Port anti-collision device

Abstract

The utility model relates to the field of anti-collision devices, in particular to a port anti-collision device which comprises a first fixing plate, a second fixing plate, a tire, a positioning rod, a positioning block and a clamping assembly. A tire is placed between the first fixing plate and the second fixing plate, the positioning rod is hinged to the second fixing plate, the positioning block is fixed to the first fixing plate, and the end, away from the second fixing plate, of the positioning rod is detachably connected with the positioning block through a clamping assembly. When the tire is fixed among the positioning rod, the positioning block, the first fixing plate and the second fixing plate, the clamping assembly can be directly opened to open the positioning rod, and then the tire can be directly taken out, so that the defect that in a traditional port anti-collision device, when the tire is bound through a rope, the tire is difficult to replace is overcome.

Description

Technical Field

[0001] The present application relates to the field of anti-collision devices, and in particular to a port anti-collision device. Background Art

[0002] When a ship docks near a pier, it usually generates a large impact force on the pier. In order to avoid irreversible damage to the pier and the ship's hull, a number of tires or other rubber products are usually suspended on the pier to mitigate the impact force when the ship docks and to protect the pier.

[0003] In daily use, the existing port anti-collision device usually bundles tires in series with ropes, which makes it difficult to replace a single tire after it is damaged, thereby causing the protective effect of the tire to gradually weaken. Therefore, a port anti-collision device is proposed. Utility Model Content

[0004] In order to improve the defect of the existing port anti-collision device that a single tire is difficult to replace, the present application provides a port anti-collision device.

[0005] The present application provides a port anti-collision device, which adopts the following technical solution:

[0006] A port anti-collision device includes a first fixing plate, which is horizontally arranged and has a rectangular cross-section; a second fixing plate, which is vertically arranged and has a bottom fixedly connected to one side of the first fixing plate; a tire, and a plurality of tires are evenly arranged along the length direction of the first fixing plate; a positioning rod, which is also arranged in a plurality of groups along the length direction of the first fixing plate and the number of the positioning rods is equal to the number of the tires, and the bottom of the positioning rod is hinged to the second fixing plate; a positioning block, which is also evenly arranged in a plurality of groups along the length direction of the first fixing plate and the number of the positioning blocks is also equal to the number of the tires, and one side of the tire is located between the positioning block and the second fixing plate; and a clamping assembly, and an end of the positioning rod away from the second fixing plate is detachably connected to the positioning block through the clamping assembly.

[0007] By adopting the above technical solution, the tire can be fixed between the positioning rod, the positioning block, the first fixing plate and the second fixing plate. The clamping assembly can be directly opened to open the positioning rod, and the tire can be directly taken out, thereby improving the defect of the traditional port anti-collision device that it is difficult to replace the tire when the tire is tied with a rope.

[0008] Optionally, the clamping assembly includes a clamping block, which is fixedly arranged at one end of the positioning rod away from the second fixed plate; first sliding grooves are provided on both sides of the clamping block, and the positioning assembly also includes a positioning clamping block, which is slidably arranged in the first sliding groove; the positioning assembly also includes a first spring, which is arranged between the positioning block and the bottom of the first sliding groove; a first clamping groove is provided on the top of the positioning block, and the clamping block can be clamped in the first clamping groove; second clamping grooves are provided on both sides of the first clamping groove, and when the clamping block is clamped in the first clamping groove, the positioning clamping block can be clamped in the second clamping groove.

[0009] By adopting the above technical solution, the end of the positioning rod away from the second fixing plate can be clamped with the top of the positioning block, so that the tire can be positioned between the first fixing plate, the second fixing plate, the positioning rod and the positioning block; when the positioning rod needs to be clamped with the positioning block, the positioning clamping block is pressed in the direction close to the bottom of the first slide groove, which can drive the first spring to compress and make the positioning clamping block enter the first slide groove, and then the clamping block is pressed into the first clamping groove until the bottom of the clamping block contacts the bottom of the first clamping groove, and the positioning clamping block is aligned with the second clamping groove. At this time, the positioning clamping block enters the second clamping groove under the tension of the first spring, so that the positioning rod and the positioning block are fixed.

