 211. The door lock assembly 260 is linked with the linkage 214 and is used to mechanically lock the corridor 212 when it is unfolded to the passage state (i.e., the approximate horizontal position) to prevent the corridor 212 from being accidentally retracted during use.

[0084] When corridor 212 is extended to the passage position, door lock assembly 260 is automatically locked, fixing corridor 212 in the extended state. When people pass through corridor 212, corridor 212 remains stable and does not shake. When it is necessary to retract corridor 212, the locking state of door lock assembly 260 must be released first, and corridor 212 can then be reset and retracted under the action of the first elastic element 213.

[0085] Understandably, the door lock assembly 260 provides dual protection for the corridor 212 in both its extended and retracted states: the one-way locking mechanism 230 controls the operating permissions of the boarding equipment 200, while the door lock assembly 260 ensures the stability of the corridor 212 itself in its extended state. Together, they comprehensively guarantee the safety of personnel passage and the operation of the boarding equipment 200.

[0086] In some embodiments of the present invention, such as Figure 11 As shown, the specific structure of the door lock assembly 260 is defined. The door lock assembly 260 includes a lock body 261 and a locking member 262. The lock body 261 is fixed to the vehicle frame 211 and located on one side of the slide rail 2114. A locking block 2611 with a sharp corner is provided on one side of the lock body 261, and a guide member 2612 is provided on the other side of the lock body 261. The guide member 2612 has a large angle and is bent at an obtuse angle.

[0087] The locking member 262 is rotatably connected to the linkage member 214 (sliding rod) and can move along the slide rail 2114 under the drive of the sliding rod. The end of the locking member 262 is provided with a "V"-shaped locking groove 2621, which can stand up at a specific position and be locked by the locking block 2611 with sharp corners on the lock body 261.

[0088] During the locking process: When the pull member 280 (such as a pull rope) of the corridor 212 is pulled down to unfold the corridor 212, the corridor 212 drives the sliding rod to move downward in a straight line along the slide rail 2114. As the corridor 212 gradually unfolds, the linkage member 214 is driven to move along the slide rail 2114 towards the lock body 261 and enter the lock body 261.

[0089] When the locking member 262 approaches and enters the lock body 261, it first contacts the guide surface on the locking block 2611. The locking member 262 rotates freely relative to the linkage member 214, adjusting its posture to align with the extension direction of the slide 2114. Because the guide member 2612 has a large angle (>90°), the locking block 2611 continues to run along the slide 2114 within the lock body 261. Touching the guide member 2612 will cause the locking member 262 to slightly deflect around the rotation connection point, thereby guiding the opening of the locking groove 2621 to accurately align with the sharp corner of the locking block 2611.

[0090] After releasing the pull member 280 (such as a pull rope) of corridor 212, under the elastic force of the first elastic member 213, corridor 212 tends to return to its original position in the retracted direction, driving the linkage member 214 to move back synchronously, and locking member 262 moves back synchronously with the linkage member 214. At this time, the locking groove 2621 at the top of locking member 262 contacts the locking block 2611 with sharp corners inside the lock body 261. The sharp edge of the corner forms an interference or snap fit with the inner wall of the locking groove 2621. At this time, locking member 262 cannot move forward and is locked in place mechanically, thereby preventing the pull member 280 of corridor 212 from pulling corridor 212 back to its original position, thus locking corridor 212. At this time, corridor 212 and vehicle frame 211 are in a 90° extended state, allowing safe passage for personnel.

[0091] During the unlocking process: Pull the pull member 280 (such as a pull rope) of corridor 212 again to pull corridor 212 downward to a greater than normal unfolding angle (such as 90°). At this time, locking member 262 disengages from the locking block 2611 with sharp corners inside lock body 261 and rotates due to the action of guide member 2612, thus disengaging from the locked position. After locking member 262 loses its locking constraint, corridor 212 automatically resets under the action of first elastic member 213 until linkage member 214 moves to the top of slide rail 2114, at which point corridor 212 is fully retracted.

[0092] It is understood that the embodiments of the present invention integrate the door lock assembly 260 and the linkage component 214, so that the opening, locking, and unlocking actions of the corridor 212 are all completed through the same transmission chain. The locking component 262 directly achieves locking by its own movement, which is compact and does not require an additional independent locking mechanism.

[0093] Corridor 212 retracted state: Locking member 262 is positioned above slide rail 2114 along with sliding rod, and locking member 262 protrudes from lock body 261. At this time, locking member 262 can move freely up and down with sliding rod, and triggers trigger lever 232 of one-way locking mechanism 230 during movement.

[0094] Corridor 212 in unfolded state: When corridor 212 is unfolded to the passage position, locking member 262 slides down with the sliding rod. When locking member 262 moves to the position of locking block 2611, the locking groove 2621 at the end of locking member 262 engages with locking block 2611, and locking member 262 is locked and fixed. Because locking member 262 is linked with sliding rod and corridor 212, corridor 212 is locked in the unfolded position.

[0095] Pull the corridor 212 again to extend it further (pull it down), and the locking groove 2621 at the end of the locking member 262 disengages from the locking block 2611. The locking member 262 can then move upward with the sliding rod under the action of the first elastic member 213, and the corridor 212 returns to its original position and retracts.

[0096] It is understood that, in this embodiment of the invention, the automatic mechanical locking of the corridor 212 after it is unfolded is achieved through the cooperation between the locking groove 2621 on the locking member 262 and the locking block 2611 on the lock body 261. The unfolding and retracting of the corridor 212 completes the switching of the operating state of the boarding equipment 200, without the need for additional control programs, thus reducing the requirements for operators. The automatic switching of the corridor 212's state with its one-way locking function fundamentally prevents accidental falls.

[0097] When the corridor 212 is deployed, the boarding equipment 200 can operate in both directions to connect with the hull; when the corridor 212 is retracted, the boarding equipment 200 automatically locks itself to allow only upward movement, thus preventing the risk of accidental descent. Automatic locking is achieved through mechanical linkage, allowing the operator to automatically switch between safety states without additional action, avoiding safety hazards caused by forgetfulness or misoperation. The automatic switching of the equipment's safety state is completed simply by deploying or retracting the corridor 212, requiring no additional operation. The entire linkage process consists of purely mechanical components, without electrical components, adapting to the harsh marine environment. The linkage component 214 and the one-way locking mechanism 230 are integrated into the vehicle frame 211 and the floating backplate 221, resulting in a rational overall layout.

[0098] The boarding system for an offshore platform 300 provided by this invention, by setting a slide rail assembly 100 on the ladder 310 of the offshore platform 300, and providing a rack portion 131 along its height direction on the slide rail assembly 100, can provide a continuous guide and drive foundation for the boarding equipment 200, making the gear meshing transmission smooth and having strong resistance to environmental interference. The vehicle body assembly 210 of the boarding equipment 200 includes a vehicle body frame 211 and a corridor 212 rotatably connected to the vehicle body frame 211. The corridor 212 can switch between a retracted state and an extended state. In this way, when not in use, the corridor 212 can be retracted to reduce wind load and space occupation at sea, and when in use, it can be extended to smoothly connect to the ship and ensure the safety of personnel transfer. The backplate assembly 220 is movably mounted on the vehicle frame 211. The backplate assembly 220 is provided with multiple transmission gears 222 and guide pulleys 223. Each transmission gear 222 meshes with the rack part 131, and the guide pulley 223 cooperates with the slide rail assembly 100 for guidance. Through multi-point meshing and guiding constraints, it effectively prevents skewing and jamming during the lifting process, and improves the smoothness of operation and load-bearing rigidity.

