Buffer device for ship recovery
By adjusting the hydraulic system of the support, buffer frame and cylinder, the flexible adaptation and efficient buffering of the ship's buffer device are realized, which solves the problems of poor adaptability and short life of the existing device, and improves the buffering effect and maintenance convenience.
Patent Information
- Application Number
- CN202520406248.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-10
- Publication Date
- 2026-02-17
- Estimated Expiration
- 2035-03-10
AI Technical Summary
Existing ship buffer devices have poor adaptability, inadequate buffering effect, short service life, high maintenance costs, and are difficult to adapt to the recycling needs of different ship types.
A buffer device consisting of supports, buffer frames, and hydraulic cylinders is adopted. The buffer frame is adjusted to fit the bow structure through a hydraulic system. The hydraulic cylinders and buffer valve group convert the ship's kinetic energy into hydraulic energy to achieve flexible buffering and angle adjustment, thus avoiding hard collisions.
It improves the adaptability and service life of the buffer device, enhances the buffering effect, simplifies the maintenance process, and reduces the complexity and cost of operation.
Smart Images
Figure CN223922109U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the technical field of ship buffer recovery, and in particular relates to a buffer device for ship recovery. Background Technology
[0002] Currently, at some docks and ports, vessels are typically stopped and recovered by using stop vehicles to cushion the impact at the bow. Traditional stop vehicles use cushioning devices made of flexible materials such as nylon mesh or rubber blocks. These flexible materials use elastic deformation to cushion, decelerate, and absorb vibrations from the hull. However, this often results in hull rebound, causing not only hull swaying but also repeated impacts from the hull to the stop vehicle, leading to poor cushioning effectiveness. Secondly, existing cushioning devices are generally fixed and adapted to specific vessel types. Different vessel types have different contact angles with the bow and hull, making it difficult to match the fixed installation angles of current cushioning devices. Even with detachable installations, different vessel types require removal and replacement with compatible devices, resulting in cumbersome procedures, heavy workload, and high costs. In addition, because flexible materials such as nylon and rubber are used as the buffer stop components, the materials themselves are greatly affected by factors such as sunlight and seawater in the usage environment. When stopping and recovering the hull, the hull has a large impact on the buffer device, and high-frequency use will significantly shorten its service life. Moreover, the maintenance, upkeep and replacement of traditional flexible materials such as nylon and rubber are labor-intensive, inconvenient to use and costly. Utility Model Content
[0003] This utility model provides a buffer device for ship recovery, which solves the problems of poor adaptability, poor buffering effect, short service life and difficulty in maintenance of the buffer devices currently used for stopping vehicles.
[0004] The purpose of this utility model and the technical problem it solves are achieved by the following technical solution.
[0005] This utility model provides a buffer device for ship recovery. The buffer device includes: a support located at the front end of an external device, a buffer frame movably connected to the support, and at least one hydraulic cylinder, as well as a buffer valve assembly located on the hydraulic cylinder. The bottom end of the hydraulic cylinder is connected to the support, and the other end is movably connected to the buffer frame. One end of the buffer valve assembly is connected to the hydraulic cylinder, and the other end is connected to an external hydraulic system. The hydraulic cylinder is located on the side away from the direction of the approaching ship. The buffer frame is located on the other side of the direction of the approaching ship, and the structural surface of the buffer frame is adapted to the structural surface of the bow of the ship being recovered.
[0006] As an optional implementation, the support is an L-shaped structure, with the legs of the L-shaped structure adjacent to the recovery vessel being movably connected to the bottom end of the buffer frame; and the legs away from the recovery vessel being movably connected to the bottom end of the hydraulic cylinder.
[0007] As an optional implementation, the buffer frame includes a buffer frame body and an elastic buffer layer wrapped around the buffer frame body; the buffer frame body has a rigid structural surface, the rigid structural surface is a V-shaped structural surface, and the axis of the V-shaped structural surface is consistent with the axis of the buffer frame; the elastic buffer layer is a rubber layer.
[0008] As an optional implementation, the rubber layer is located on the upper part of the buffer frame.
[0009] As an optional implementation, the hydraulic cylinder includes a cylinder body, a piston located inside the cylinder body, and a piston rod connected to the piston; the inner wall of the cylinder body slides and is sealed to the outer wall of the piston rod; one side of the piston rod forms a rod chamber with the inner wall of the cylinder body, and the other side of the piston forms a rodless chamber with the inner wall of the cylinder body; the rodless chamber and the rod chamber are respectively connected to a buffer valve assembly.
