Compensation type butt joint structure of marine embarkation gangway ladder

Abstract

The compensation type butt joint structure comprises a multi-angle compensation mechanism and a hoop, the hoop comprises a clamping seat, two clamping jaws and a driver, the two clamping jaws are hinged to the two sides of the clamping seat respectively, the driver is installed on the clamping seat, and a transmission part of the driver is connected with the two clamping jaws respectively; the multi-angle compensation mechanism comprises a connector assembly, the connector assembly comprises a hinge rod, a front end plate and a rear end plate, the two ends of the hinge rod are connected with the front end plate and the rear end plate in a horizontal hinge mode and a vertical hinge mode respectively, the front end plate is connected with the clamping base, and the rear end plate is used for being connected with a gallery bridge of the marine embarkation gangway ladder. Longitudinal displacement and swing to a certain degree can be achieved, jolt caused by wave fluctuation can be passively compensated, and the stability of the boarding gangway ladder on the sea is guaranteed. The horizontal opening and closing type structure of the hoop is combined with passive compensation of the clamping jaw to adapt to different tower columns, and the safety of workers and equipment is protected to a great extent.

Description

TECHNICAL FIELD

[0001] The utility model relates to offshore operation equipment field especially relates to a compensating type butt joint structure of offshore boarding gangway. BACKGROUND

[0002] In the wind power operation, a boarding gallery is needed to be connected between the ship and the wind tower for personnel walking and operation, and the offshore boarding gangway is an important matching equipment connecting the ship and the offshore platform. Due to the uncertainty of the marine environment, the ship will have irregular motion such as roll, pitch and heave under the action of wind and wave, and the offshore boarding gangway will move together, which seriously affects the safety of personnel walking and operation. In the prior art, the offshore boarding gangway is usually directly abutted on the platform by the front end of the gallery or is connected on the platform by the buckles, and then the heave, roll and pitch are compensated by active or passive methods. The abutting mode is simple in structure but inconvenient to fix, which brings great safety hazards to the operators and equipment. SUMMARY

[0003] To solve the technical problems existing in the prior art, the purpose of the utility model is to provide a compensating type butt joint structure of offshore boarding gangway, which can efficiently butt joint the gallery of offshore gangway and compensate the swing of the gallery caused by the wave.

[0004] The purpose of the utility model is achieved by the following technical solutions:

[0005] A compensating type butt joint structure of offshore boarding gangway, comprising a multi-angle compensation mechanism and a clamp, the clamp comprising a clamping seat, two clamping jaws and a driver, the two clamping jaws being respectively hinged on both sides of the clamping seat, the driver being installed on the clamping seat, and the transmission components of the driver being respectively connected with the two clamping jaws; the multi-angle compensation mechanism comprising a joint assembly, which comprises a hinged rod, a front end plate and a rear end plate, the two ends of the hinged rod being connected with the front end plate and the rear end plate through horizontal hinging and vertical hinging respectively, the front end plate being connected with the clamping seat, and the rear end plate being used for connecting the gallery of the offshore boarding gangway.

[0006] Specifically, the clamping jaw comprises a second spring group, a hinged piece, a connecting piece and a clamping jaw body, the two ends of the second spring group being respectively connected with the hinged piece and the connecting piece, the connecting piece being fixedly connected with the transmission component of the driver, the hinged piece being actively hinged with the clamping jaw body, and the clamping jaw body being passively hinged with the clamping seat. The clamping jaw has a passive compensation structure, so that it can automatically adjust within a certain range without manual intervention.

[0007] Specifically, the second spring group is two springs arranged symmetrically. The second spring group is symmetrically stressed.

[0008] Further, the hinge is connected with the clamping jaw body through a rotating shaft, and the clamping jaw body is connected with the clamping seat through another rotating shaft.

[0009] Further, the joint assembly further comprises a first spring group which is symmetrically and coaxially arranged at the outer periphery of the hinge rod and connects the front end plate and the rear end plate.

[0010] Specifically, the first spring group is four springs which are arranged around the periphery of the hinge rod in up, down, left and right directions respectively.

[0011] Specifically, the driver is a telescopic cylinder, and a piston rod of the telescopic cylinder is a transmission component of the driver.