[0010] Optionally, positioning holes connected to the second slot are provided on both sides of the positioning block, and the positioning assembly also includes a limiting rod, which is slidably inserted into the positioning hole. When the card block is engaged in the first slot, pressing the limiting rod toward the direction close to the card block can drive the positioning card block to enter the first sliding slot.

[0011] By adopting the above technical solution, the connection between the positioning rod and the positioning block can be opened, so that the positioning rod and the positioning block can be disconnected, and the tire can be taken out therefrom; when the positioning rod and the positioning block are fixed, by pressing the limit rod in the direction close to the first slot, the positioning clamping block can be driven to move in the direction close to the first slot, disengage from the second slot, and enter the first slide slot until the positioning clamping block completely enters the second slot, at which time the clamping block can be taken out of the first slot, and the positioning rod and the positioning block can be disconnected.

[0012] Optionally, limiting slots are provided on both sides of the positioning hole, and the positioning assembly further comprises a limiting block, which is slidably disposed in the limiting slots and fixedly connected to the limiting rod.

[0013] By adopting the above technical solution, the positioning rod can be prevented from falling off from the positioning hole; since the positioning rod is inserted into the positioning hole, it is easy to fall out of the positioning hole during operation and be lost. By setting a limit block, the positioning rod can be prevented from falling out of the positioning hole.

[0014] Optionally, a telescopic rod is fixedly connected to a side of the positioning block close to the second fixing plate, a second spring is sleeved on the telescopic rod, and an end of the telescopic rod away from the positioning block is fixedly connected to an abutment block.

[0015] By adopting the above technical solution, the side of the tire close to the second fixed plate can be brought into contact with the second fixed plate to enhance its stability; by setting the second spring, the telescopic rod and the abutment block, the telescopic rod can be extended under the tension of the second spring, so that the abutment block abuts against the tire, thereby driving the tire to abut against the second fixed plate.

[0016] Optionally, the cross section of the abutment block is arc-shaped, and its curvature is adapted to the curvature of the tire.

[0017] By adopting the above technical solution, the contact area between the abutment block and the tire can be increased, and the tire can be prevented from shaking, thereby further enhancing its stability.

[0018] Optionally, a shock-absorbing gasket is fixedly connected to a side of the abutment block close to the tire.

[0019] By adopting the above technical solution, it is possible to avoid the abutment block from directly contacting the tire and causing damage to the tire.

[0020] Optionally, two hinge blocks are fixedly provided on one side of the second fixed plate close to the positioning rod, a hinge rod is rotatably provided between the two hinge blocks, and the hinge rod is fixedly connected to the positioning rod; a gear is fixedly provided on the hinge rod; a rack is slidably provided in the vertical direction on one side of the second fixed plate close to the hinge block, and the rack is meshed with the gear.

[0021] By adopting the above technical solution, when the positioning rod is rotated upward, the hinge block can be driven to rotate together, thereby driving the gear to rotate, thereby driving the rack to move downward.

[0022] Optionally, the bottom of the rack is inclined, and a transmission block is slidably arranged in the first fixed plate along the length direction of the telescopic rod. The top of the transmission block is fixedly connected to the bottom of the abutment block. The side of the transmission block close to the rack is also inclined and abuts against the bottom of the rack. When the rack moves downward, the transmission block moves toward the side away from the second fixed plate.

[0023] By adopting the above technical solution, when the rack moves downward, it can drive the transmission block to move in the direction away from the second fixed plate, thereby driving the abutment block to move in the direction away from the second fixed plate, resulting in a linkage effect in which the positioning rod and the abutment block are opened at the same time.

