Wave compensation embarkation trestle
By using hinged connections between the pillars and the bridge body, hydraulic cylinder adjustments, and guardrail structures, the volume and energy consumption issues of wave-compensated boarding bridges have been resolved, achieving lightweight and safe and stable personnel transfer at sea.
Patent Information
- Application Number
- CN202423062353.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-12
- Publication Date
- 2025-11-11
- Estimated Expiration
- 2034-12-12
AI Technical Summary
Existing wave-compensated boarding piers, while increasing the specifications of the main load-bearing beams and sliding rails to improve strength and stability, result in a larger overall volume and increased driving power, affecting ship energy consumption and the environment, and have failed to effectively solve the problem of dynamic load on the pier caused by ship movement.
The first bridge body is hinged to the support column, and the second bridge body is movable and nested inside the first bridge body and pushed by the second hydraulic cylinder, combined with the support and pitch angle adjustment of the first hydraulic cylinder. With the help of track guidance and guardrail structure, pulley block and wheel groove cooperation, the longitudinal movement compensation and safety guarantee are realized.
While maintaining structural stability and safety, the load on the track was reduced, the stress on the bridge body was decreased, and lightweighting and ease of operation were achieved, improving the continuity and safety of boarding operations.
Smart Images
Figure CN223535572U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of marine boarding equipment technology, specifically a wave-compensated boarding pier. Background Technology
[0002] A wave-compensated boarding pier is a bridge structure specifically designed to connect ships and offshore platforms. Its function is to ensure the safe and efficient transfer of personnel from one platform to another in turbulent marine environments. The structure of this pier needs to consider the complexity of the marine environment, especially the impact of natural factors such as wind, waves, and currents on the relative positions of the ship and platform. These factors cause relative motion between the ship and platform, imposing additional dynamic loads on the pier and increasing operational risks. To address these challenges, the wave-compensated boarding pier employs a control system that automatically adjusts the pier's pitch and extension to compensate for the ship's vertical (heave), lateral (roll), and longitudinal (pitch) movements. This dynamic compensation mechanism ensures the stability of the pier between the ship and offshore facilities, reduces safety risks caused by changes in sea state, and makes the transfer of personnel at sea safer and more convenient.
[0003] Regarding the structure of the retractable movement, wave-compensated boarding piers are typically equipped with retractable bridge frames, which need to withstand the forces generated by the relative movement between the vessel and the platform. Therefore, to improve the strength and durability of the bridge frames, the dimensions of the pier's main load-bearing beams and guide rails are usually increased. While this structure improves the pier's load-bearing capacity and stability, the increased dimensions also lead to a larger overall volume and a corresponding increase in the required drive power, which may adversely affect the vessel's energy consumption and environmental impact. Utility Model Content
[0004] To address the aforementioned problems in existing technologies, this utility model provides a simple, safe, and reliable wave-compensated boarding bridge that meets both strength and lightweight requirements.
[0005] The wave-compensated boarding bridge of this utility model includes a support column, a first bridge body, a second bridge body, a track, a first hydraulic cylinder, a second hydraulic cylinder, a first guardrail, a second guardrail, a pulley block, and wheel grooves. The support column is fixedly installed on the deck of the bridge mother ship, and its upper end is connected to the first bridge body by a hinge. One end of the first hydraulic cylinder is hinged to the support column, and the other end is hinged to the first bridge body, used to support the first bridge body and control its pitch angle adjustment around the hinge point. The second bridge body is movably nested on the first bridge body. One end of the second hydraulic cylinder is connected to the first bridge body, and the other end is connected to the second bridge body, used to push the second bridge body to move relative to the first bridge body. A track is provided between the upper surface of the first bridge body and the bottom surface of the second bridge body to guide the movement of the second bridge body. The first bridge body is equipped with a first guardrail on its side, and the second bridge body is equipped with a second guardrail located directly below the first guardrail on its side. The first guardrail is equipped with a pulley block, and the second guardrail has wheel grooves that cooperate with the pulley block to ensure that the pulley block can roll smoothly.