[0099] Furthermore, the one-way locking mechanism 230 is mounted on the back panel assembly 220 and is linked to a transmission gear 222. The one-way locking mechanism 230 has a locked state and an unlocked state. In the locked state, the transmission gear 222 is allowed to rotate unidirectionally in the upward direction, so that the boarding device 200 can only move upward. This allows it to passively climb under external force and automatically prevents it from sliding down, improving safety and maintaining height without the need for additional power. In the unlocked state, the transmission gear 222 is allowed to rotate bidirectionally, so that the boarding device 200 can be freely raised and lowered, facilitating active adjustment of position or lowering for connection when needed.

[0100] When the corridor 212 is in the deployed state and the one-way locking mechanism 230 is in the unlocked state, the boarding device 200 can slowly descend along the slide rail assembly 100 until the corridor 212 connects to the hull, achieving a safe and stable connection from a high position to the ship, adapting to changes in tide level and wave rise and fall. When the boarding device 200 rises, the corridor 212 remains connected to the hull, and the one-way locking mechanism 230 is locked, so that: in response to the upward movement of the hull caused by the waves, the boarding device 200 is pushed by the hull via the corridor 212 and moves upward along the slide rail assembly 100; and in response to the downward movement of the hull caused by the waves, the one-way locking mechanism 230 locks the boarding device 200 to prevent it from sliding downward along the slide rail assembly 100, thereby achieving a gradual passive ascent of the boarding device 200. It passively moves upward to the height that the waves can reach, thus achieving the ascent of the boarding equipment 200 without additional power. It cleverly utilizes the energy of the waves, making it energy-saving, environmentally friendly, and highly automated.

[0101] In some embodiments of the present invention, such as Figure 14, Figures 16 to 18 The boarding device 200 also includes a centrifugal descent mechanism 240, which is mounted on a floating back plate 221. The centrifugal descent mechanism 240 is linked with another transmission gear 222 and is a purely mechanical braking device used to achieve uniform descent when the boarding device 200 descends along the slide rail assembly 100.

[0102] The centrifugal descent mechanism 240 utilizes the physical properties of centrifugal force and friction to provide a braking force positively correlated with speed without the need for external energy, ensuring a smooth descent. The centrifugal descent mechanism 240 includes a mounting body 241, a speed-increasing component 242, and a centrifugal slinging component 243.

[0103] The mounting body 241 serves as the supporting shell for the entire centrifugal descent mechanism 240, and is fixedly installed on the floating back plate 221 of the boarding equipment 200, serving to support and connect various components. For example, the mounting body 241 can be made of cast iron or steel, and an internal accommodating space is formed within the mounting body 241.

[0104] Speed-increasing component 242 is disposed between mounting body 241 and floating backplate 221, and has an input shaft and an output shaft. The input shaft is linked (directly or indirectly connected) to the transmission gear 222 of boarding device 200 to receive rotational power from the transmission gear 222 on boarding device 200. The output shaft is linked to centrifugal shovel assembly 243 to drive the centrifugal shovel assembly 243 to rotate. The function of speed-increasing component 242 is to amplify the lower rotational speed of transmission gear 222, so that the output shaft obtains a higher rotational speed. Speed-increasing component 242 can typically be implemented using a gear transmission mechanism (such as a planetary gear set) or a friction transmission mechanism.

[0105] The centrifugal sling assembly 243 is mounted on the mounting body 241 and is linked to the output shaft of the speed-increasing component 242. The centrifugal sling assembly 243 includes two symmetrically arranged centrifugal slings 2433. Under the centrifugal force generated by rotation, the centrifugal slings 2433 can open radially outward, and their outer surfaces can contact the inner wall of the sling chamber 2431 described below, generating friction. The centrifugal sling assembly 243 can adopt a hinged sling structure with a return spring, or a flexibly connected sling structure, etc.

[0106] When the boarding device 200 descends along the slide rail assembly 100 under its own gravity, the working process is as follows: During the power input phase: As the boarding device 200 descends, the transmission gear 222, which meshes with the rack portion 131 on the slide rail assembly 100, is driven to rotate. This rotational motion serves as the power input and is transmitted to the input shaft of the speed-increasing assembly 242.

[0107] Speed-up phase: The rotational speed of the transmission gear 222 is typically low, corresponding to the descent speed of the boarding device 200. The speed-up component 242 amplifies the input speed through an internal transmission ratio, resulting in a higher rotational speed on the output shaft. For example, if the speed-up ratio is 1:10, the output shaft speed is 10 times the rotational speed of the transmission gear 222.

[0108] Centrifugal braking stage: The output shaft of the speed-increasing component 242 drives the centrifugal sling assembly 243 to rotate. As the rotational speed increases, the centrifugal force on the centrifugal sling 2433 increases. When the rotational speed reaches a certain threshold, the centrifugal force overcomes the constraint force of the sling, such as the spring force or the weight of the sling itself, and the sling opens radially outward, its outer surface pressing against the inner wall of the sling chamber 2431, generating friction.

[0109] Speed ​​limiting phase: The frictional force generates a frictional torque opposite to the direction of rotation. This torque is transmitted in the opposite direction to the transmission gear 222 via the speed-increasing component 242, generating braking force and limiting the descent speed of the boarding device 200. The faster the descent speed, the higher the rotational speed of the transmission gear 222, resulting in a higher output shaft speed after speed increase, greater centrifugal force, and consequently, increased friction and stronger braking effect; conversely, the braking force automatically decreases as the speed decreases. Through this self-regulating mechanism, the boarding device 200 maintains a roughly uniform descent speed.

[0110] The centrifugal slow-descent mechanism 240 provided in this embodiment of the invention utilizes the physical characteristic that centrifugal force is proportional to rotational speed to construct a purely mechanical speed adaptive braking system. Its design principle is reflected in the following aspects: The centrifugal slinger 2433 is subjected to a centrifugal force during rotation, the magnitude of which is F=mω. 2 r (where m is the mass of the thrown block, ω is the angular velocity, and r is the radius of rotation). The normal frictional force between the outer surface of the thrown block and the inner wall of the thrown block chamber 2431 is positively correlated with the centrifugal force, and the resulting frictional torque is proportional to the normal force. Therefore, the frictional torque is proportional to the square of the angular velocity, forming a damping characteristic approximately equal to the square of the velocity. This characteristic enables the deceleration mechanism to have strong braking force at high speeds and weak braking force at low speeds, automatically achieving speed regulation.

[0111] The actual descent speed of the boarding device 200 is slow, for example, 0.3 to 0.5 meters per second. The corresponding transmission gear 222 rotates at a very low speed. If the centrifugal block 2433 is directly driven, the resulting centrifugal force is insufficient to generate effective braking force. By setting the speed-increasing component 242 to amplify the rotational speed, a sufficiently high operating speed can be obtained at the centrifugal block 2433 end, thereby generating braking torque with a relatively small block mass and volume. Simultaneously, the speed-increasing component 242 also acts in the reverse direction of torque transmission; the braking torque from the output shaft is further amplified when transmitted in the opposite direction to the input shaft via the speed-increasing component 242, enhancing the braking effect.