[0010] As an optional implementation, the buffer valve assembly includes a valve block body and a check valve, a hydraulically controlled check valve, a relief valve, a solenoid directional valve, a throttle valve, and a pressure test connector disposed on the valve block body. The external hydraulic system is connected to the rodless chamber and the rod chamber respectively via circuits of the hydraulically controlled check valves. A return port T of the solenoid directional valve is provided on the circuits between the rodless chamber and the rod chamber and the hydraulically controlled check valve. On the circuit between the rodless chamber and the hydraulically controlled check valve, a first relief valve and a second relief valve are connected in parallel between the hydraulically controlled check valve and the return port T of the solenoid directional valve. A throttle valve is provided on the side of the parallel branch of the first relief valve closer to the hydraulically controlled check valve, and a solenoid directional valve is provided on the other side closer to the return port T of the solenoid directional valve. A check valve and a pressure test connector are also provided between the parallel relief valve and the hydraulically controlled check valve. The flow direction of the check valve is from the solenoid directional valve to the hydraulically controlled check valve; the flow direction of the hydraulically controlled check valve is from the external hydraulic system to the cylinder.
[0011] As an optional implementation, the overflow orifice of the second overflow valve is preset to be smaller than the overflow orifice of the first overflow valve.
[0012] As an optional implementation, the hydraulic control check valve includes a first hydraulic control check valve and a second hydraulic control check valve; the first hydraulic control check valve is located between the external hydraulic system and the rod chamber; the second hydraulic control check valve is located between the external hydraulic system and the rodless chamber.
[0013] As an optional implementation, when there is only one hydraulic cylinder, the hydraulic cylinder is movably connected to the middle of the buffer frame.
[0014] As an optional implementation, when there are two or more hydraulic cylinders, the multiple hydraulic cylinders are arranged at intervals along the movable connection between the buffer frame and the support.
[0015] Compared with the prior art, this utility model has obvious advantages and beneficial effects. Based on the above technical solution, this utility model has at least one of the following advantages and effects:
[0016] I. The buffer device provided by this utility model includes: a support located at the front end of an external device, a buffer frame movably connected to the support, and at least one hydraulic cylinder, as well as a buffer valve assembly located on the hydraulic cylinder; the bottom end of the hydraulic cylinder is connected to the support, and the other end is movably connected to the buffer frame; one end of the buffer valve assembly is connected to the hydraulic cylinder, and the other end is connected to an external hydraulic system; wherein, the hydraulic cylinder is located on the side away from the direction of the approaching vessel; the buffer frame is located on the other side of the direction of the approaching vessel, and the structural surface of the buffer frame is adapted to the bow structural surface of the recovery vessel; the support is an L-shaped structure, and the legs of the L-shaped structure adjacent to the recovery vessel are movably connected to the bottom end of the buffer frame; the legs away from the recovery vessel are movably connected to the bottom end of the hydraulic cylinder; the buffer frame includes a buffer frame body and an elastic buffer layer wrapped around the buffer frame body; the buffer frame body is a rigid structural surface, the rigid structural surface is a V-shaped structural surface, and the axis of the V-shaped structural surface is consistent with the axis of the buffer frame; the elastic buffer layer is a rubber layer. When the external hydraulic system is running, this utility model enhances the buffering effect of the buffer device by setting up a buffer frame with a cylinder and a V-shaped structural surface to match the bow structure, and by adjusting the angle of the buffer frame structural surface to match the bow angle through the hydraulic system. This improves the service life and adaptability of the device, and makes it easier to use and maintain.
[0017] The above description is merely an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it in accordance with the contents of the specification, and to make the above-mentioned structure and other objects, features and advantages of this utility model more obvious and understandable, the following preferred embodiments are provided in conjunction with the accompanying drawings for detailed description. Attached Figure Description
[0018] Figure 1 This is a schematic diagram of the structure of this utility model embodiment during operation.
[0019] Figure 2 This is a schematic diagram of the buffer device of this utility model located at the front end of an external device.
[0020] Figure 3 This is a schematic diagram of the structure of the buffer device of this utility model from the side view.
[0021] Figure 4 This is a schematic diagram of the structure of the buffer frame in an embodiment of the present invention.
[0022] Figure 5 This is a schematic diagram of the structure of the hydraulic cylinder in an embodiment of the present invention.
[0023] Figure 6 This is a side view of the buffer valve assembly according to an embodiment of the present invention.