[0012] Further, the multi-angle compensation mechanism further comprises an adjusting assembly which comprises an adjusting rod, a shaft sleeve, two adjusting springs and two side springs, the shaft sleeve is used for being fixed on the gallery bridge, the shaft sleeve sleeves the adjusting rod, the adjusting rod is movable in and out of the shaft sleeve, one end of the adjusting rod is fixedly connected with the rear end plate, the other end of the adjusting rod is connected with the two side springs, and the two adjusting springs are respectively sleeved on two ends of the adjusting rod and abut against two ends of the shaft sleeve.

[0013] Specifically, the two side springs are symmetrically arranged horizontally, and the two side springs are arranged perpendicularly to the adjusting rod.

[0014] Specifically, the front end plate is integrally formed with or fixedly connected with the clamping seat.

[0015] Compared with the prior art, the offshore boarding gangway can realize longitudinal displacement and swinging to a certain extent, can passively compensate the bumping caused by sea wave fluctuation, and ensure the stability of the offshore boarding gangway. The offshore boarding gangway can be quickly positioned and has high safety and reliability. The horizontal opening structure of the clamp hoop and the passive compensation of the clamping jaw can adapt to different tower columns and have high universality. The relative position accuracy requirement of the offshore boarding gangway to the tower column is low during docking, the docking efficiency is high, and the docking difficulty is low, so that the docking and fixing actions can be completed with high efficiency and low accuracy requirement. The safety of the staff and equipment is greatly protected, and the offshore boarding gangway has high practical value. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 Fig. 1 is a structural schematic view of the offshore boarding gangway of the embodiment.

[0017] Figure 2 Fig. 4 is a structural schematic view of the offshore boarding gangway after the upper plate surface of the telescopic ladder stand is removed.

[0018] Figure 3 Fig. 6 is a structural schematic view of the compensation type docking structure connecting the gallery bridge of the embodiment.

[0019] Figure 4 for Figure 3 A magnified view of part A.

[0020] Figure 5 This is a schematic diagram of the disassembly structure of the multi-angle compensation mechanism.

[0021] Figure 6 This is a schematic diagram showing the orientation of the boarding gangway at sea and its XYZ axis indication.

[0022] In the diagram: 10-Control platform; 20-Corridor bridge; 214-Fixed end; 234-Suspended end; 30-Multi-angle compensation mechanism; 371-Hinge rod; 372-Front end plate; 373-Rear end plate; 374-First spring group; 395-Adjusting rod; 396-Busset; 397-Adjusting spring; 398-Side spring; 40-Clamping clamp; 42-Clamping seat; 44-Clamping claw; 441-Second spring group; 443-Hinge; 445-Connector; 447-Clamping claw body; 46-Driver; 460-Piston rod. Detailed Implementation

[0023] To facilitate understanding of this utility model, the technical solutions and advantages of the utility model will be further described in detail below with reference to the accompanying drawings and embodiments. Any mechanisms or methods not elaborated in this utility model can be referred to in the prior art. The specific structures and features of this utility model are illustrated below by way of example and should not constitute any limitation on this utility model. Furthermore, any technical feature mentioned below (including implicit or disclosed features), as well as any technical feature directly shown or implied in the figures, can be arbitrarily combined or deleted among these technical features to form more other embodiments that may not be directly or indirectly mentioned in this utility model. The accompanying drawings show preferred embodiments of this utility model. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the disclosure of this utility model.

[0024] like Figures 1-6 As shown, the maritime boarding gangway of this embodiment includes a control platform 10, a gate bridge 20, and a compensating docking structure. The compensating docking structure consists of a multi-angle compensation mechanism 30 and a clamp 40. The control platform 10 is generally placed on the deck of the ship. The control platform 10 is movably connected to the fixed section 21 of the gate bridge 20, allowing the gate bridge 20 to rotate horizontally and pitch based on the control platform 10. The extension section 23 of the gate bridge 20 is connected to the clamp 40 through the multi-angle compensation mechanism 30, and the clamp 40 can clamp the wind turbine tower.

[0025] Specifically, the control platform 10 comprises a rotating base, a boarding ladder, a rotating compensation mechanism and a pitching compensation mechanism, wherein the rotating base is generally fixedly arranged on a deck of a ship. The rotating compensation mechanism is arranged in the rotating base, and the boarding ladder is arranged on the rotating base and horizontally rotates through the rotating compensation mechanism.