[0006] The wave-compensated boarding pier, through the hinged connection between the support pillars and the first bridge body, and the support and pitch angle adjustment functions of the first hydraulic cylinder, can flexibly adapt to the ship's pitching motion while maintaining structural stability. The movable second bridge body is nested within the first bridge body, and with the push of the second hydraulic cylinder, the second bridge body can move precisely relative to the first bridge body, effectively compensating for the ship's pitching motion and its own movement, thereby ensuring the continuity and safety of boarding operations. The track between the first and second bridge bodies provides a clear path for the movement of the second bridge body, ensuring a smooth and precise movement process. The first and second guardrails provide necessary safety for operators. At the same time, the coordinated cooperation of the pulley system on the first guardrail and the wheel groove on the second guardrail not only ensures the smooth rolling of the pulley system, but also, together with the track, shares the bending moment load of the second bridge body, significantly reducing the burden on the track and reducing the stress on the first and second bridge bodies, thereby improving the pier's operational convenience and system safety, meeting the pier's strength requirements while also achieving lightweight requirements.
[0007] As a preferred embodiment of this utility model, the first guardrail has side plates extending downward on both sides for protecting the pulley block.
[0008] As a preferred embodiment of this utility model, the first guardrail is a truss structure.
[0009] As a preferred embodiment of this utility model, the second guardrail is a truss structure.
[0010] As a preferred embodiment of this utility model, the first bridge body is equipped with a first guardrail on both sides, while the second bridge body is equipped with a second guardrail located directly below the first guardrail on both sides. Attached Figure Description
[0011] Figure 1 This is a schematic diagram of a wave-compensated boarding bridge structure.
[0012] Figure 2 for Figure 1 Partial sectional view along the AA direction. Detailed Implementation
[0013] The technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.
[0014] It should be noted that if any directional indication (such as up, down, left, right, front, back, top, bottom, inside, outside, vertical, horizontal, longitudinal, counterclockwise, clockwise, circumferential, radial, axial, etc.) is involved in the embodiments of this utility model, the directional indication is only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.
[0015] If the embodiments of this utility model involve descriptions such as "first" or "second," such descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Furthermore, the technical features of each embodiment can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the embodiments are described; however, as long as these combinations of technical features do not contradict each other, they should all be considered within the scope of this specification.
[0016] like Figure 1 and Figure 2As shown, a wave-compensated boarding pier includes a support column 1, a first bridge body 2, a second bridge body 3, a track 4, a first hydraulic cylinder 5, a second hydraulic cylinder 6, a first guardrail 7, a second guardrail 8, a pulley block 9, and wheel grooves 10. The support column 1 is fixedly installed on the support column 2, and its upper end is connected to the first bridge body 2 by a hinge. One end of the first hydraulic cylinder 5 is hinged to the deck of the pier mother ship, and the other end is hinged to the first bridge body 2, used to support the first bridge body 2 and control its pitch angle adjustment around the hinge point. The second bridge body 3 is movably nested within the first bridge body 2. Above, one end of the second hydraulic cylinder 6 is connected to the first bridge body 2, and the other end is connected to the second bridge body 3, for pushing the second bridge body 3 to move relative to the first bridge body 2; a track 4 is provided between the upper surface of the first bridge body 2 and the bottom surface of the second bridge body 3 for guiding the movement of the second bridge body 3; a first guardrail 7 is installed on the side of the first bridge body 2, and a second guardrail 8 is installed on the side of the second bridge body 3 located directly below the first guardrail 7; a pulley block 9 is installed on the first guardrail 7, and a wheel groove 10 is provided on the second guardrail 8 to cooperate with the pulley block 9 to ensure that the pulley block 9 can roll smoothly. The hinged connection between the support column and the first bridge body, along with the support and pitch angle adjustment functions of the first hydraulic cylinder, allows for flexible adaptation to the ship's pitching motion while maintaining structural stability. The movable second bridge body is nested within the first bridge body, and with the push of the second hydraulic cylinder, the second bridge body can move precisely relative to the first bridge body, effectively compensating for the ship's pitching motion and its own movement, thus ensuring the continuity and safety of boarding operations. The track between the first and second bridge bodies provides a clear path for the movement of the second bridge body, ensuring a smooth and precise movement. The first and second guardrails provide necessary safety for operators. Furthermore, the coordinated operation of the pulley system on the first guardrail and the wheel grooves on the second guardrail not only ensures smooth rolling of the pulley system but also, together with the track, bears the bending moment load of the second bridge body, significantly reducing the burden on the track and lowering the stress on the first and second bridge bodies. This improves the operational convenience and system safety of the trestle, meeting both the strength requirements and the lightweight requirements.
