Multi-stage buffer anti-collision fender for LNG (Liquefied Natural Gas) wharf
By designing a multi-level buffering anti-collision fender composed of curved anti-collision steel plates and permanent magnets, the problem of insufficient buffering capacity of traditional fenders is solved, a more efficient buffering and shock absorption effect is achieved, the hull and dock structure are protected, and safety and maintenance convenience are improved.
Patent Information
- Application Number
- CN202422819097.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-19
- Publication Date
- 2025-10-10
- Estimated Expiration
- 2034-11-19
AI Technical Summary
The traditional two-drum and one-plate rubber fender has weak ability to buffer and absorb the impact force of the LNG transport ship's hull on the mooring pier, resulting in damage to the mooring pier and the hull after long-term use.
A multi-stage buffer anti-collision fender is designed, which adopts a combined structure of arc-shaped anti-collision steel plates, arc-shaped rubber plates and permanent magnets. The arc-shaped design and the principle of like magnetic poles repelling each other are used to enhance the buffering and shock absorption capabilities, and the combined structure facilitates maintenance.
It improves the cushioning and shock absorption capacity of LNG carriers, protects the hull and dock structure, enhances the safety of docking and berthing, and is easy to replace and repair.
Smart Images
Figure CN223423199U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model belongs to rubber fender technical field, especially relate to a multistage buffer anti -collision fender for LNG wharf. BACKGROUND
[0002] LNG wharf is a facility specially used for receiving, storing and regasifying liquefied natural gas (LNG). It usually includes unloading area, storage tank, regasification device and outlet connected with pipeline or ship. These facilities ensure efficient transportation and supply of natural gas, which is crucial for energy security.
[0003] As a key node of LNG receiving, the wharf not only is responsible for safely and effectively unloading the liquefied natural gas transported by ocean transportation to the storage facility, but also is the key link connecting the ship and the onshore natural gas pipeline network. Among them, the design of the fender of the wharf dolphin 1 directly relates to the operation efficiency and safety of the entire LNG receiving station, and is the core link to ensure the stable development of the natural gas industry. The wharf usually has multiple wharf dolphins 1 arranged in a horizontal row on the foundation in the water area in front of the wharf, which are usually made of reinforced concrete pouring, and a section protruding above is the fender of the LNG wharf, as shown in FIG. Figure 1 The traditional LNG wharf fender is a two-drum-one-board rubber fender 11, which plays a role of buffering and damping the transverse impact force generated when the LNG transport ship is moored and parked.
[0004] However, because the LNG transport ship is generally large in tonnage and size, in the process of mooring and parking, in the case of strong wind and other conditions, the LNG ship body will generate a large impact force due to inertia, which will continuously impact the wharf dolphin 1, and the two-drum-one-board rubber fender 11 has weak buffering and consumption capacity for the above impact force, and it is difficult to achieve the effect of rapid consumption, and long-term use will cause damage to the wharf dolphin 1 and the ship body itself. Therefore, it is necessary to design a new type of LNG wharf fender to reduce the risks that may occur in the process of mooring and parking of the LNG transport ship. UTILITY MODEL CONTENTS
[0005] The utility model aims at providing a multistage buffer anti-collision fender for LNG wharf, which effectively solves the problem of weak buffering and consumption capacity of the two-drum-one-board rubber fender for the impact force generated by the LNG ship body on the wharf dolphin.
[0006] To solve the above technical problems, the utility model adopts the technical scheme of a multistage buffer anti-collision fender for LNG wharf, which comprises a fender body fixed on the side wall of the wharf dolphin and an arc-shaped anti-collision steel plate connected with the side wall of the wharf dolphin through a chain, the cross section of the fender body is approximately isosceles trapezoidal, the end face area of the inshore end of the fender body is larger than that of the off-shore end, and a bottom plate is arranged between the end face of the inshore end of the fender body and the side wall of the wharf dolphin.