[0026] One end of the gallery bridge 20 is a fixed end 214, and the other end is a suspended end 234. The fixed end 214 of the gallery bridge 20 is hinged to the boarding ladder, and the suspended end 234 is connected to the compensation docking structure. The pitching compensation mechanism of the control platform 10 is connected to the gallery bridge 20 and the boarding ladder, respectively, to realize pitching motion compensation. In the preferred embodiment, the pitching compensation mechanism comprises two hydraulic cylinders. The bodies of the hydraulic cylinders are arranged on the boarding ladder, and the piston rods of the hydraulic cylinders are respectively connected to the gallery bridge 20 in a supporting manner on both sides of the axial direction of the gallery bridge 20, so that the lifting or lowering of the gallery bridge can be adjusted by controlling the hydraulic cylinders. In addition to driving the adjustment of the pitching action angle of the gallery bridge 20, the hydraulic cylinders have specific.

[0027] The multi-angle compensation mechanism 30 comprises a joint assembly and an adjusting assembly. One end of the joint assembly is connected to the clamp 40, the other end of the joint assembly is connected to one end of the adjusting assembly, and the other end of the adjusting assembly is connected to the suspended end 234 of the extended section 23 of the gallery bridge 20.

[0028] Specifically, the joint assembly comprises a hinged rod 371, a front end plate 372, a rear end plate 373 and a first spring set 374. One end of the hinged rod 371 is vertically hinged to the front end plate 372, so that the hinged rod 371 can pitch around the connection; the other end of the hinged rod 371 is horizontally hinged to the rear end plate 373, so that the hinged rod 371 can horizontally rotate around the connection. The first spring set 374 comprises four springs, which are respectively arranged around the hinged rod 371 in up-down and left-right directions, and the two ends of the first spring set 374 are respectively connected to the front end plate 372 and the rear end plate 373 to elastically adjust the rotation of the hinged rod 371. That is, when the hinged rod 371 pitches around the connection with the front end plate 372, the first spring set 374 is divided into upper and lower parts, and the upper two springs and the lower two springs are not subjected to the same force, so as to elastically compensate the pitching of the joint assembly; when the hinged rod 371 horizontally rotates around the connection with the rear end plate 373, the first spring set 374 is divided into left and right parts, and the left two springs and the right two springs are not subjected to the same force, so as to elastically compensate the horizontal rotation of the joint assembly.

[0029] In the embodiment, the front end plate 372 is integrally formed with the clamping seat 42 of the hoop 40. In other embodiments, the front end plate 372 can be fixedly connected with the clamping seat 42 of the hoop 40, or the hinged rod 371 is directly connected with the clamping seat 42 of the hoop 40, and only the first spring set 374 is connected with the front end plate 372. In other embodiments, the connection modes of the hinged rod 371 and the front end plate 372 and the rear end plate 373 can be interchanged. The principle is still within the concept of the utility model.

[0030] The adjusting assembly comprises an adjusting rod 395, a shaft sleeve 396, two adjusting springs 397 and two side springs 398. The adjusting rod 395 is a light rod, and the two ends thereof are a fixed end and a movable end respectively. The fixed end is fixedly connected with the rear end plate 373, so that the front end plate 372, the hinged rod 371, the rear end plate 373 and the adjusting rod 395 are sequentially connected in series. The shaft sleeve 396 is sleeved with the adjusting rod 395, so that the adjusting rod 395 can be movably in and out of the shaft sleeve 396. The corridor bridge 20 is provided with a containing cavity for containing the adjusting assembly at the overhanging end 234. The shaft sleeve 396 is embeddedly connected with the end face of the overhanging end 234 and is fixed. The movable end of the adjusting rod 395 extends to the containing cavity of the corridor bridge 20, and the containing cavity reserves sufficient space for the movable end of the adjusting rod 395 to move. The two adjusting springs 397 are respectively sleeved at the two ends of the adjusting rod 395 and are elastically abutted against the two ends of the shaft sleeve 396. The two side springs 398 are respectively arranged at the corresponding two sides of the movable end of the adjusting rod 395. One end of the side spring 398 is connected with the movable end of the adjusting rod 395, and the other end of the side spring 398 is fixedly connected with the corridor bridge 20, so as to ensure that the side spring 398 is horizontally stretched and arranged perpendicularly to the adjusting rod 395. When the corridor bridge 20 and the hoop 40 are displaced forward and backward (close or away), the joint assembly is extruded or stretched by force in the axial direction of the adjusting rod 395. The joint assembly transmits the force through the rear end plate 373, extrudes or stretches the adjusting rod 395, the adjusting rod 395 moves axially and extrudes or stretches the two adjusting springs 397 and the two side springs 398 on the front and rear sides, so as to realize the motion compensation of the forward and backward displacement. When the corridor bridge 20 and the hoop 40 are relatively twisted (twisted in the vertical direction), the joint assembly is twisted by force around the adjusting rod 395. The joint assembly transmits the force through the rear end plate 373, the adjusting rod 395 rotates and twists the two side springs 398 on the two sides, so as to realize the motion compensation of the twist.