[0112] The entire centrifugal descent mechanism 240 is composed entirely of mechanical parts, without relying on electrical sensors, controllers, or hydraulic components. It has no motors, no circuits, and no hydraulic lines. In the harsh environment of the sea, characterized by humidity and heavy salt spray, the purely mechanical structure inherently possesses high reliability and ease of maintenance, resulting in a low failure rate and long service life.

[0113] It is understood that the centrifugal descent mechanism 240 provided in this embodiment of the invention, by setting an acceleration component 242 between the mounting body 241 and the back plate assembly 220, and the acceleration component 242 having an input shaft and an output shaft, with the input shaft linked to a transmission gear 222 of the back plate assembly 220, can multiply the relatively low rotational speed generated when the boarding device 200 descends, so that the output shaft obtains a high rotational speed sufficient to drive the centrifugal throwing block 2433 assembly 243 to operate effectively, thereby achieving the required centrifugal force in a small volume; the centrifugal throwing block 2433 assembly 243 is set on the mounting body 241 and linked to the output shaft of the acceleration component 242, so that under the high-speed rotation after acceleration, the throwing block can be quickly and reliably radially thrown apart under the action of centrifugal force and contact the fixed friction surface, converting rotational kinetic energy into stable and controllable frictional resistance.

[0114] When the boarding device 200 descends, the rotational motion of the corresponding transmission gear 222 is accelerated by the speed-increasing component 242, driving the centrifugal sling block component 2433 to rotate. This generates friction under centrifugal force, limiting the descent speed of the boarding device 200. Thus, an automatic, passive limitation of the descent speed is achieved using a purely mechanical structure. This results in a fast response time and is unaffected by external conditions such as power supply, improving the safety and stability of the descent process. Utilizing the physical property that centrifugal force is proportional to the square of the rotational speed, the descent mechanism automatically matches the descent speed: the faster the speed, the greater the braking force; the slower the speed, the smaller the braking force. This achieves a uniform descent without external control, ensuring the safety of passengers.

[0115] Furthermore, the centrifugal slinger assembly 243 generates sufficient braking force within a relatively small volume. Its compact structure allows for easy integration into the floating backplate 221 of the boarding equipment 200 without requiring significant additional space. The entire energy of the descent mechanism originates from the rotational motion of the transmission gear 222 during the descent of the boarding equipment 200, eliminating the need for external energy input. This energy efficiency and environmental friendliness align with the design concept of powerless operation for the maritime boarding equipment 200. The friction between the centrifugal slinger 2433 and the inner wall of the mounting body 241 gradually increases with increasing rotational speed, rather than through a sudden application of braking force. Therefore, the braking process is smooth and shock-free, which helps protect the boarding equipment 200 and improves passenger comfort.

[0116] In some embodiments of the present invention, such as Figure 17 and Figure 18The speed-increasing component 242 includes a first gear 2421 and a second gear 2422. The first gear 2421 is coaxially arranged with a transmission gear 222 in the boarding / alighting device 200, meaning they are coaxially mounted and rotate synchronously. The first gear 2421 has a larger number of teeth than the transmission gear 222, giving it a larger pitch circle diameter. The second gear 2422 is rotatably mounted on the floating backplate 221 and meshes with the first gear 2421. The second gear 2422 has fewer teeth than both the first gear 2421 and the transmission gear 222.

[0117] When the boarding device 200 descends, the transmission gear 222, which meshes with the rack portion 131 of the slide rail assembly 100, is driven to rotate. Since the first gear 2421 and the transmission gear 222 are coaxial, they rotate synchronously. The first gear 2421 drives the second gear 2422, which meshes with it, to rotate. Because the number of teeth on the first gear 2421 is greater than the number of teeth on the transmission gear 222, and the number of teeth on the second gear 2422 is much smaller than the number of teeth on the first gear 2421, a two-stage speed increase is achieved from the transmission gear 222 to the second gear 2422: the first stage is a direct speed increase between the transmission gear 222 and the second gear 2422, and the second stage is a speed increase between the first gear 2421 and the second gear 2422. The output shaft is linked to the second gear 2422, outputting the amplified rotational speed to the centrifugal sling assembly 243.

[0118] By selecting gear combinations with different numbers of teeth, the speed increase ratio can be flexibly adjusted as needed to adapt to different weights of boarding equipment or different descent speed requirements. Furthermore, gear transmission technology is mature, with strong load-bearing capacity, high transmission efficiency, and long service life, making it suitable for harsh marine working conditions.

[0119] In some embodiments of the present invention, such as Figure 17 As shown, the centrifugal shoveling assembly 243 includes a shoveling bin 243 and a centrifugal shoveling block 2433.

[0120] The centrifugal shovel chamber 2431 is installed on the mounting body 241 to provide a space for the centrifugal shovel 2433 to be contained and work. The inner wall surface of the centrifugal shovel chamber 2431 can be used as a friction working surface.

[0121] Centrifugal blocks 2433 are symmetrically arranged on the block-spinning shaft 2434 and rotate together with the block-spinning shaft 2434. Under the action of centrifugal force, the centrifugal blocks 2433 can open outward in the radial direction, and their outer surface contacts the inner wall of the block-spinning chamber 2431 and generates friction.

[0122] The output shaft of the speed-increasing component 242 drives the centrifugal block shaft 2434 to rotate, which in turn drives the centrifugal blocks 2433 mounted on it to rotate within the block chamber 2431. When the rotational speed of the centrifugal block shaft 2434 reaches a certain threshold, the centrifugal blocks 2433 open radially under centrifugal force, contacting the inner wall of the block chamber 2431 to generate friction, thus achieving slow descent braking.

[0123] It is understood that the centrifugal shovel chamber 2431 provided in this embodiment of the invention forms a relatively closed working space, protecting the centrifugal shovel 2433 from external contaminants, and at the same time serving as a friction working surface.

[0124] In some embodiments of the present invention, such as Figure 17 As shown, the centrifugal shoveling assembly 243 also includes a shoveling chamber 243 and an elastic component 244.

[0125] A centrifugal ratchet assembly 2432 is disposed within the block-throwing chamber 2431 and is linked to the output shaft of the speed-increasing component 242 via the block-throwing shaft 2434. An elastic component 244 is disposed on the block-throwing chamber 2431 and the mounting body 241, and is used to apply elastic pressure to the block-throwing chamber 2431 under axial pressure, so that the centrifugal ratchet assembly 2432 remains engaged under axial pressure. The output shaft of the speed-increasing component 242 drives the block-throwing shaft 2434 to rotate via the centrifugal ratchet assembly 2432, and the block-throwing shaft 2434 drives the centrifugal blocks 2433 mounted thereon to rotate within the block-throwing chamber 2431.

[0126] When the rotational speed of the centrifugal block shaft 2434 reaches a certain threshold, the centrifugal block 2433 opens radially under the action of centrifugal force, and generates frictional force by contacting the inner wall of the centrifugal block chamber 2431, thus achieving slow descent braking. When the centrifugal ratchet assembly 2432 disengages, the centrifugal block shaft 2434 loses power input, the centrifugal block 2433 stops rotating, and the slow descent function is released.