[0007] The inner side of the arc-shaped anti-collision steel plate is provided with an arc-shaped rubber plate and multiple U-shaped rings for connecting chains. The outer side of the arc-shaped anti-collision steel plate is fixedly connected with multiple veneer panels. The U-shaped ring is welded on the inner surface of the arc-shaped anti-collision steel plate, and the free end of the U-shaped ring passes through the arc-shaped rubber plate.
[0008] A top plate in the form of a hollow cylinder is provided in the middle of the inner side surface of the arc-shaped rubber plate, and a free end of the top plate is fixedly connected to the far-shore end surface of the fender body.
[0009] Furthermore, a circular permanent magnet is provided on the end surfaces of the bottom plate and the top plate connected to the fender body. The two permanent magnets are arranged opposite to each other, and the centers of the two permanent magnets are located on the central axis of the fender body.
[0010] Furthermore, the diameter of the permanent magnet located on the bottom plate is larger than the diameter of the permanent magnet located on the top plate. Both permanent magnets are single-sided permanent magnets, and the magnetic surfaces of the two permanent magnets face each other.
[0011] Furthermore, the veneer panel is made of ultra-high molecular weight polyethylene.
[0012] Furthermore, the bottom plate and the top plate are both made of rubber, and both have a Shore hardness of 70.
[0013] Furthermore, the bottom plate and the fender body are designed as an integrated whole, and the top plate and the curved rubber plate are designed as an integrated whole.
[0014] Furthermore, the area of the bottom plate is not less than the area of the nearshore end surface of the fender body.
[0015] Furthermore, the interior of the fender body is hollow, and the material of the fender body is rubber.
[0016] Compared with the existing technology, the beneficial technical effects of the present invention are as follows: by improving the rectangular anti-collision steel plates of traditional LNG terminal fenders to curved anti-collision steel plates, the present invention reduces the risk of damage to the hull surface caused by the anti-collision steel plates during the lateral movement of LNG carriers. The present invention further enhances the buffering and shock absorption capabilities through the curved rubber plates and the fender body with a cross-section approximately shaped like an isosceles trapezoid. The two built-in permanent magnets further enhance the overall buffering and shock absorption capabilities due to the principle of like poles repelling each other, making the buffering, shock absorption and collision resistance of the present invention far superior to conventional LNG terminal fender structures. At the same time, it reduces the impact force of the LNG carrier on the dock pier, protects the hull surface, and improves the safety of LNG ships when docking and mooring.
[0017] In summary, the utility model has the advantages of multi-stage cushioning and shock absorption, which can increase the overall cushioning and shock absorption effect. Moreover, the overall structure adopts a combined structure, which is convenient for individual replacement when wear or damage occurs after long-term use, and is easy to maintain. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Figure 1 It is a schematic diagram of the fender structure of the LNG terminal in the background technology.
[0019] Figure 2 This is a first perspective view of the combined structure of the multi-stage buffer anti-collision fender and the mooring pier of the utility model.
[0020] Figure 3 This is a second perspective view of the combined structure of the multi-stage buffer anti-collision fender and the mooring pier of the utility model.
[0021] Figure 4 This is a schematic diagram of the permanent magnet arrangement of the present utility model.
[0022] Explanation of the accompanying reference numerals: mooring pier-1; fender body-2; arc-shaped anti-collision steel plate-3; permanent magnet-4; trapezoidal fixing gasket-5; arc-shaped rubber plate-6; U-shaped ring-7; veneer-8; horizontal chain-9; oblique zipper-10; two-drum and one-plate rubber fender-11; bottom plate-12; top plate-13. DETAILED DESCRIPTION
[0023] Example 1: Multi-level buffer anti-collision fender for LNG terminal, such as Figure 2 and Figure 3 As shown, it includes a fender body 2 fixed to the side wall of the mooring pier 1 and an arc-shaped anti-collision steel plate 3 connected to the side wall of the mooring pier 1 by a chain. The cross-section of the fender body 2 is approximately an isosceles trapezoid, and the area of the nearshore end surface of the fender body 2 is larger than the area of the farshore end surface. A bottom plate 12 made of a high-hardness rubber material (Shore hardness of 70) is provided between the nearshore end surface of the fender body 2 and the side wall of the mooring pier 1. The area of the bottom plate 12 is not less than the area of the nearshore end surface of the fender body 2. In this embodiment, the interior of the fender body 2 is hollow, and the material of the fender body 2 is rubber, thereby increasing the shock absorption capacity of the fender body 2.