[0017] The first guardrail 7 has side plates 11 extending downward on both sides to protect the pulley block. The combination of the side plates 11 and the first guardrail 7 enhances the stability of the first guardrail, effectively protects the pulley block from external impacts and damage, and extends the service life of the pulley block.
[0018] The first guardrail 7 is a truss structure, and the second guardrail 8 is a truss structure. Since the truss adopts a rigid grid structure composed of rods and nodes, it has high overall rigidity, which helps to improve stability and safety. The first guardrail 7 and the second guardrail 8 adopt a truss structure, which can bring lightness, large span, material saving, convenient construction, high rigidity and structural stability.
[0019] The first bridge body 2 is equipped with first guardrails 7 on both sides, while the second bridge body 3 is equipped with second guardrails 8 located directly below the first guardrails 7 on both sides. This can increase the lateral stability of the first and second bridge bodies and better resist lateral forces such as wind and waves.
[0020] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the concept of the present utility model and using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included in the patent protection scope of the present utility model.
[0021] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention. Furthermore, the embodiments of the present invention and the features thereof can be combined with each other unless otherwise specified.
Claims
1. A wave-compensated boarding bridge, characterized in that, The structure includes a support column (1), a first bridge body (2), a second bridge body (3), a track (4), a first hydraulic cylinder (5), a second hydraulic cylinder (6), a first guardrail (7), a second guardrail (8), a pulley block (9), and a wheel groove (10). The support column (1) is fixedly installed on the deck of the pier mother ship, and its upper end is connected to the first bridge body (2) by a hinge. One end of the first hydraulic cylinder (5) is hinged to the support column (1), and the other end is hinged to the first bridge body (2) to support the first bridge body (2) and control its pitch angle adjustment around the hinge point. The second bridge body (3) is movably nested on the first bridge body (2), and the second hydraulic cylinder (6) is... One end of the bridge is connected to the first bridge body (2), and the other end is connected to the second bridge body (3), which is used to push the second bridge body (3) to move relative to the first bridge body (2); a track (4) is provided between the upper surface of the first bridge body (2) and the bottom surface of the second bridge body (3) to guide the movement of the second bridge body (3); a first guardrail (7) is installed on the side of the first bridge body (2), and a second guardrail (8) is installed on the side of the second bridge body (3) located directly below the first guardrail (7); a pulley block (9) is installed on the first guardrail (7), and a wheel groove (10) is provided on the second guardrail (8) to cooperate with the pulley block (9) to ensure that the pulley block (9) can roll smoothly.
2. The wave-compensated boarding bridge according to claim 1, characterized in that, The first guardrail (7) has side plates (11) extending downward on both sides for protecting the pulley block.
3. The wave-compensated boarding bridge according to claim 1, characterized in that, The first guardrail (7) is a truss structure.
4. The wave-compensated boarding bridge according to claim 1, characterized in that, The second guardrail (8) is a truss structure.
5. The wave-compensated boarding bridge according to claim 1, characterized in that, The first bridge body (2) is equipped with a first guardrail (7) on both sides, while the second bridge body (3) is equipped with a second guardrail (8) located directly below the first guardrail (7) on both sides.