[0127] Understandably, the centrifugal ratchet assembly 2432 enables a separable connection for power transmission, providing a structural basis for subsequently releasing the slow-descent function via the trigger assembly 245. The centrifugal slinger 2433 is fixedly connected to the slinger shaft 2434, ensuring a reliable structure, direct torque transmission, and fast response.

[0128] In some embodiments of the present invention, such as Figure 17 and Figure 18As shown, the centrifugal ratchet assembly 2432 includes a first centrifugal ratchet 2432-1 and a second centrifugal ratchet 2432-2. The first centrifugal ratchet 2432-1 is mounted on the output shaft of the speed-increasing assembly 242 and rotates with the output shaft. The second centrifugal ratchet 2432-2 is mounted on the shovel shaft 2434 and meshes with the first centrifugal ratchet 2432-1. The two centrifugal locking ratchets 2311 typically adopt an end-face ratchet structure, which can maintain engagement under axial pressure and disengage under axial thrust.

[0129] Under normal slow-descent conditions, the first centrifugal ratchet 2432-1 and the second centrifugal ratchet 2432-2 remain engaged under the elastic pressure applied by the elastic component 244 to the block-throwing chamber 2431. The output shaft of the speed-increasing component 242 drives the first centrifugal ratchet 2432-1 to rotate, and the first centrifugal ratchet 2432-1 drives the second centrifugal ratchet 2432-2 and the block-throwing shaft 2434 to rotate through engagement, and the centrifugal block-throwing component 243 operates normally.

[0130] When the block-throwing chamber 2431 is triggered, such as when the triggering component 245 is pushed by the vehicle body floor 2113, the block-throwing chamber 2431 is driven to move axially to overcome the elastic pressure exerted by the elastic component 244 on the block-throwing chamber 2431. This causes the second centrifugal ratchet 2432-2 mounted on the block-throwing shaft 2434 to move along with it and disengage from the first centrifugal ratchet 2432-1. The power transmission path is disconnected, the centrifugal block-throwing component 243 stops working, and the slow-descent function is released.

[0131] It is understood that the embodiments of the present invention employ a centrifugal ratchet assembly 2432 to achieve a separable connection of the power source. The centrifugal locking ratchet 2311 can stably transmit torque under axial pressure and can quickly disengage under axial thrust, exhibiting sensitive response. When the triggering effect disappears, it can automatically reset and re-engage under the action of the elastic component 244, restoring the slow-descent function.

[0132] like Figure 16 As shown, the elastic component 244 includes a guide member 2441 and a fourth elastic member 2442. The guide member 2441 passes through the block-throwing chamber 2431 and the mounting body 241. The guide member 2441 is typically a guide post or a guide bolt, and one end of the guide member 2441 has a limiting end (such as a bolt head or a shoulder). The fourth elastic member 2442 is sleeved on the guide member 2441 and is located between the limiting end of the guide member 2441 and the block-throwing chamber 2431.

[0133] The fourth elastic element 2442 is usually a compression spring, which is in a pre-compressed state and continuously applies pressure to the block throwing chamber 2431, keeping the block throwing chamber 2431 in a position close to the first centrifugal ratchet 2432-1, thereby ensuring that the first centrifugal ratchet 2432-1 and the second centrifugal ratchet 2432-2 remain engaged.

[0134] During normal operation, the elastic force of the fourth elastic element 2442 presses the block-throwing chamber 2431 towards the speed-increasing component 242, ensuring stable engagement between the second centrifugal ratchet 2432-2 and the first centrifugal ratchet 2432-1, thus ensuring reliable power transmission. When the trigger component 245 is pushed by an external force, the force overcomes the elastic force of the fourth elastic element 2442, pushing the block-throwing chamber 2431 to slide away from the speed-increasing component 242 along the guide member 2441, causing the two centrifugal locking ratchet 2311 to disengage. After the external force is removed, the elastic force of the fourth elastic element 2442 pushes the block-throwing chamber 2431 back to its original position, and the two centrifugal locking ratchet 2311 re-engage.

[0135] Understandably, the fourth elastic element 2442 provides continuous preload to prevent the centrifugal locking ratchet 2311 from accidentally disengaging under vibration conditions, ensuring the stability of the slow-descent function. The guide element 2441 provides precise guidance for the axial movement of the block-throwing chamber 2431, ensuring smooth and jam-free movement. After the external force is removed, the elastic element automatically pushes the block-throwing chamber 2431 back into position, restoring power transmission without manual intervention.

[0136] In some embodiments of the present invention, such as Figures 16 to 18 As shown, the centrifugal descent mechanism 240 also includes a trigger component 245, which is disposed on the block-throwing compartment 2431. Its function is to trigger the release of the descent function by utilizing the relative movement between the floating back plate 221 and the vehicle frame 211 after the boarding equipment 200 contacts the hull.

[0137] When the boarding device 200 descends freely, the floating backplate 221 and the vehicle frame 211 are in a relatively stable position. Since the floating backplate 221 is movably connected to the vehicle frame 211, their relative positions are: the floating backplate 221 is above, and the vehicle frame 211 is below. The trigger assembly 245 is not pushed by external force, and the centrifugal descent mechanism 240 operates normally.

[0138] When the boarding device 200 descends to the bottom of the vehicle frame 211 and contacts the hull, and is supported by the hull to stop moving, the floating backplate 221 continues to move downwards relative to the vehicle frame 211 for a certain distance due to inertia. During this relative movement, the corresponding structure on the vehicle frame 211 (such as the bottom plate 2113) comes into contact with the trigger component 245, pushing the trigger component 245 to rotate or move, thereby driving the sling block chamber 2431 to move, causing the first centrifugal ratchet 2432-1 and the second centrifugal ratchet 2432 of the centrifugal ratchet assembly 2432 to disengage, and the slow descent function is released. At this time, the boarding device 200 can move up and down synchronously with the up and down movement of the hull, avoiding rigid tension between the boarding device 200 and the hull, and adapting to the boarding needs under wave conditions.

[0139] It should be noted that the floating backplate 221 is movably connected to the vehicle frame 211, serving both as a trigger for slowing down and dissipating inertial descent during descent, and as a buffer to absorb relative motion and achieve free floating upon contact with the hull. This allows the boarding equipment 200 to automatically disengage from the rigid connection after contact with the hull and float with the ship, avoiding damage to the boarding equipment 200 or danger to personnel caused by violent heaving or sinking of the hull.

[0140] It is understood that this embodiment of the invention utilizes the relative motion between the floating backplate 221 and the vehicle frame 211 upon contact with the ship as a trigger signal, without requiring any electronic sensors. When the boarding equipment 200 is operating normally, the two are in a stable relative position, and the slow-descent function is maintained; once the equipment contacts the ship, the relative motion between the two is triggered, and the trigger component 245 is pushed, the slow-descent function is quickly released, and the boarding equipment 200 promptly switches to the ship-following floating mode. No manual intervention is required; the slow-descent is released upon contact with the ship, allowing the equipment to float freely with the ship and avoiding rigid tension when the ship rises and falls. Furthermore, timely release of the slow-descent ensures that the boarding equipment 200 can flexibly follow the ship's rise and fall, reducing the impact on the ship and the boarding equipment 200.