[0024] The inner side of the curved anti-collision steel plate 3 is bolted to a curved rubber plate 6 and multiple U-shaped rings 7 for connecting chains. The outer side of the curved anti-collision steel plate 3 is bolted to multiple veneer panels 8. The U-shaped rings 7 are welded to the inner surface of the curved anti-collision steel plate 3, and the free ends of the U-shaped rings 7 pass through the curved rubber plate 6. The U-shaped rings 7 on the curved anti-collision steel plate 3 can both hang the chain and fix the curved rubber plate 6.
[0025] A hollow cylindrical top plate 13 is located in the middle of the inner surface of the curved rubber sheet 6. The free end of the top plate 13 is fixed to the distal end of the fender body 2 with equal diameter via multiple stud bolts. The top plate 13 is also made of a high-hardness rubber material (Shore hardness 70). In this embodiment, the veneer 8 is made of ultra-high molecular weight polyethylene (UHMWPE), which exhibits excellent wear resistance, corrosion resistance, lubricity, shock resistance, UV resistance, and aging resistance, effectively protecting the hull and dock from impact damage.
[0026] A circular permanent magnet 4 is provided on the end surface of the bottom plate 12 and the top plate 13 connected to the fender body 2. The two permanent magnets 4 are arranged opposite to each other, and the centers of the two permanent magnets 4 are located on the central axis of the fender body 2. By utilizing the property that like poles repel each other, the impact generated by the lateral movement of the LNG carrier is further buffered and shock-absorbing. In this embodiment, the bottom plate 12 and the fender body 2 are integrated into one design, and the top plate 13 and the arc-shaped rubber plate 6 are integrated into one design. In this embodiment, the permanent magnet 4 is a single-sided permanent magnet, and the diameter of the permanent magnet 4 located on the bottom plate 12 is larger than the diameter of the permanent magnet 4 located on the top plate 13. Both permanent magnets 4 are single-sided permanent magnets, and the magnetic surfaces of the two permanent magnets 4 are opposite to each other. In this embodiment, as Figure 4 As shown, the permanent magnet 4 is fixed by six trapezoidal fixing washers 5 to prevent the permanent magnet 4 from deflecting.
[0027] Four U-shaped rings 7 are embedded in the wall of the mooring pier 1. These rings are connected to the curved anti-collision steel plate 3 via horizontal chains 9 and diagonal zippers 10, enhancing the overall stability and safety of the fender. Both chains 9 and zippers 10 consist of end clips and multiple connecting rings. The horizontal chains 9 constrain shear deformation of the fender system, while the diagonal zippers 10 withstand the weight of the curved anti-collision steel plate 3, reducing fender sagging.
[0028] When the LNG carrier is docked or moored, the lateral movement generated is the first to be impacted by the curved anti-collision steel plate 3. The curved anti-collision steel plate 3 can effectively avoid damage to the hull with its curved structure, and at the same time, the force is more evenly distributed. The impact force is then transmitted to the curved rubber plate 6 tightly combined with the curved anti-collision steel plate 3. The curved rubber plate 6 buffers and consumes the impact force for the first time, and then the impact force is further transmitted to the fender body 2. The fender body 2 with an approximately isosceles trapezoidal cross-section increases the end force-bearing area compared with the conventional two-drum and one-plate rubber fender 11, so the pressure on the pier 1 is smaller, and the fender body 2 buffers and consumes the impact force again.