[0024] In summary, the present application includes at least one of the following beneficial technical effects:

[0025] 1. Through the arrangement of the first fixing plate, the second fixing plate, the tire, the positioning rod, the positioning block and the clamping assembly, the tire can be placed between the first fixing plate and the second fixing plate, the positioning rod can be hinged with the second fixing plate, the positioning block is fixed on the first fixing plate, and the end of the positioning rod away from the second fixing plate is detachably connected with the positioning block through the clamping assembly; when the tire is fixed between the positioning rod, the positioning block, the first fixing plate and the second fixing plate, the clamping assembly can be directly opened to open the positioning rod, and the tire can be directly taken out, thereby improving the defect of the traditional port anti-collision device that it is difficult to replace the tire when the tire is tied with a rope;

[0026] 2. Through the arrangement of the clamping block, the positioning clamping block and the first spring, the end of the positioning rod away from the second fixing plate can be clamped with the top of the positioning block, so that the tire can be positioned between the first fixing plate, the second fixing plate, the positioning rod and the positioning block;

[0027] 3. Through the arrangement of gears, racks and transmission blocks, when the positioning rod is rotated upward, the hinge block can be driven to rotate together, thereby driving the gear to rotate, thereby driving the rack to move downward, and further driving the transmission block to move in the direction away from the second fixed plate, thereby driving the abutment block to move in the direction away from the second fixed plate, thereby generating a linkage effect in which the positioning rod and the abutment block are opened at the same time. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic diagram of the overall structure of an embodiment of the present application;

[0029] Figure 2 It is a partial longitudinal cross-sectional schematic diagram of an embodiment of the present application;

[0030] Figure 3 It is a partial cross-sectional schematic diagram of an embodiment of the present application.

[0031] Explanation of the accompanying drawings: 1. first fixed plate; 2. second fixed plate; 3. tire; 4. positioning rod; 5. positioning block; 51. first slot; 52. second slot; 53. positioning hole; 54. limiting slot; 6. snap-fit ​​assembly; 61. block; 611. first slide slot; 62. positioning snap-fit ​​block; 63. first spring; 64. limiting rod; 65. limiting block; 7. telescopic rod; 71. second spring; 72. abutment block; 8. hinge assembly; 81. hinge rod; 82. hinge block; 9. gear; 91. rack; 92. transmission block. DETAILED DESCRIPTION

[0032] The following is combined with Figure 1-3 This application is described in further detail.

[0033] The present application embodiment discloses a port anti-collision device. Figure 1 A port anti-collision device includes a first fixing plate 1, a second fixing plate 2, a tire 3, a positioning rod 4, a positioning block 5 and a clamping assembly 6; the tire 3 is placed between the first fixing plate 1 and the second fixing plate 2, the positioning rod 4 is hinged to the second fixing plate 2, the positioning block 5 is fixed on the first fixing plate 1, and the end of the positioning rod 4 away from the second fixing plate 2 is detachably connected to the positioning block 5 through the clamping assembly 6; when the tire 3 is fixed between the positioning rod 4, the positioning block 5, the first fixing plate 1 and the second fixing plate 2, the clamping assembly 6 can be directly opened to open the positioning rod 4, and the tire 3 can be directly taken out, thereby improving the defect of the traditional port anti-collision device that it is difficult to replace the tire 3 when the tire 3 is tied with a rope.

[0034] Reference Figure 1 The first fixing plate 1 is horizontally arranged, and its cross section is rectangular; the second fixing plate 2 is vertically arranged, and its longitudinal section is also rectangular. The length of the first fixing plate 1 is equal to the length of the second fixing plate 2. One side of the top surface of the first fixing plate 1 is fixedly connected to the bottom of the second fixing plate 2, so that the first fixing plate 1 and the second fixing plate 2 together form a tire 3 fixing plate with an L-shaped longitudinal section.

[0035] Reference Figure 1 The tire 3 is placed on the first fixed plate 1, located on the side close to the second fixed plate 2, and a plurality of tires 3 are evenly arranged along the length direction of the first fixed plate 1. When the ship arriving at the port docks, it can collide with the tire 3 first, thereby avoiding direct collision with the shore.