[0141] In some embodiments of the present invention, such as Figure 16 As shown, the trigger assembly 245 includes a trigger shaft 2451 and a trigger element 2452. The trigger shaft 2451 is fixedly installed on both sides of the block-throwing chamber 2431, usually two, one on the left and one on the right, as a rotational support for the trigger element 2452.

[0142] The trigger element 2452 has a first trigger segment 2452-1 and a second trigger segment 2452-2 connected to each other. The length of the first trigger segment 2452-1 is shorter than the length of the second trigger segment 2452-2. The first trigger segment 2452-1 and the second trigger segment 2452-2 are arranged at an included angle to each other to form a lever structure. The first trigger segment 2452-1 is sleeved on the trigger shaft 2451 and can rotate around the trigger shaft 2451. The end of the first trigger segment 2452-1 is adapted to abut against the corresponding part of the mounting body 241. The end of the second trigger segment 2452-2 is adapted to abut against the bottom plate 2113 of the vehicle frame 211 in the boarding device 200.

[0143] Under normal conditions, the fourth elastic element 2442 presses the block-throwing chamber 2431 tightly, and the centrifugal ratchet assembly 2432 engages. When the boarding equipment 200 touches the ship, the floating backplate 221 moves downward relative to the vehicle frame 211, and the bottom plate 2113 of the vehicle frame 211 moves upward (relative to the floating backplate 221). The bottom plate 2113 contacts and pushes the end of the second trigger segment 2452-2 of the trigger element 2452 upward, causing the trigger element 2452 to rotate around the trigger shaft 2451. The rotation of the trigger element 2452 causes the end of the first trigger segment 2452-1 to press downward against the corresponding part of the mounting body 241. Since the mounting body 241 is fixed to the floating backplate 221, the reaction force pushes the trigger shaft 2451 and the block-throwing chamber 2431 upward as a whole (away from the speed-increasing component 242), overcoming the elastic force of the fourth elastic element 2442, and causing the centrifugal ratchet assembly 2432 to disengage.

[0144] It is understandable that the two segments of the trigger 2452 form an angle with each other, constituting a lever mechanism. Based on the design of the length ratio of the two segments, the force exerted by the base plate 2113 on the second trigger segment 2452-2 can be amplified and applied to the mounting body 241, so that the throwing block chamber 2431 can be moved with a smaller triggering force, and the triggering is sensitive.

[0145] Furthermore, trigger wheels 2452-3 are provided at the ends of the first trigger segment 2452-1 and the second trigger segment 2452-2. The trigger wheels 2452-3 are rotatably mounted at the ends of each trigger segment and are typically constructed using rolling bearings or rollers.

[0146] When the end of the second trigger segment 2452-2 of the trigger member 2452 contacts the bottom plate 2113 of the vehicle frame 211, the trigger wheel 2452-3 contacts the surface of the bottom plate 2113, and the trigger wheel 2452-3 can roll along the surface of the bottom plate 2113 while rotating with the trigger member 2452. Similarly, the trigger wheel 2452-3 at the end of the first trigger segment 2452-1 can also roll when it contacts the corresponding part of the mounting body 241.

[0147] The trigger wheel 2452-3 transforms sliding contact into rolling contact, reducing friction during the triggering process, making triggering smoother and preventing jamming. Rolling contact reduces wear on the contact surfaces, extending the service life of the trigger assembly 245 and related components. Furthermore, reduced friction results in faster triggering response and more timely disengagement of the soft-descent function.

[0148] When the boarding device 200 descends, the corridor 212 is in the deployed state, and the transmission gear 222 meshes with the rack 131 and is driven to rotate, driving the centrifugal descent mechanism 240 to work and achieve a uniform descent. When the vehicle frame 211 contacts the hull, the floating backplate 221 floats relative to it, triggering the centrifugal descent mechanism 240 to release the descent, and the boarding device 200 floats with the hull.

[0149] It is understandable that by integrating the centrifugal descent mechanism 240 into the boarding equipment 200, automatic uniform speed control of the descent process of the boarding equipment 200 is achieved, ensuring personnel safety; the relative motion between the floating backplate 221 and the vehicle frame 211 is used as a trigger signal. Once the boarding equipment 200 contacts the hull, the relative motion between the floating backplate 221 and the vehicle frame 211 is triggered, and the descent function is automatically released to achieve free floating.

[0150] In some embodiments of the present invention, such as Figure 14 As shown, the boarding device 200 also includes a rack and pinion fall arrester 250, which is mounted on the floating backplate 221. The rack and pinion fall arrester 250 is coaxially arranged with a transmission gear 222 and is used to lock the boarding device 200 onto the rack section 131 in the event of an accidental fall. This provides a third layer of fall protection independent of the centrifugal descent mechanism 240 and the one-way locking mechanism 230. The rack and pinion fall arrester 250 typically employs a centrifugal pawl or inertial locking element, which automatically engages with the tooth groove of the rack section 131 when an abnormal acceleration of the boarding device 200 is detected, locking the boarding device 200 onto the slide rail assembly 100.

[0151] During normal operation, the rack and pinion fall arrestor 250 is in a follow-up state and does not affect the normal lifting and lowering of the boarding equipment 200.

[0152] When the boarding equipment 200 falls at excessive speed due to an accident (such as failure of the transmission gear 222, failure of the centrifugal descent mechanism 240, or breakage of the traction rope 400), the centrifugal block or inertial pendulum inside the rack and pinion fall arrestor 250 is triggered under the action of acceleration, driving the locking element to engage in the tooth groove of the rack part 131, thus braking the boarding equipment 200 in an emergency and locking it on the slide rail assembly 100 to prevent the boarding equipment 200 from falling into the sea.

[0153] The rack section 131 on the transmission body 130 not only serves as the transmission track, but also as the locking mating surface of the rack fall arrestor 250. The rack fall arrestor 250 provides safety protection independent of the transmission system and is an important guarantee for the safety of the boarding equipment 200, which conforms to the principle of redundant safety design.

[0154] In some embodiments of the present invention, such as Figure 3 , Figure 7 , Figure 9 , Figure 10 and Figure 12 The boarding equipment 200 also includes a lap assembly 270, which is located at the bottom of the corridor 212 and is used to lap onto the hull deck or ship's side when the boarding equipment 200 is lowered into position.

[0155] As the boarding equipment 200 descends slowly to the connecting component 270 of the corridor 212 and contacts the hull, the hull provides support for the corridor 212. As the boarding equipment 200 continues to descend or the hull rises, the connecting component 270 contacts the hull deck or the top of the hull, thus supporting the entire boarding equipment 200. Subsequently, the heave and sway of the hull under the action of waves can be synchronized with the boarding equipment 200 through the connecting component 270.

[0156] Understandably, by setting the overlapping component 270 at the bottom of the corridor 212, the force transmission path between the boarding equipment 200 and the hull is clarified: ensuring a reliable connection between the corridor 212 and the hull, ensuring safe passage for personnel, and ensuring that the buoyancy of the hull can be effectively transmitted to the boarding equipment 200.