[0024] Figure 7 This is a schematic diagram of the buffer valve assembly from another side view in an embodiment of this utility model.
[0025] Figure 8 This is a schematic diagram of the structure of the buffer device according to an embodiment of the present invention, which is regulated by hydraulic pressure oil during operation.
[0026] Explanation of icon numbers:
[0027] 100: Buffer device 1: Buffer frame
[0028] 2: Support; 3: Hydraulic cylinder
[0029] 200: Ships; 300: Wheeled transport vehicles
[0030] 31a: First hydraulic cylinder; 32b: Second hydraulic cylinder
[0031] 31: Cylinder block; 311: Rodless chamber
[0032] 312: Rod chamber; 32: Piston
[0033] 3111: Rodless cavity orifice; 3121: Rod-type cavity orifice
[0034] 33: Piston rod 331: Piston rod rotating connection part
[0035] 34: Rodless cavity rotating connection part; 4: Buffer valve assembly
[0036] 40: Valve block body 41: Check valve
[0037] 411: First check valve; 412: Second check valve
[0038] 42: Pilot-operated check valve; 421: First pilot-operated check valve
[0039] 422: Second hydraulic check valve; 423: Third hydraulic check valve
[0040] 424: Fourth hydraulically controlled check valve; 43: First relief valve
[0041] 44: Second relief valve; 431: First relief valve of the first hydraulic cylinder.
[0042] 432: First relief valve of the second hydraulic cylinder; 441: Second relief valve of the first hydraulic cylinder
[0043] 442: Second hydraulic cylinder, second overflow valve; 45: Solenoid directional valve
[0044] 451: First solenoid directional valve; 452: Second solenoid directional valve
[0045] 46: Throttling valve 461: First throttle valve
[0046] 462: Second throttle valve; 47: Pressure test connector
[0047] 471: First pressure test connector 471: Second pressure test connector
[0048] 48: First screw plug 49: Second screw plug
[0049] T: Solenoid directional valve return port; A: Hydraulic system first oil circuit
[0050] B: Second oil circuit of hydraulic system Detailed Implementation
[0051] To further illustrate the technical means and effects adopted by this utility model in order to achieve the intended purpose of the invention, the following detailed description of the specific implementation methods, structures, features and effects of this utility model, in conjunction with the accompanying drawings and preferred embodiments, is provided below.
[0052] This utility model provides a buffer device for ship recovery, such as... Figures 1 to 8 As shown, the buffer device 100 includes a buffer hydraulic cylinder and a V-shaped bracket, which is supported by the buffer hydraulic cylinder. A rubber layer for cushioning is provided on the V-shaped bracket. The buffer device 100 is mounted on the underframe at the bow of the wheeled transport vehicle 300. The V-shaped bracket is adaptable to the bow of the vessel 200, and a buffer rubber layer structure is connected to the adapted V-shaped bracket. The wheeled transport vehicle 200 is an external device. A buffer hydraulic cylinder is connected to the bottom of the wheeled transport vehicle. When the vessel enters at a certain speed, the buffer device 100 is adapted to the V-shaped bow structure of the vessel (e.g., the structure of the buffer frame 1 is basically parallel to the bow structure of the recovering vessel). After the vessel's bottom collides with the rubber fender, the buffer hydraulic cylinders on both sides of the buffer mechanism convert the vessel's kinetic energy into hydraulic energy and dissipate it as heat through damping. During the impact of the hull until the hull stops, the buffer frame 1 swings and compresses the hydraulic cylinder. During the above process, the buffer frame 1 hardly undergoes any elastic deformation. The hydraulic cylinder utilizes the incompressibility of hydraulic oil and its resistance generated when flowing in narrow channels to move the piston 32 within the hydraulic cylinder, ensuring reliable buffering and stopping of the vessel without rebound. Hydraulic oil passes through a small orifice on the throttle valve 16, creating resistance and thus slowing the vessel's speed, achieving the vessel's stopping and buffering function. This is used for deceleration and buffering when a vessel is being retrieved from the dock. The buffer device 100 of this invention provides damping protection in the forward direction during safe deployment and retrieval of the vessel, effectively stopping the vessel when it is moving at a certain relative speed.