[0036] Reference Figure 1 and Figure 2One end of the positioning rod 4 is hinged to the side of the second fixed plate 2 close to the first fixed plate 1, and a plurality of positioning rods 4 are also arranged along the length direction of the first fixed plate 1, and the number is equal to the number of tires 3; each positioning rod 4 is used to position a tire 3; a hinge assembly 8 is fixedly arranged on the side of the second fixed plate 2 close to the positioning rod 4, and the number of hinge assemblies 8 is the same as the number of positioning rods 4, and is used to hinge the positioning rod 4 and the second fixed plate 2; each hinge assembly 8 includes two hinge blocks 82 and a hinge rod 81, and the two hinge blocks 82 are fixedly connected to the side of the second fixed plate 2 close to the first fixed plate 1, and the hinge rod 81 is rotatably arranged between the two hinge blocks 82, and its length direction is the same as the length direction of the first fixed plate 1; one end of the positioning rod 4 is fixedly connected to the hinge rod 81, and when the positioning rod 4 rotates, it can drive the hinge rod 81 to rotate together.

[0037] Reference Figure 1 and Figure 3 The positioning blocks 5 are fixedly arranged on the top surface of the first fixed plate 1, and a plurality of positioning blocks 5 are evenly arranged along the length direction of the first fixed plate 1, and the number of positioning blocks 5 is equal to the number of positioning rods 4. Each positioning block 5 cooperates with a positioning rod 4 to position a tire 3 between the first fixed plate 1 and the second fixed plate 2.

[0038] Reference Figure 1 and Figure 3 The clamping assembly 6 includes a clamping block 61, a positioning clamping block 62, a first spring 63, a limiting rod 64 and a limiting block 65. The clamping assembly 6 is also provided with a plurality of groups along the length direction of the first fixing plate 1, and the number is equal to the number of the positioning rods 4; the clamping assembly 6 is used to detachably connect the end of the positioning rod 4 away from the second fixing plate 2 with the top of the positioning block 5.

[0039] Reference Figure 1 and Figure 3 The block 61 is fixedly connected to the end of the positioning rod 4 away from the second fixed plate 2, and first sliding grooves 611 are provided on both sides of the block 61. The depth direction of the first sliding groove 611 is perpendicular to the length direction of the positioning rod 4. A positioning clamping block 62 is slidably arranged in each first sliding groove 611 along its depth direction, and a first spring 63 is arranged. The first spring 63 is located between the bottom of the first sliding groove 611 and the positioning clamping block 62. When the first spring 63 is in a balanced state, the end of the positioning clamping block 62 close to the first spring 63 is located in the first sliding groove 611, and the end away from the first spring 63 is located outside the first sliding groove 611.

[0040] Reference Figure 1 and Figure 3The top of the positioning block 5 is provided with a first slot 51, and the size of the first slot 51 is matched with the size of the slot block 61, so that the slot block 61 can be snapped into the first slot 51; second slots 52 are provided on the side walls on both sides of the first slot 51, and the depth direction of the second slot 52 is parallel to the depth direction of the first slide groove 611, and the size of the second slot 52 is matched with the size of the positioning snap-in block 62. When the snap-in block 61 is located in the first slot 51 and the bottom of the snap-in block 61 abuts against the bottom of the first slot 51, the first slide groove 611 and the second slot 52 are opposite to each other. At this time, the positioning snap-in block 62 enters the second slot 52 under the tension of the first spring 63, so that the snap-in block 61 cannot be separated from the first slot 51 and is snapped into the first slot 51.

[0041] Reference Figure 1 and Figure 3 , positioning holes 53 connected to the second slot 52 are provided on the side walls on both sides of the positioning block 5, and the depth direction of the positioning holes 53 is the same as the depth direction of the second slot 52. A limiting rod 64 is slidably penetrated in each positioning hole 53 along its depth direction, and the size of the limiting rod 64 is also adapted to the size of the second slot 52. When the positioning clamping block 62 is clamped in the second slot 52, the limiting rod 64 can be pressed in the direction close to the second slot 52 to drive the positioning clamping block 62 to disengage from the second slot 52 and enter the first slide groove 611, so that the clamping block 61 can be disengaged from the first slot 51.