[0157] Specifically, such as Figure 9 As shown, the overlapping assembly 270 includes a slewing structure 271, a shock-absorbing spring 272, and a shock-absorbing wheel 273. The slewing structure 271 is mounted on the bottom surface of the corridor 212, with its upper part fixed to the base plate and its lower part connected to the shock-absorbing spring 272. The slewing structure 271 can be a vertically oriented pivot (similar to a thrust bearing or turntable). When the hull sways, causing the overlapping assembly 270 to experience horizontal angular displacement, the slewing structure 271 rotates freely horizontally like a caster wheel, always aligning with the direction of movement.

[0158] A shock-absorbing spring 272 is connected in series between the rotating part of the slewing structure 271 and the wheel frame of the shock-absorbing wheel 273. The shock-absorbing wheel 273 is mounted on the wheel frame at the lower end of the shock-absorbing spring 272 and can roll freely around a horizontal axis, while turning with the slewing structure 271. When the shock-absorbing wheel 273 contacts the deck of the ship, it transmits the impact and vibration upwards. The shock-absorbing spring 272 absorbs these vertical impacts through its own compression deformation, so that the vibration does not directly hit the slewing structure 271, thereby protecting the entire boarding equipment 200.

[0159] The rotating structure 271 allows the shock-absorbing wheel 273 to rotate in the direction of the hull's movement, reducing friction and wear caused by inconsistent directions. The shock-absorbing spring 272 can buffer impacts, protect the boarding equipment 200, and improve passenger comfort.

[0160] When the boarding equipment 200 is attached to the hull, and the hull is tossed and drifted by wind and waves: horizontal torsion is absorbed by the slewing structure 271, and the shock-absorbing wheel 273 moves in the same direction, avoiding lateral wear of the shock-absorbing wheel 273. Vertical turbulence is absorbed by the shock-absorbing spring 272, which is converted into elastic expansion and contraction, rather than hard impact.

[0161] When the boarding equipment 200 descends to the corridor 212 and engages with the hull, the shock-absorbing wheels 273 at the bottom of the corridor 212 first contact the ship's side or deck. The rotating structure 271 of the shock-absorbing wheels 273 can adapt to the free rotation of the hull as it sways with the waves, avoiding direct sliding friction between the hull and the boarding equipment 200. The shock-absorbing springs 272 can effectively buffer the impact force at the moment of contact and absorb vibration energy.

[0162] In some embodiments of the present invention, such as Figure 7 As shown, the specific structure of the vehicle frame 211 is defined. The vehicle frame 211 includes a box frame 2111, side panels 2112, and a floor plate 2113. The box frame 2111 is the main structure of the vehicle frame 211, providing internal storage space and a mounting base. The side panels 2112 are symmetrically arranged on both sides of the box frame 2111. The side panels 2112 are provided with slide rails 2114 and floating grooves 2115. The slide rails 2114 allow for sliding engagement with the linkage 214, and the floating grooves 2115 allow for movable engagement with the floating shaft 224 of the floating back plate 221. The floor plate 2113 is located at the bottom of the box frame 2111, forming the bottom support surface of the boarding and alighting equipment 200.

[0163] The corridor 212 is rotatably connected to the box frame 2111; the floating back plate 221 is located on the back of the box frame 2111; the linkage 214 is slidably engaged with the slide rail 2114 on the side plate 2112; the floating back plate 221 is movably engaged with the floating groove 2115 on the side plate 2112 through the floating shaft 224 to achieve vertical floating.

[0164] Under normal conditions, the weight of the boarding equipment 200 causes the floating backplate 221 to be in a certain relative position with the vehicle frame 211. When the bottom of the vehicle frame 211 contacts the hull and is supported to stop moving, the floating backplate 221 continues to move downward due to inertia. At this time, the floating shaft 224 slides downward along the floating groove 2115, realizing the vertical floating of the floating backplate 221 relative to the vehicle frame 211.

[0165] The length of the floating trough 2115 determines the range of the floating stroke. By changing the length of the floating trough 2115, the floating stroke can be flexibly adjusted to adapt to different sea conditions.

[0166] Understandably, the structure of the box frame 2111 and the side plates 2112 forms a standardized installation platform, allowing each functional component to be installed and replaced independently. The overall structure of the box frame 2111 and the two symmetrical side plates 2112 has good rigidity, meeting the load-bearing requirements. The slide rails 2114 and floating grooves 2115 are integrated on the side plates 2112, reducing the number of parts.

[0167] In some embodiments of the present invention, such as Figure 7 , Figure 10 and Figure 12 The boarding device 200 also includes a first connector 215 and a second connector 216. One end of the first connector 215 is slidably connected to the vehicle frame 211 (usually also in conjunction with the slide rail 2114), and the other end is rotatably connected to one end of the second connector 216; the other end of the second connector 216 is rotatably connected to the corridor 212.

[0168] When the corridor 212 is deployed, it rotates around its connection point with the vehicle frame 211. The movement of the corridor 212 causes the second connector 216 and the first connector 215 to deploy, with the first connector 215 sliding along the vehicle frame 211 to the deployed position. In the deployed state, the first connector 215 and the second connector 216 are located on both sides of the corridor 212, acting as handrails and guardrails, providing hand support and lateral protection for pedestrians.

[0169] When the corridor 212 is retracted, the first connector 215 and the second connector 216 are folded and retracted accordingly.

[0170] Understandably, the first connector 215 and the second connector 216 serve both to connect and support the corridor 212, and naturally form handrails and guardrails when unfolded. The handrails and guardrails provide additional protection for personnel walking on the corridor 212, especially in swaying conditions at sea, where personnel can hold onto the connectors to maintain balance.

[0171] In some embodiments of the present invention, such as Figure 12 As shown, the boarding equipment 200 also includes a pulling component 280 (such as a pull rope), which is fixed at the top of the corridor 212 for the operator to hold and pull. The operator can control the unfolding and retraction of the corridor 212 through the pulling component 280. The pulling component 280 is low in cost and highly reliable, making it suitable for use in marine environments.

[0172] Deploying corridor 212: The operator pulls down the pull member 280, causing corridor 212 to rotate around its connection point and unfold from the retracted state. Simultaneously, the linkage member 214 is driven to slide, triggering the relevant mechanism. When corridor 212 is unfolded to the passage position, the door lock assembly 260 automatically locks.

[0173] Retracting Corridor 212: After the door lock assembly 260 is unlocked, corridor 212 automatically retracts upwards under the elastic force of the first elastic element 213. The operator can simultaneously hold the pull element 280 to control the retraction speed.

[0174] In some embodiments of the present invention, such as Figure 3As shown, the slide rail assembly 100 also includes a first limiting structure 140 and a second limiting structure 150. The first limiting structure 140 (bottom limit limit) acts as a physical stop and is located at the bottom of the slide rail body 110 or the bottom of the ladder 310, near the sea surface. It is used to stop the boarding device 200 from falling off the bottom of the slide rail body 110 into the sea. The second limiting structure 150 (top limit limit) is located at the top of the slide rail body 110 or the top of the ladder 310. It is used to stop the boarding device 200 from accidentally sliding off the top of the slide rail body 110.

[0175] When the boarding device 200 descends to the bottom of the slide rail assembly 100, if it does not stop due to an accident (such as the traction rope 400 breaking or all rack and pinion fall arrestors 250 failing), the first limiting structure 140 will physically stop the boarding trolley, preventing it from falling into the sea. Similarly, when the boarding device 200 reaches the top, the second limiting structure 150 will stop it. The limiting structure is usually in the form of a fixed stop, which is simple in structure and highly reliable.