[0053] In embodiments of this utility model, such as Figure 1 As shown, when a ship approaches the buffer device while fully submerged in water, it is prone to severe weather conditions, such as extreme wind and rain. The hull often experiences significant rolling due to water ripples. When the ship comes to a stop and is retracted relative to the buffer device, the complex operating environment can easily lead to adverse conditions (such as over-buffering stopping). This invention employs a structure combining a hydraulic cylinder and a buffer frame. Figure 2 and Figure 3 As shown, the buffer device 100 includes: a buffer frame 1, a support 2, a hydraulic cylinder 3, and a buffer valve assembly 4; the support 2 is fixed to the underframe of the wheeled transport vehicle, and the support 2 is flexibly connected to the buffer frame 1 and the hydraulic cylinder 3 respectively. The buffer valve assembly 4 is disposed on the outer wall of the inward side of the hydraulic cylinder 3 (in... Figure 3 The buffer valve assembly 4 is blocked by the hydraulic cylinder 3. Figure 3 (Not shown in the diagram), the buffer valve assembly 4, in conjunction with the hydraulic system, converts the kinetic energy of the stopped ship into the internal energy of the buffer hydraulic oil within the hydraulic system. The buffer frame 1, as a damping load-bearing mechanism, first directly contacts the bow of the ship, then the hull. The buffer frame 1 is equipped with buffer rubber to prevent it from scratching the hull's bottom structure. The hydraulic cylinder 3 is a buffer hydraulic cylinder, which acts as a damping load absorption mechanism. This damping load absorption mechanism, together with the buffer hydraulic oil control circuit, forms a damping circuit. This circuit can stop the ship, converting its kinetic energy into the internal energy of the hydraulic system. Furthermore, the buffer hydraulic cylinder can control the raising and lowering of the buffer frame 1 to adapt to different ship types during deployment and retraction.
[0054] In embodiments of this utility model, such as Figure 3 As shown, support 2 has an L-shaped structure. The legs of the L-shaped structure adjacent to the recovery vessel are movably connected to the bottom end of the buffer frame 1; the legs away from the recovery vessel are movably connected to the bottom end of the hydraulic cylinder 3. One of the outer surfaces of the L-shaped support of support 2 is fixed to a vertical structural surface on the underframe of the wheeled transport vehicle by bolts or welding. The connecting ends of the two support structures of the L-shaped support of support 2 are movably connected to the buffer frame 1 and the hydraulic cylinder 3, respectively, by rotation. As an optional embodiment, the connecting ends of the two support structures of the L-shaped support of support 2 are movably connected to the buffer frame 1 and the hydraulic cylinder 3, respectively, by hinges.
[0055] In embodiments of this utility model, such as Figure 4As shown, the buffer frame 1 includes a buffer frame body and an elastic buffer layer, which wraps around the surface of the buffer frame body structure. The buffer frame body structure is made of steel and has a V-shaped structural surface, which can be an arc surface. The axis of the V-shaped structural surface is aligned with the axis of the buffer frame 1 to better fit the bow structure of the recoverable vessel 200. The elastic buffer layer is a rubber layer that wraps around the surface of the V-shaped buffer frame body. During the process of the buffer frame 1 stopping the vessel, it can prevent the steel structure of the buffer frame 1 from directly contacting the bottom of the hull and damaging it. As an optional implementation, the rubber layer is located on the upper part of the buffer frame 1 to adapt to the bow structure of the vessel 200 on the contact surface and avoid hard collisions.
[0056] In embodiments of this utility model, such as Figure 5 As shown, the hydraulic cylinder 3 includes a cylinder body 31, a piston 32, and a piston rod 33. The cylinder body 31 has a cavity for accommodating the piston 32 and a portion of the piston rod 33. The piston 32 is placed inside the cylinder body 31, sealing and isolating the cylinder body 31 into a rodless cavity 311 and a rod cavity 312. The piston 32 is located on the top surface of the piston rod 33 and is fixedly connected to the top of the piston rod 33. The inner wall of the cylinder body 31 and the outer wall of the piston rod 33 are slidably and sealingly connected. On one side of the piston rod 33, the piston 32, the inner wall of the cylinder body 31, and the piston rod 33 form the rod cavity 312. On the other side of the piston 32, the piston 32, and the inner wall of the cylinder body 31 form the rodless cavity 311. The rodless cavity 311 has a rodless cavity hole 3111, which communicates with the buffer valve assembly 4. The rod cavity 312 has a rod cavity hole 3121, which communicates with the buffer valve assembly 4. The buffer hydraulic oil, as the damping load absorption medium, is squeezed by the oil cylinder 3, passes through the buffer valve group 4, and then through the hydraulic damping circuit to convert the kinetic energy of the ship during the arresting process into the internal energy of the buffer hydraulic oil in the hydraulic system.
