Ship tail protection device

Abstract

The utility model relates to a ship tail protection device which comprises a curved surface outer plate and a semicircular steel protection strip, the curved surface outer plate is arranged on the side face of a ship, and the tail end of the curved surface outer plate and a tail sealing plate of the ship are assembled in a large-angle outer surface flush mode. A semicircular steel protection strip is arranged at the tail part of the curved-surface outer plate and is arranged on the outer surface of the tail sealing plate; the curved surface outer plate comprises a rigid base plate, a middle buffer layer, a flow guide fin and an outer protective layer which are sequentially arranged from inside to outside, the middle buffer layer is of a honeycomb aluminum buffer structure, and fins of the flow guide fin are arc-shaped and extend towards the outer side of a stern; and a laser distance measuring sensor and a camera are mounted on the tail sealing plate. By means of innovative designs such as self-adaptive protection plate adjustment, modular buffering, intelligent monitoring and composite flow guiding, the problems that a traditional fender is blocked in gap and single in protection are solved, and berthing safety and economical efficiency are remarkably improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to ship and wharf safety protection technical field especially relates to a ship tail protection device. BACKGROUND

[0002] With the sustained growth of global trade and the acceleration of the trend of large-scale ship, the interaction between large ships and wharf, water gate is increasingly complex, and the ship damage wharf and water gate accident is more and more frequent. Such accidents not only cause economic losses, but also threaten the safety of port operation and marine environment. Therefore, it is of great practical significance to study how to avoid large ship damage wharf. However, the existing ship tail protection has the following problems:

[0003] (1) fender gap risk: the traditional wharf fender is arranged by horizontal and vertical fender, and the protrusions (such as tail plate) of the ship tail are easy to be stuck in the fender gap, which leads to fender peeling or ship structure damage;

[0004] (2) single protection means: the existing technology mainly eliminates the protrusions by rigid structure welding, but lacks buffering capacity and cannot adapt to different wharf structures;

[0005] (3) high maintenance cost: some schemes use telescopic protection device with complex structure, high failure rate and difficult maintenance. SUMMARY

[0006] The utility model aims at overcoming the above insufficient, provide a kind of ship tail protection device, prevent the protrusions of the ship tail scratch wharf bulkhead, realize efficient scratch and initiative protection.

[0007] The utility model aims at overcoming the above insufficient, provide a kind of ship tail protection device, prevent the protrusions of the ship tail scratch wharf bulkhead, realize efficient scratch and initiative protection.

[0008] A kind of ship tail protection device, including curved surface outer plate and semicircular steel protection strip, the curved surface outer plate is arranged in ship side, the tail end of the curved surface outer plate is flush with the outer surface of the tail plate of ship at large angle assembly;The tail of the curved surface outer plate is equipped with semicircular steel protection strip, and the semicircular steel protection strip is arranged on the outer surface of the tail plate;

[0009] The curved surface outer plate is a multilayer protection structure, including rigid substrate, intermediate buffer layer, flow guide fin and outer protection layer arranged in order from inside to outside, the intermediate buffer layer uses honeycomb aluminum buffer structure, and the impact force is dispersed;The fin of the flow guide fin is arc-shaped and extends to the outside of the stern, and the flow guide fin guides water flow to form vortex barrier;

[0010] The laser ranging sensor and camera are installed on the tail plate, data is linked to hydraulic adjusting device through PLC controller, and the distance between ship and bulkhead is monitored in real time.

[0011] Further, the contact surface of the curved outer plate and the tail sealing plate is provided with a single-sided deep fusion welding groove for flush welding with the tail sealing plate.

[0012] Further, the tail end of the curved outer plate is hinged to the tail sealing plate through a connecting piece.

[0013] Further, the back of the curved outer plate is provided with a hydraulic driving mechanism, and the side surface of the tail sealing plate is connected through the hydraulic driving mechanism, and according to the wharf wall structure or the width of the sluice, the hydraulic system drives the curved outer plate to adjust the inclination angle, so as to ensure that the tail part keeps a safe distance from the wall.

[0014] Further, the outer protective layer can adopt a high-elasticity polyurethane layer or a detachable wear-resistant rubber plate.

[0015] Further, the thickness of the outer protective layer is 10-15mm.

[0016] Further, a plurality of uniformly distributed water guide holes are arranged on the flow guide fin, and the water guide holes perform the flow guiding work.

[0017] Further, the rigid substrate, the intermediate buffer layer, the flow guide fin and the outer protective layer are all independent detachable modules, allowing local replacement of damaged parts.