[0176] Understandably, the limiting structure, as the last physical barrier, still provides protection in the event of a failure in the electrical or mechanical control system, preventing the boarding equipment 200 from detaching from the slide rail assembly 100 and causing equipment damage and personal injury. The bottom limit switch is particularly important, as it prevents the equipment from falling into the sea.

[0177] In some embodiments of the present invention, the boarding device 200 further includes a fixed pulley (not shown in the figure), which is mounted on the top of the slide rail body 110 or on the second limiting structure 150. The fixed pulley is used to work in conjunction with the traction rope 400 (connected to the boarding device 200). When the boarding device 200 is unloaded, the operator can pull the traction rope 400 and, with the help of the direction change and force reduction of the fixed pulley, pull the boarding device 200 from a lower position back to the top of the ladder 310.

[0178] After completing the boarding / climbing operation, the boarding / climbing equipment 200 may stop at the bottom of the ladder 310. The operator pulls the traction rope 400 connected to the boarding / climbing equipment 200. The traction rope 400 bypasses a fixed pulley, changing the direction of the force and lifting the boarding / climbing equipment 200 to the top of the ladder 310. The fixed pulley effectively reduces the pulling force required for lifting. During the lifting process, the boarding / climbing equipment 200 moves along the slide rail assembly 100.

[0179] Understandably, the fixed pulley changes the direction of force, allowing the operator to pull the traction rope downwards by 400 degrees to achieve lifting. The direction of force application aligns with the human body's natural exertion habits, making operation convenient. The equipment can be reset without electricity or other power sources, conforming to the concept of a power-free design.

[0180] The boarding system for an offshore platform 300 provided in this embodiment of the invention operates as follows: When the boarding device 200 is in the reset state, it is stopped at the top of the ladder 310, the corridor 212 is in the retracted state, and the one-way locking mechanism 230 is in the locked state.

[0181] When the boarding device 200 prepares to descend, the traction component 280 is pulled to unfold the corridor 212. Simultaneously, the unfolding of the corridor 212 causes the linkage component 214 to move downwards, releasing the locking state of the one-way locking mechanism 230. Under its own gravity, the boarding device 200 moves downwards along the slide rail assembly 100. The transmission gear 222 rotates with the descent, driving the centrifugal sling assembly 243 within the centrifugal descent mechanism 240 to rotate. The centrifugal sling assembly 243 opens under centrifugal force, generating friction with the inner wall of the sling chamber 2431. This friction limits the descent speed of the boarding device 200, causing it to descend at a roughly uniform speed until the corridor 212 engages with the hull.

[0182] When the boarding equipment 200 descends to the point where the bottom plate 2113 of the vehicle frame 211 contacts the hull, and the vehicle frame 211 stops moving due to the support of the hull, the floating backplate 221 continues to descend relative to the vehicle frame 211 under the influence of inertia. The downward movement of the floating backplate 221 triggers the triggering component 245 (such as trigger element 2452) of the centrifugal descent mechanism 240. The triggering component 245 causes the clutch structure (such as the centrifugal ratchet group 2432) inside the centrifugal descent mechanism 240 to disengage, thereby breaking the power transmission path between the centrifugal sling assembly 243 and the transmission gear 222.

[0183] After the power transmission is disconnected, the centrifugal sling assembly 243 stops rotating, the friction disappears, and the slow descent function of the boarding device 200 is automatically deactivated. Thereafter, the boarding device 200 can float freely up and down with the movement of the ship's hull under the influence of waves.

[0184] It is understood that this embodiment of the invention utilizes centrifugal force and friction to achieve self-adjustment of the descent speed during aerial descent, and utilizes the inertial relative motion of the floating backplate 221 to automatically release the deceleration upon contact with the ship. Both control phases are implemented purely mechanically, without the need for electronic control system intervention, forming a complete adaptive control chain. Specifically, the speed is automatically controlled during aerial descent to avoid rapid fall; and the deceleration is promptly released after contact with the ship to avoid rigid tension between the boarding device 200 and the hull. Throughout the entire process, the boarding device 200 automatically completes the state switching without manual intervention, making it suitable for use in harsh maritime environments.

[0185] The following description, based on actual sea conditions, further illustrates the boarding process of the boarding system for offshore platform 300 provided by this invention (using a power-free structure): Initially, the boarding device 200 is positioned at the height of the ladder 310, the corridor 212 is in a retracted state, and the one-way locking mechanism 230 is locked. Pulling the traction component 280 unfolds the corridor 212 and locks it in a roughly horizontal position. During the unfolding process, the linkage component 214 is moved (e.g., sliding downwards), disengaging from the trigger of the one-way locking mechanism 230, causing the one-way locking mechanism 230 to switch to the unlocked state. At this point, the boarding device 200 can operate in both directions.

[0186] The boarding device 200 is released and slides down the slide rail assembly 100 under the action of gravity. The centrifugal descent mechanism 240 is driven by the rotation of the transmission gear 222. The internal centrifugal sling blocks 2433 open and rub against the inner wall of the sling block chamber 2431, generating a braking torque, so that the device descends at a safe speed until it is connected to the maintenance hull of the ship at the corridor 212.

[0187] When the bottom of the vehicle frame 211 contacts and is supported by the hull, the vehicle frame 211 stops moving. Due to inertia, the floating backplate 221 continues to descend relative to the vehicle frame 211 for a certain distance. This relative motion triggers the clutch mechanism within the descent mechanism (such as the trigger rod driving the sling block chamber 2431), causing the power transmission of the centrifugal descent mechanism 240 to disconnect, and the descent function to be automatically released. Afterward, the boarding equipment 200 can float freely up and down with the rise and fall of the hull's waves, avoiding rigid tension.

[0188] Personnel on board enter the boarding device 200 via the extended corridor 212. After boarding, the corridor 212 remains connected to the hull, and the operator manually triggers the one-way locking mechanism 230 to lock it. This allows the boarding device 200 to be pushed upwards along the slide rail assembly 100 by the hull via the corridor 212 in response to the hull's upward movement with the waves; and to be locked by the one-way locking mechanism 230 in response to the hull's downward movement with the waves, preventing it from sliding down the slide rail assembly 100, thus achieving a gradual passive ascent of the boarding device 200. With repeated action of the waves, the boarding device 200 can gradually rise to a safe position (i.e., the middle or upper part of the ladder 310). This is a purely mechanical, non-powered process utilizing wave energy.

[0189] Personnel on the ship retract the corridor 212 via the pull-up component 280. After boarding, personnel climb the ladder 310 from the boarding equipment 200 and are safely transferred to the offshore platform 300, they enter the tower to carry out operations.

[0190] After the work inside the tower is completed, the personnel climb up ladder 310 into the boarding equipment 200, descend to the hull position, and pull the traction component 280 to unfold and lock the corridor 212 in a roughly horizontal position. During the unfolding of the corridor 212, the linkage component 214 is driven to move (such as sliding downwards), disengaging from the trigger of the one-way locking mechanism 230, causing the one-way locking mechanism 230 to switch to the unlocked state. At this time, the boarding equipment 200 can operate in both directions, and personnel can board the ship through the corridor 212.