[0029] The present invention has the advantages of multi-stage buffering and shock absorption, achieving the effect of increasing the overall buffering and shock absorption, and the overall structure adopts a modular structure, which is convenient for individual replacement when wear or damage occurs after long-term use, and is easy to maintain. Taking into account that the LNG carrier hull has a certain inclination when moving laterally, the rectangular anti-collision steel plate of the traditional LNG terminal fender is improved to an arc-shaped anti-collision steel plate 3, reducing the risk that the anti-collision steel plate may cause damage to the hull surface when the LNG carrier moves laterally. The arc-shaped rubber plate 6 and the fender body 2 with a cross-section that is approximately an isosceles trapezoid further increase the buffering and shock absorption capabilities, and the two built-in permanent magnets 4 further improve the overall buffering and shock absorption capabilities due to the principle of like poles repelling each other, making the buffering, shock absorption and collision prevention capabilities of the present invention far superior to conventional LNG terminal fender structures. At the same time, it reduces the impact force of the LNG carrier on the dock pier 1, protects the hull surface, and improves the safety of the LNG ship when docking and mooring.
[0030] Of course, the above description is not a limitation of the present invention, and the present invention is not limited to the above examples. Changes, modifications, additions or substitutions made by technicians in this technical field within the essential scope of the present invention should also fall within the scope of protection of the present invention.
Claims
1. A multi-stage buffer anti-collision fender for LNG terminal, characterized by: The fender comprises a fender body fixed to the side wall of the pier and an arc-shaped anti-collision steel plate connected to the side wall of the pier by a chain. The cross section of the fender body is approximately an isosceles trapezoid. The area of the nearshore end of the fender body is larger than that of the farshore end. A bottom plate is provided between the nearshore end of the fender body and the side wall of the pier. The inner side of the arc-shaped anti-collision steel plate is provided with an arc-shaped rubber plate and a plurality of U-shaped rings for connecting chains. The outer side of the arc-shaped anti-collision steel plate is fixedly connected with a plurality of veneer plates. The U-shaped ring is welded to the inner surface of the arc-shaped anti-collision steel plate, and the free end of the U-shaped ring passes through the arc-shaped rubber plate. A top plate in the form of a hollow cylinder is provided in the middle of the inner side surface of the arc-shaped rubber plate, and a free end of the top plate is fixedly connected to the far-shore end surface of the fender body.
2. The multi-stage buffer anti-collision fender for LNG terminal according to claim 1 is characterized in that: A circular permanent magnet is provided on the end surfaces of the bottom plate and the top plate connected to the fender body. The two permanent magnets are arranged opposite to each other, and the centers of the two permanent magnets are located on the central axis of the fender body.
3. The multi-stage buffer anti-collision fender for LNG terminal according to claim 2 is characterized in that: The diameter of the permanent magnet on the bottom plate is greater than the diameter of the permanent magnet on the top plate. Both permanent magnets are single-sided permanent magnets, and the magnetic surfaces of the two permanent magnets are opposite to each other.
4. The multi-stage buffer anti-collision fender for LNG terminal according to claim 3 is characterized in that: The material of the veneer board is ultra-high molecular weight polyethylene.
5. The multi-stage buffer anti-collision fender for LNG terminal according to claim 4 is characterized in that: The bottom plate and the top plate are both made of rubber, and both have a Shore hardness of 70.
6. The multi-stage buffer anti-collision fender for LNG terminal according to claim 5 is characterized in that: The bottom plate and the fender body are designed as an integrated whole, and the top plate and the curved rubber plate are designed as an integrated whole.
7. The multi-stage buffer anti-collision fender for LNG terminal according to claim 6 is characterized in that: The area of the bottom plate is not less than the area of the nearshore end surface of the fender body.
8. The multi-stage buffer anti-collision fender for LNG terminal according to claim 7 is characterized in that: The interior of the fender body is hollow, and the material of the fender body is rubber.