[0057] The specific working principle of the buffer device of this utility model is as follows: When the ship approaches the buffer device 100, the buffer frame 1 of the buffer device 100 is set at the angle of the ship's bow and aligned with the bow. When the ship impacts the buffer frame 1, the buffer frame 1 pushes the piston rod 33 and piston 32 of the oil cylinder 3, causing the piston 32 to move into the rodless chamber 311 of the oil cylinder 3 under the kinetic energy of the buffer hydraulic oil. Then, the piston rod 33 and piston 32 in the rod chamber 312 compress the buffer hydraulic oil in the rodless chamber 311. The discharged buffer hydraulic oil flows through the damping orifice of the throttle valve 46 in the hydraulic buffer valve group 4 (see buffer valve group 4 below). This damping orifice has a narrow cross section. When the buffer hydraulic oil passes through the narrow cross section of the damping orifice, the flow of hydraulic oil is obstructed, generating hydraulic resistance. This hydraulic resistance is opposite to the direction of movement of the piston 32, so that the hydraulic resistance forms a damping force that blocks the piston 32. During the flow of the buffer hydraulic oil, its kinetic energy is converted into heat and potential energy through viscous friction with the inner wall of the rodless cavity 311, the piston 32, and the damping orifice. Due to the significant temperature difference between the buffer hydraulic oil and the external environment, some heat is directly dissipated to the external environment, while the rest returns to the oil tank with the buffer hydraulic oil and mixes with the cooler buffer hydraulic oil for cooling. The buffer hydraulic oil used in this invention is grade L-HV46, with a viscosity grade of 46 at 40℃. Since the hydraulic system connected to the buffer device 100 shares the oil source in the tank with external devices such as wheeled transport vehicles, considering the application scenarios of the hydraulic oil, the oil source from the wheeled transport vehicle's tank is used as the damping hydraulic oil in the hydraulic system connected to the buffer device 100. A higher viscosity hydraulic oil is not selected, thus sharing the tank structure and hydraulic oil, avoiding additional costs, and making the maintenance and upkeep of the hydraulic system more convenient.
[0058] In embodiments of this invention, the buffer valve assembly 4 can share an oil source with other valve assemblies in the wheeled transport vehicle. For example... Figure 6 and Figure 7 As shown, the buffer valve group 4 mainly consists of a valve block body 40 and a one-way valve 41, a hydraulic one-way valve 42, a first overflow valve 43, a second overflow valve 44, a solenoid directional valve 45, a throttle valve 46, a pressure testing connector 47, a first screw plug 48, and a second screw plug 49, all mounted on the valve block body 40.
[0059] In one embodiment of this utility model, when there is only one hydraulic cylinder 3, the single hydraulic cylinder 3 is movably connected to the middle of the buffer frame 1. Along the length of the L-shaped support 2, the single hydraulic cylinder 3 is located at the middle position of the L-shaped support 2, with one end movably connected to the L-shaped support 2 and the other end movably connected to the middle position of the buffer frame 1's structural surface. This movable connection can be a rotational connection between a pin and a movable connecting hole, or it can be a movable connection via a hinge structure. The external hydraulic system is connected to the rodless chamber 311 and the rod chamber 312 respectively through the circuit of the hydraulically controlled check valve 42; an electromagnetic directional valve return port T is provided on the circuit between the rodless chamber 311 and the rod chamber 312 and the hydraulically controlled check valve 42 respectively; on the circuit between the rodless chamber 311 and the hydraulically controlled check valve 42, a first relief valve 43 and a second relief valve 44 are connected in parallel between the hydraulically controlled check valve 42 and the return port T of the electromagnetic directional valve. The preset overflow orifice of the second relief valve 44 is smaller than the preset overflow orifice of the first relief valve 43, so that the preset overflow pressure of the second relief valve 44 is greater than the preset overflow pressure of the first relief valve 43. A throttle valve 46 is provided on the side of the parallel branch of the first relief valve 43 near the hydraulically controlled check valve 42, and a solenoid directional valve 45 is provided on the other side near the return port T of the solenoid directional valve. A check valve 41 and a pressure testing connector 47 are also provided between the parallel relief valve and the hydraulically controlled check valve 42. The flow direction of the check valve 41 is from the solenoid directional valve 45 to the hydraulically controlled check valve 42; the flow direction of the hydraulically controlled check valve 42 is from the external hydraulic system to the cylinder 3. The hydraulically controlled check valve 42 includes a first hydraulically controlled check valve 421 and a second hydraulically controlled check valve 422. The first hydraulically controlled check valve 421 is located between the external hydraulic system and the rod chamber 312; the second hydraulically controlled check valve 422 is located between the external hydraulic system and the rodless chamber 311.