[0191] It is understood that the embodiments of the present invention utilize the natural energy of ocean waves to enable personnel to board and ride. During the entire process, the boarding and riding equipment 200 does not require external power to drive it. It only needs to control the extension and retraction of the corridor 212, and the equipment automatically completes the safety state switching.

[0192] Furthermore, after the hull rises with the waves but before personnel transfer, the boarding equipment 200 can be further pulled to the predetermined safe height of the ladder 310 by the cooperation of the tow rope 400 and the top fixed pulley. This ensures that the boarding equipment 200 reaches the safest and most convenient position for personnel transfer.

[0193] Because the height at which equipment floats due to waves can be affected by sea conditions and the ship's load, it's not always possible to deliver the equipment to the ideal transfer location. By using a tow rope 400 in conjunction with a top pulley for short-distance traction, the equipment can be raised to a preset safe height, ensuring convenient and safe personnel transfer. This step can also be manually driven, without relying on a power source.

[0194] Once all personnel have boarded the ship, the boarding equipment 200 is pulled to the top of the ladder 310 by manually pulling the traction rope 400 (in conjunction with the top pulley), completing the operation process, and the boarding equipment 200 is returned to its initial reset state.

[0195] In addition, the boarding system for offshore platform 300 provided by the present invention can also be equipped with a power source: a winch mechanism is added to the offshore platform 300 with ladder 310. The power source is not limited to the winch mechanism, but can also be a wire rope winding and unwinding structure such as a hoist.

[0196] When the power source is a winch mechanism, the winch mechanism is connected to the traction rope 400 on the vehicle frame 211 to realize the power lifting of the boarding equipment 200, replacing manual climbing operations.

[0197] The specific boarding process is as follows: After the boarding personnel board the boarding equipment 200, the corridor 212 remains connected to the hull. The operator manually triggers the one-way locking mechanism 230 to lock it, so that: in response to the upward movement of the hull caused by the waves, the boarding equipment 200 is pushed by the hull via the corridor 212 and moves upward along the slide rail assembly 100; and in response to the downward movement of the hull caused by the waves, the one-way locking mechanism 230 locks the boarding equipment 200 to prevent it from sliding downward along the slide rail assembly 100, thereby achieving the gradual passive ascent of the boarding equipment 200. With repeated action of the waves, the boarding equipment 200 can gradually rise to a safe position (i.e., the middle or high position of the ladder 310). The hoisting mechanism is then activated to pull the boarding equipment 200 to the top position.

[0198] This method allows passengers to complete the journey without climbing ladders, thus avoiding the safety hazards that can occur when climbing ladders.

[0199] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A centrifugal slow descent mechanism for an embarkation device, characterized by, include: The mounting body is fixedly installed on the back panel assembly of the boarding equipment; A speed-increasing component is disposed between the mounting body and the backplate assembly. The speed-increasing component has an input shaft and an output shaft, and the input shaft is linked to a transmission gear of the backplate assembly. A centrifugal shovel assembly is mounted on the mounting body and is linked to the output shaft of the speed-increasing assembly. When the boarding device descends, the rotational motion of the corresponding transmission gear is accelerated by the speed-increasing component, which drives the centrifugal block of the centrifugal block assembly to rotate, thereby generating friction under the action of centrifugal force and limiting the descent speed of the boarding device.

2. The centrifugal deceleration mechanism for embarkation equipment according to claim 1, characterized in that, The speed-up components include: The first gear is coaxially arranged with one of the transmission gears via the input shaft, and the number of teeth of the first gear is greater than the number of teeth of the corresponding transmission gear; The second gear is rotatably mounted on the backplate assembly via the output shaft and meshes with the first gear, wherein the number of teeth of the second gear is less than the number of teeth of the first gear.

3. The centrifugal deceleration mechanism for embarkation device according to claim 1, characterized in that, The centrifugal shovel assembly includes: The block-throwing chamber is installed on the mounting body; The block-throwing shaft is rotatably engaged with the block-throwing chamber, and the block-throwing shaft is linked to the output shaft of the speed-increasing component; Centrifugal blocks are symmetrically arranged on the block-spinning shaft and open radially outward under the action of centrifugal force, contacting the inner wall of the block-spinning chamber and generating friction.

4. The centrifugal deceleration mechanism for embarkation equipment according to claim 3, characterized in that, The centrifugal shovel assembly also includes: A centrifugal ratchet assembly is provided inside the block-throwing chamber, and part of the centrifugal ratchet assembly is installed on the block-throwing shaft; An elastic component, disposed on the block-throwing chamber and the mounting body, is used to apply elastic pressure to the block-throwing chamber under axial pressure so as to keep the centrifugal ratchet assembly engaged.

5. The centrifugal deceleration mechanism for embarkation equipment according to claim 4, characterized in that, The centrifugal ratchet assembly includes: The first centrifugal ratchet is mounted on the output shaft of the speed-increasing component; The second centrifugal ratchet is mounted on the sling shaft and meshes with the first centrifugal ratchet; The block-throwing chamber is configured to move relative to the mounting body to disengage the second centrifugal ratchet from the first centrifugal ratchet, thereby releasing the restriction on the descent speed of the boarding device.

6. The centrifugal descent mechanism for boarding equipment according to claim 5, characterized in that, The elastic component includes: A guide component is inserted between the block-throwing chamber and the mounting body, and one end of the guide component has a limiting end; The fourth elastic element is sleeved on the guide and located between the limiting end of the guide and the throwing block chamber, so that the first centrifugal ratchet and the second centrifugal ratchet remain engaged.

7. The centrifugal descent mechanism for boarding equipment according to claim 3, characterized in that, The centrifugal descent mechanism also includes: A triggering component, disposed on the sling compartment, is used to release the restriction on the descent speed of the boarding equipment by utilizing the relative movement between the backplate assembly and the vehicle frame of the boarding equipment after the corridor of the boarding equipment contacts the hull.

8. The centrifugal descent mechanism for boarding equipment according to claim 7, characterized in that, The triggering component includes: The trigger shaft is fixedly installed on both sides of the block-throwing chamber; The trigger element has a first trigger segment and a second trigger segment connected to each other, the first trigger segment and the second trigger segment being arranged at an angle to each other, the first trigger segment being mounted on the trigger shaft, and the length of the first trigger segment being less than the length of the second trigger segment. The end of the first trigger segment is adapted to abut against the mounting body, and the end of the second trigger segment is adapted to abut against the bottom plate of the vehicle frame.

9. The centrifugal descent mechanism for boarding equipment according to claim 8, characterized in that, Both the end of the first trigger segment and the end of the second trigger segment are provided with trigger wheels.

10. A boarding device, characterized in that, include: The vehicle body assembly includes a vehicle body frame and a corridor rotatably connected to the vehicle body frame, the corridor being able to switch between a retracted state and an extended state. The backplate assembly is movably mounted on the vehicle frame. The backplate assembly is provided with a plurality of transmission gears and guide pulleys. Each transmission gear meshes with the rack portion of the slide rail assembly, and the guide pulley cooperates with the slide rail assembly to provide guidance. as well as The centrifugal descent mechanism for boarding equipment according to any one of claims 1 to 8, wherein the centrifugal descent mechanism is mounted on the backplate assembly and engages with one of the transmission gears.

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