[0018] Compared with the prior art, the beneficial effects of the utility model are:

[0019] The utility model provides a ship tail protection device, through adaptive adjustment protection plate, modular buffer, intelligent monitoring and composite flow guide design, solve the traditional fender gap jam, the problem of single protection, have the following advantages:

[0020] (1) multi-stage protection: through rigid structure + buffer layer + intelligent adjustment, realize "prevention - buffer - feedback" triple protection mechanism;

[0021] (2) cost optimization: modular design reduces maintenance cost, more than 40% replacement cost is reduced compared with the traditional scheme;

[0022] (3) intelligent improvement: real-time monitoring and automatic adjustment function significantly improve the berthing safety, and are suitable for automatic wharf scene;

[0023] (4) environmental adaptability: the flow guide fin design can adapt to different water flow conditions, and the berthing deviation amount is reduced by 20%. DETAILED DESCRIPTION

[0024] Figure 1 It is the local application schematic view of the ship of the embodiment 1 of the utility model.

[0025] Figure 2 It is the structure schematic view of the embodiment 1 of the utility model.

[0026] Figure 3 This is a schematic diagram showing the connection between the tail seal plate 1 and the curved outer plate in Embodiment 1 of this utility model.

[0027] Figure 4 This is a schematic diagram of the structure of Embodiment 2 of this utility model.

[0028] Figure 5 This is a schematic diagram of the curved outer plate of Embodiment 2 of this utility model.

[0029] in:

[0030] Tail seal plate 1, curved outer plate 2, rigid base plate 2.1, intermediate buffer layer 2.2, guide fin 2.3, water guide hole 2.4, connector 3, hydraulic drive mechanism 4, semi-circular steel protective strip 5. Detailed Implementation

[0031] To better understand the technical solution of this utility model, a detailed description will be provided below in conjunction with relevant illustrations. It should be understood that the specific embodiments described below are not intended to limit the specific implementation of the technical solution of this utility model, but are merely possible implementations of the technical solution of this utility model. It should be noted that the descriptions of the positional relationships of the components herein, such as component A being located above component B, are based on the relative positions of the components in the illustrations and are not intended to limit the actual positional relationships of the components. Example 1

[0032] See Figures 1-3 , Figure 2 A structural schematic diagram of a ship stern protection device according to Embodiment 1 is shown. As shown in the figure, the ship stern protection device according to Embodiment 1 includes a curved outer plate 2 and a semi-circular steel protective strip 5. The curved outer plate 2 is disposed on the side of the ship and is flush with the outer surface of the ship's stern sealing plate 1 at a large angle.

[0033] The contact surface between the curved outer plate 2 and the stern sealing plate 1 is provided with a single-sided deep penetration weld bevel for flush welding with the stern sealing plate 1; after the curved outer plate 2 and the stern sealing plate 1 are welded, the outer weld foot edge is ground smooth to ensure that there are no protrusions on the side of the ship.

[0034] The curved outer plate 2 is provided with a semi-circular steel protective strip 5 at its tail. The semi-circular steel protective strip 5 is set on the outer surface of the tail sealing plate 1 to protect the curved outer plate 2 from cable friction and to prevent the tail from impacting and damaging the curved outer plate 2 and the tail sealing plate 1.

[0035] The included angle between the curved outer plate 2 and the tail sealing plate 1 is 135°. Example 2

[0036] See Figures 4-5 , Figure 4A structural schematic diagram of a ship stern protection device according to Embodiment 2 is shown. As shown in the figure, the ship stern protection device involved in Embodiment 2 differs from that in Embodiment 1 in that:

[0037] The tail end of the curved outer plate 2 is hinged to the tail sealing plate 1 via a connector 3. The back of the curved outer plate 2 is provided with a hydraulic drive mechanism 4, which is connected to the side of the tail sealing plate 1. According to the structure of the wharf quay wall or the width of the sluice gate, the hydraulic system drives the curved outer plate 2 to adjust the tilt angle to ensure that the tail maintains a safe distance from the quay wall.

[0038] The curved outer plate 2 is a multi-layer protective structure, including a rigid base plate 2.1, an intermediate buffer layer 2.2, a guide fin 2.3, and an outer protective layer arranged sequentially from the inside to the outside. The intermediate buffer layer 2.2 adopts a honeycomb aluminum buffer structure, which can disperse the impact force. The outer protective layer can be made of a high-elasticity polyurethane layer or a detachable wear-resistant rubber plate. The elastic layer absorbs energy during slight collisions to avoid rigid impacts, and the rubber plate can reduce friction damage. The thickness of the outer protective layer is 10-15mm. It is easy to maintain and improves the impact resistance performance by more than 30%.