[0060] In one embodiment of the present invention, and in another embodiment of the present invention, such as Figure 2 , Figure 4 and Figure 8As shown, when there are two hydraulic cylinders 3, the two hydraulic cylinders 3 are respectively arranged at intervals along the movable connection between the buffer frame 1 and the support 2. Specifically, the rodless chamber rotation connection part 34 of the two hydraulic cylinders 3 is movably connected to the support 2 on both sides; the piston rod rotation connection part 331 of the two hydraulic cylinders 3 is movably connected to the buffer frame 1 at the rear edge on both sides. The hydraulic control check valve 42 includes a first hydraulic control check valve 421 and a second hydraulic control check valve 422 provided on the first hydraulic cylinder 31a, and a third hydraulic control check valve 423 and a fourth hydraulic control check valve 424 provided on the second hydraulic cylinder 32b. The first hydraulic control check valve 421 is provided between the external hydraulic system and the rod chamber 312 on the first hydraulic cylinder 31a; the second hydraulic control check valve 422 is provided between the external hydraulic system and the rodless chamber 311. The third hydraulically controlled check valve 423 is located between the external hydraulic system and the rod chamber 312 on the second cylinder 31b; the fourth hydraulically controlled check valve 424 is located between the external hydraulic system and the rodless chamber 311. The check valve 41 includes a first check valve 411 located on the second hydraulically controlled check valve 422, and a second check valve 412 located on the fourth hydraulically controlled check valve 424, such as... Figure 8 As shown, the first relief valve 43 includes a first relief valve 431 and a second relief valve 441 of the first cylinder, located on the return oil branch of the first check valve 411 on the first cylinder 31a. The solenoid directional valve 45 includes a first solenoid directional valve 451 of the first cylinder 31a and a second solenoid directional valve 452 of the second cylinder 31b. The pressure test connector 47 includes a first pressure test connector 471 of the first cylinder 31a and a second pressure test connector 472 of the second cylinder 31b.
[0061] In embodiments of this utility model, such as Figures 6 to 8 The buffer pressure process of the buffer valve assembly 4 shown is as follows: When the cylinder is in the non-buffered state, the buffer pressure oil in the rodless chamber 311 and the rod chamber 312 of the cylinder 3 is blocked in the hydraulic circuit by the hydraulically controlled check valve 42 and the check valve 41, ensuring that the extension amount of the piston rod 33 in the rod chamber 312 of the cylinder 3 is locked in the non-buffered state. The above locking can be achieved by inputting pressurized oil into the cylinder 3 from the external hydraulic system to lock the extension amount of its piston rod 33. When the angle of the bow / bottom of the recovered vessel is large, the buffer frame 1 needs to be lifted by an external hydraulic system so that the bottom of the V-shaped structure of the buffer frame 1 in the buffer device 100 is basically parallel to the front face of the bow. Pressure oil is supplied through the first oil circuit A of the external hydraulic system. The pressure oil flows into the rodless chamber 311 of the cylinder 3 through the first hydraulic control check valve 421 and the third hydraulic control check valve 423. The pressure oil in the rodless chamber 311 causes the rod chamber 312 of the cylinder 3 to extend. At the same time, the hydraulic oil in the rod chamber 312 of the cylinder 3 returns to the second oil circuit B of the hydraulic system through the opened second hydraulic control check valve 422 and the fourth hydraulic control check valve 424.
[0062] In this utility model, when the angle of the bow / bottom of the recovered vessel is small, the buffer frame 1 needs to be lowered by an external hydraulic system so that the bottom of the V-shaped structure of the buffer frame 1 in the buffer device 100 is basically parallel to the front end face of the bow. The second oil circuit B of the hydraulic system is filled with pressure oil. The pressure oil flows into the rod chamber 312 of the cylinder 3 through the second hydraulic control check valve 422 and the fourth hydraulic control check valve 424. The pressure oil in the rod chamber 312 causes the rod chamber 312 of the cylinder 3 to retract. At the same time, the hydraulic oil in the rod chamber 312 of the cylinder 3 returns to the first oil circuit A of the hydraulic system through the opened first hydraulic control check valve 421 and the third hydraulic control check valve 423.