[0042] Reference Figure 1 and Figure 3 Limiting slots 54 are provided on the side walls on both sides of the positioning hole 53. The length direction of the limiting slots 54 is parallel to the depth direction of the positioning hole 53. A limiting block 65 with a size matching the limiting slot 54 is slidably provided along its length direction, and the limiting block 65 is fixedly connected to the limiting rod 64 located in the corresponding positioning hole 53. By setting the limiting block 65, the limiting rod 64 can be prevented from falling off from the positioning hole 53 during operation.

[0043] Reference Figure 1 and Figure 2The side of the positioning block 5 close to the second fixed plate 2 is fixedly connected with a telescopic rod 7, the length direction of the telescopic rod 7 is parallel to the width direction of the first fixed plate 1, and a second spring 71 is sleeved on the telescopic rod 7. The end of the telescopic rod 7 away from the positioning block 5 is fixedly connected with an abutment block 72, the cross section of the abutment block 72 is arc-shaped, and its size is mutually adapted to the size of the tire 3. The abutment block 72 can abut against the tire 3 under the action of the second spring 71, so that the side of the tire 3 away from the abutment block 72 abuts against the second fixed plate 2, thereby enhancing its stability. A shock-absorbing gasket is fixedly provided on the side of the abutment block 72 close to the tire 3, which can prevent the abutment block 72 from directly contacting the tire 3 and reduce the possibility of damage to the tire 3.

[0044] Reference Figure 2 and Figure 3 A gear 9 is fixedly provided at one end of the hinge rod 81. When the hinge rod 81 rotates, the gear 9 also rotates with the hinge rod 81; a rack 91 is slidably provided on the side of the second fixed plate 2 close to the hinge block 82 in the vertical direction, and the rack 91 and the rack block are meshed with each other; the bottom of the rack 91 is inclined; a transmission block 92 is slidably provided in the first fixed plate 1 along the length direction of the telescopic rod 7, and the top of the transmission block 92 is fixedly connected to the bottom end of the abutment block 72, and the side of the transmission block 92 close to the rack 91 is also inclined, and abuts against the bottom of the rack 91. When the rack 91 moves downward, the transmission block 92 moves toward the side away from the second fixed plate 2, thereby driving the abutment block 72 to move in the direction away from the tire 3 and separate from the tire 3.

[0045] The implementation principle of a port anti-collision device in an embodiment of the present application is as follows: when the tire 3 needs to be replaced, the limiting rod 64 is first pressed in the direction close to the second slot 52, which drives the positioning clamping block 62 to disengage from the second slot 52 and enter the first slide groove 611; then the clamping block 61 is taken out of the first slot 51, and the positioning rod 4 is pulled upward at this time to open the positioning rod 4 and the positioning block 5; at the same time, the positioning rod 4 drives the hinge rod 81 to rotate, the hinge rod 81 drives the gear 9 to rotate, the gear 9 drives the rack 91 to move downward, the rack 91 drives the transmission block 92 to move in the direction away from the second fixed plate 2, and the transmission block 92 drives the abutment block 72 to move in the direction away from the tire 3, so that the abutment block 72 and the tire 3 are separated from each other, and the tire 3 can be taken out, which improves the defect of the traditional port anti-collision device that it is difficult to replace the tire 3 when the tire 3 is tied with a rope.

[0046] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.