[0039] The fins of the guide fin 2.3 are arc-shaped and extend outward to the stern. The guide fin 2.3 is provided with a plurality of evenly distributed water guide holes 2.4. The water guide holes 2.4 can perform the function of guiding the flow, so that the contact between the water flow and the propeller is more stable.

[0040] The guide fin 2.3 guides the water flow to form a vortex barrier, reducing the lateral deviation of the ship when it approaches the shore; it also has the functions of preventing scratches and stabilizing the ship's attitude.

[0041] The rigid substrate 2.1, the intermediate buffer layer 2.2, the flow guide fin 2.3, and the outer protective layer are all independent detachable modules, allowing for partial replacement of damaged parts and reducing maintenance costs.

[0042] A laser rangefinder and a camera are installed on the stern sealing plate 1. The data is linked to the hydraulic adjustment device through the PLC controller to monitor the distance between the ship and the shore in real time. If the distance is ≤ the safety threshold (1.5m), the angle of the curved outer plate is automatically adjusted or an audible and visual alarm is triggered to achieve active protection and reduce the risk of human error.

[0043] Working principle:

[0044] This invention provides a stern protection device for ships, featuring a hydraulically driven curved outer plate with an initial angle set at 90°. A laser sensor continuously monitors the distance between the stern and the shore, feeding the data back to a PLC controller. If the distance is ≤1.5m, the hydraulic system adjusts the outer plate to the maximum angle of 135°, simultaneously triggering an alarm to alert the crew. After berthing, the system automatically resets to the default angle. This invention, through innovative designs such as adaptive adjustment of the protective plate, modular buffering, intelligent monitoring, and composite flow guidance, solves the problems of traditional fender clearance bottlenecks and limited protection, significantly improving berthing safety and economy.

[0045] The above are merely specific application examples of this utility model and do not constitute any limitation on the scope of protection of this utility model. All technical solutions formed by equivalent transformations or equivalent substitutions fall within the scope of protection of this utility model.

Claims

1. A stern protection device for ships, characterized in that: It includes a curved outer plate (2) and a semi-circular steel protective strip (5). The curved outer plate (2) is set on the side of the ship. The tail end of the curved outer plate (2) is flush with the outer surface of the stern sealing plate (1) of the ship at a large angle. The tail of the curved outer plate (2) is provided with a semi-circular steel protective strip (5). The semi-circular steel protective strip (5) is set on the outer surface of the stern sealing plate (1). The curved outer plate (2) is a multi-layer protective structure, including a rigid base plate (2.1), an intermediate buffer layer (2.2), a guide fin (2.3) and an outer protective layer arranged sequentially from the inside to the outside. The intermediate buffer layer (2.2) adopts a honeycomb aluminum buffer structure. The fins of the guide fin (2.3) are arc-shaped and extend outward to the stern. The guide fin (2.3) guides the water flow to form a vortex barrier. A laser rangefinder and a camera are installed on the stern plate (1). The data is transmitted through a PLC controller to a hydraulic adjustment device to monitor the distance between the ship and the shore in real time.

2. The stern protection device for ships according to claim 1, characterized in that: The contact surface between the curved outer plate (2) and the tail sealing plate (1) is provided with a single-sided deep penetration weld bevel for flush welding with the tail sealing plate (1).

3. The stern protection device for ships according to claim 1, characterized in that: The tail end of the curved outer plate (2) is hinged to the tail sealing plate (1) through the connector (3).

4. A ship stern protection device according to claim 3, characterized in that: The curved outer plate (2) is provided with a hydraulic drive mechanism (4) on its back. The side of the tail seal plate (1) is connected through the hydraulic drive mechanism (4). According to the structure of the wharf bank or the width of the sluice gate, the hydraulic system drives the curved outer plate (2) to adjust the tilt angle to ensure that the tail maintains a safe distance from the bank.

5. A ship stern protection device according to claim 1, characterized in that: The outer protective layer can be made of highly elastic polyurethane or a removable wear-resistant rubber sheet.

6. A ship stern protection device according to claim 1, characterized in that: The thickness of the outer protective layer is 10~15mm.

7. A ship stern protection device according to claim 1, characterized in that: The guide fin (2.3) is provided with multiple evenly distributed water guide holes (2.4), which are used for water guiding.

8. A ship stern protection device according to claim 1, characterized in that: The rigid substrate (2.1), intermediate buffer layer (2.2), flow guide fin (2.3) and outer protective layer are all independent detachable modules, allowing for partial replacement of damaged components.

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