[0063] In this utility model, during ship recovery operations, after the ship impacts the buffer frame 1, the hydraulic cylinder 3 enters a non-rebound, non-buffered state. This causes the piston rod of the buffer frame 1 to rotate and connect the piston rod 33 and piston 32 in the hydraulic cylinder 3, causing the piston 32 in the rod chamber 312 to move towards the rodless chamber 311 in the hydraulic cylinder 3 under the kinetic energy of the pressurized oil. The hydraulic pressure of the pressurized oil on the piston 32 further compresses the hydraulic oil in the rodless chamber 311. A portion of the hydraulic oil discharged from the rodless chamber 311 through the rodless chamber orifice 3111 flows back to the oil tank through the first throttle valve 461, the second throttle valve 462, the first overflow valve 43, and the solenoid directional valve 45 via the return port T. Another portion of the hydraulic oil is replenished to the rod chamber 312 in the hydraulic cylinder 3 through the check valve 41. Because the hydraulic oil passes through the narrow cross-section of the damping orifice in the throttle valve 16, the flow rate of the hydraulic oil within the narrow cross-section is obstructed, generating greater hydraulic resistance. This hydraulic resistance is opposite to the direction of piston 32's movement, thus forming the damping force of the pressurized oil. For vessels of different sizes, the opening degree of the damping orifice in the throttle valve 16 (the ratio of the damping orifice opening size to the maximum opening size) only needs to be adjusted through the external hydraulic system. When recovering a large vessel, the opening of the damping orifice in the throttle valve 16 can be reduced by adjusting the external hydraulic system to increase the damping force of the pressurized oil and mitigate the impact of the large vessel. When the cylinder 3 is performing buffering operations, and when recovering a small vessel, the opening of the damping orifice in the throttle valve 16 can be increased by adjusting the external hydraulic system to reduce the damping force of the pressurized oil, so that the adjusted buffer frame 1 can also withstand the impact of the small vessel.
[0064] In this utility model, such as Figure 7As shown, in cylinder 3, the rodless chamber 311's rodless cavity hole 3111 is connected to and sealed with the hydraulic lines of the external hydraulic system through the first screw plug 48, and the rod chamber 3122's rod cavity hole 3121 is connected to and sealed with the hydraulic lines of the external hydraulic system through the first screw plug 49. A first cylinder 31a and a second cylinder 32b are respectively provided on both sides of the buffer frame 1 to drive the buffer frame 1. The first cylinder 31a is connected to a first throttle valve 461, a first overflow valve 431, a first overflow valve 441, a first solenoid directional valve 451, and a first pressure test connector 171. Similarly, the second cylinder 32b is connected to a second throttle valve 462, a first overflow valve 441, a second overflow valve 442, a second solenoid directional valve 452, and a second pressure test connector 172. The rodless chamber 311 of the hydraulic cylinder 3 is further provided with a rodless chamber rotating connection part 34. The hydraulic cylinder 3 is movably connected to the buffer frame 1 and the support 2 through the piston rod rotating connection part 331 and the rodless chamber rotating connection part 34, respectively. The above-mentioned movable connection can be a rotating connection or a hinge connection. In this utility model, the first overflow valve 431 of the first hydraulic cylinder is used to set the buffer pressure of the pressure oil in the first hydraulic cylinder 31a. The pressure of the pressure oil in the second overflow valve 441 of the first hydraulic cylinder is slightly higher than the pressure of the pressure oil in the first overflow valve 431 of the first hydraulic cylinder, in order to ensure the safety of the first hydraulic cylinder 31a when subjected to a large impact during the buffering process. Similarly, the pressure of the pressure oil in the second overflow valve 442 of the second hydraulic cylinder is slightly higher than the pressure of the pressure oil in the first overflow valve 432 of the second hydraulic cylinder, in order to ensure the safety of the second hydraulic cylinder 31b when subjected to a large impact during the buffering process.
[0065] In this invention, after the vessel moves away from its buffer frame 1, the buffer device 100 only needs to adjust the opening of the damping orifice in the throttle valve 16 to the maximum through the external hydraulic system, and then adjust the pressure of the pressure oil at the first pressure measuring joint 471 and the second pressure measuring joint 472 at the pressure measuring joint 47 through the hydraulic system to reduce the damping force of the pressure oil, and cause the buffer cylinder 3 after buffering to drive the buffer frame 1 to reset to the state before buffering, so that the departing vessel can be re-stopped.