Claims

1. A port anti-collision device, characterized in that: The invention comprises a first fixing plate (1), the first fixing plate (1) being arranged horizontally and having a rectangular cross section; a second fixing plate (2), the second fixing plate (2) being arranged vertically and having a bottom fixedly connected to one side of the first fixing plate (1); a plurality of tires (3) being evenly arranged along the length direction of the first fixing plate (1); and positioning rods (4), the plurality of positioning rods (4) being also arranged along the length direction of the first fixing plate (1) and the number of the positioning rods (4) being equal to the number of the tires (3). The bottom of the positioning rod (4) is hinged to the second fixing plate (2); it also includes positioning blocks (5), and the positioning blocks (5) are also evenly arranged in a plurality of groups along the length direction of the first fixing plate (1), and the number of the positioning blocks (5) is also equal to the number of the tires (3), and one side of the tire (3) is located between the positioning block (5) and the second fixing plate (2); it also includes a clamping assembly (6), and the end of the positioning rod (4) away from the second fixing plate (2) is detachably connected to the positioning block (5) through the clamping assembly (6).

2. A port anti-collision device according to claim 1, characterized in that: The clamping assembly (6) comprises a clamping block (61), wherein the clamping block (61) is fixedly arranged at one end of the positioning rod (4) away from the second fixing plate (2); first sliding grooves (611) are provided on both sides of the clamping block (61); the clamping assembly (6) further comprises a positioning clamping block (62), wherein the positioning clamping block (62) is slidably arranged in the first sliding groove (611); the clamping assembly (6) further comprises a first spring (63), wherein the first spring (63) is arranged between the positioning block (5) and the bottom of the first sliding groove (611); a first clamping groove (51) is provided on the top of the positioning block (5), wherein the clamping block (61) can be clamped in the first clamping groove (51); second clamping grooves (52) are provided on both sides of the first clamping groove (51), and when the clamping block (61) is clamped in the first clamping groove (51), the positioning clamping block (62) can be clamped in the second clamping groove (52).

3. A port anti-collision device according to claim 2, characterized in that: Both sides of the positioning block (5) are provided with positioning holes (53) which are connected with the second clamping groove (52). The clamping assembly (6) also includes a limiting rod (64). The limiting rod (64) is slidably arranged in the positioning hole (53). When the clamping block (61) is clamped in the first clamping groove (51), pressing the limiting rod (64) in a direction close to the clamping block (61) can drive the positioning clamping block (62) to enter the first sliding groove (611).

4. A port anti-collision device according to claim 3, characterized in that: Limiting slots (54) are provided on both sides of the positioning hole (53). The clamping assembly (6) further comprises a limiting block (65). The limiting block (65) is slidably disposed in the limiting slot (54) and is fixedly connected to the limiting rod (64).

5. A port anti-collision device according to claim 4, characterized in that: A telescopic rod (7) is fixedly connected to one side of the positioning block (5) close to the second fixing plate (2); a second spring (71) is sleeved on the telescopic rod (7); and an end of the telescopic rod (7) away from the positioning block (5) is fixedly connected to an abutment block (72).

6. A port anti-collision device according to claim 5, characterized in that: The cross section of the abutment block (72) is arc-shaped, and its curvature is adapted to the curvature of the tire (3).

7. A port anti-collision device according to claim 6, characterized in that: A shock-absorbing gasket is fixedly connected to a side of the abutment block (72) close to the tire (3).

8. A port anti-collision device according to claim 5, characterized in that: Two hinge blocks (82) are fixedly arranged on one side of the second fixed plate (2) close to the positioning rod (4); a hinge rod (81) is rotatably arranged between the two hinge blocks (82), and the hinge rod (81) is fixedly connected to the positioning rod (4); a gear (9) is fixedly arranged on the hinge rod (81); a rack (91) is slidably arranged in a vertical direction on one side of the second fixed plate (2) close to the hinge block (82), and the rack (91) is meshed with the gear (9).

9. A port anti-collision device according to claim 8, characterized in that: The bottom of the rack (91) is inclined, and a transmission block (92) is slidably arranged in the first fixed plate (1) along the length direction of the telescopic rod (7). The top of the transmission block (92) is fixedly connected to the bottom of the abutment block (72). The side of the transmission block (92) close to the rack (91) is also inclined and abuts against the bottom of the rack (91). When the rack (91) moves downward, the transmission block (92) moves toward a side away from the second fixed plate (2).

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