[0066] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although this application has disclosed preferred embodiments as above, it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this application. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.
Claims
1. A buffer device for ship recovery, characterized in that, include: A support (2) located at the front end of an external device, a buffer frame (1) movably connected to the support (2), and at least one hydraulic cylinder (3), and a buffer valve assembly (4) located on the hydraulic cylinder (3); The bottom end of the cylinder (3) is connected to the support (2), and the other end is movably connected to the buffer frame (1); One end of the buffer valve assembly (4) is connected to the oil cylinder (3), and the other end is connected to the external hydraulic system; Among them, the oil cylinder (3) is located on the side away from the direction of the incoming ship; the buffer frame (1) is located on the other side of the direction of the incoming ship, and the structural surface of the buffer frame (1) is adapted to the structural surface of the bow of the recovery vessel.
2. The buffer device according to claim 1, characterized in that, The support (2) is an L-shaped structure, and the L-shaped structure is movably connected to the bottom end of the buffer frame (1) adjacent to the support leg of the recovery vessel. The outriggers, which are far from the recovery vessel, are movably connected to the bottom of the oil cylinder (3).
3. The buffer device according to claim 1, characterized in that, The buffer frame (1) includes a buffer frame body and an elastic buffer layer wrapped around the buffer frame body; The main body of the buffer frame is a rigid structure surface, which is V-shaped. The axis of the V-shaped structure surface is consistent with the axis of the buffer frame (1). The elastic buffer layer is a rubber layer.
4. The buffer device according to claim 1, characterized in that, The rubber layer is located on the upper part of the buffer frame (1).
5. The buffer device according to claim 1, characterized in that, The hydraulic cylinder (3) includes a cylinder body (31), a piston (32) located inside the cylinder body (31), and a piston rod (33) connected to the piston (32); The inner wall of the cylinder (31) slides and is sealed to the outer wall of the piston rod (33); The piston (32) forms a rod chamber (312) with the inner wall of the cylinder (31) on one side of the piston rod (33), and a rodless chamber (311) with the inner wall of the cylinder (31) on the other side of the piston (32). The rodless chamber (311) and the rod chamber (312) are respectively connected to the buffer valve assembly (4).
6. The buffer device according to claim 5, characterized in that, The buffer valve assembly (4) includes a valve block body (40) and a check valve (41), a hydraulic check valve (42), an overflow valve, a solenoid directional valve (45), a throttle valve (46), and a pressure test connector (47) disposed on the valve block body (40); The external hydraulic system is connected to the rodless chamber (311) and the rod chamber (312) respectively through the circuit of the hydraulic control check valve (42); an electromagnetic directional valve return port (T) is provided on the circuit between the rodless chamber (311) and the rod chamber (312) and the hydraulic control check valve (42) respectively; In the circuit between the rodless chamber (311) and the hydraulic check valve (42), a first relief valve (43) and a second relief valve (44) are connected in parallel between the hydraulic check valve (42) and the return port (T) of the solenoid directional valve. A throttle valve (46) is provided on the side of the parallel branch of the first relief valve (43) near the hydraulic check valve (42), and a solenoid directional valve (45) is provided on the other side near the return port (T) of the solenoid directional valve. A check valve (41) and a pressure testing connector (47) are respectively provided between the parallel overflow valve and the hydraulic control check valve (42); Among them, the flow direction of the check valve (41) is from the solenoid directional valve (45) to the hydraulic check valve (42); the flow direction of the hydraulic check valve (42) is from the external hydraulic system to the cylinder (3).
7. The buffer device according to claim 6, characterized in that, The overflow orifice of the second overflow valve (44) is smaller than the overflow orifice of the first overflow valve (43).
8. The buffer device according to claim 6, characterized in that, The hydraulic control check valve (42) includes a first hydraulic control check valve (421) and a second hydraulic control check valve (422); the first hydraulic control check valve (421) is located between the external hydraulic system and the rod chamber (312); the second hydraulic control check valve (422) is located between the external hydraulic system and the rodless chamber (311).
9. The buffer device according to claim 1, characterized in that, When there is only one oil cylinder (3), the oil cylinder (3) is movably connected to the middle of the buffer frame (1).
10. The buffer device according to claim 1, characterized in that, When there are two or more oil cylinders (3), the multiple oil cylinders (3) are arranged at intervals along the movable connection between the buffer frame (1) and the support (2).