[0031] The hoop 40 is horizontally opened and closed, and includes a clamping seat 42, two clamping jaws 44 and a driver 46. The clamping seat 42 is integrally formed with the front end plate 372 of the joint assembly. The two clamping jaws 44 are respectively hinged on the two sides of the clamping seat 42, and the driver 46 is installed on the clamping seat 42. The transmission part of the driver 46 is respectively connected with the two clamping jaws 44. The two clamping jaws 44 are driven by the driver 46 to move towards each other to tightly hold the workpiece, which is the wind turbine tower. In the embodiment, the driver 46 is preferably a telescopic cylinder, and the piston rod 460 of the telescopic cylinder is the transmission part of the driver 46, which is connected with the clamping jaw 44.

[0032] Specifically, the clamping jaw 44 includes a second spring set 441, a hinged part 443, a connecting part 445 and a clamping jaw body 447. The second spring set 441 is symmetrically arranged with two springs, and is arranged between the hinged part 443 and the connecting part 445. The two ends of the second spring set 441 are respectively connected with the hinged part 443 and the connecting part 445. The connecting part 445 is fixedly connected with the transmission part of the driver 46. The hinged part 443 is actively hinged with the clamping jaw body 447 through a rotating shaft, and the clamping jaw body is passively hinged with the clamping seat 42 through another rotating shaft. The transmission part of the driver 46 is driven by the connecting part 445 to bear stress, so as to compress or stretch the second spring set 441 to drive the clamping jaw body 447 to open and close. The elastic horizontal opening and closing design of the hoop 40 enables it to automatically adjust within a certain range without manual intervention, thereby achieving passive compensation.

[0033] It should be noted that the ship body will produce rotational oscillation movement due to static pressure imbalance or circular motion of water in the sea waves and other factors. The offshore embarkation gangway carried on the ship body will also be affected. Using Cartesian rectangular coordinate system to describe, the bow-stern (forward and backward) direction of the ship is called longitudinal, represented by X. The left-right side (left and right) direction is called transverse, represented by Y. The upper deck-bottom of the ship (up and down) direction is called vertical direction, represented by Z. The sway (surge, roll) in the forward and backward direction is called longitudinal sway, the sway (surge, roll) in the left and right direction is called transverse sway, and the sway (surge, roll) in the up and down direction is called vertical sway. The swing in the forward and backward direction is called longitudinal swing, the swing in the left and right direction is called transverse swing, and the swing of the bow in the left and right direction is called bow swing. The sway (roll) is translation, such as longitudinal sway moving along the X axis, transverse sway moving along the Y axis, and vertical sway moving along the Z axis. The moving distance of each position of the ship is the same. The swing (roll) is rotation around a virtual coordinate axis. The longitudinal swing and the transverse swing are rotation around the Y axis and the X axis respectively, and the bow swing is rotation around the Z axis. The angle of swing of each position of the ship is the same, but the displacement distance is different. The ship in the water, the actual roll and swing occur at the same time, but it is artificially divided into different combinations of cases. The so-called six degrees of freedom is the movement of six forms along three axes and around three axes in the Cartesian rectangular coordinate system, which is called six degrees of freedom. The offshore embarkation gangway of the present embodiment can be conveniently understood as the ship body in the above example to understand the unstable environment conditions encountered during offshore operations.

[0034] During the use of the offshore embarkation gangway of the present embodiment, the multi-angle compensation mechanism includes a joint assembly and an adjusting assembly. The two ends of the joint are hinged horizontally and vertically, which can realize passive compensation of bow swing and longitudinal swing. The control platform and the multi-angle compensation mechanism cooperate to compensate the bow swing and the longitudinal swing at both ends of the offshore embarkation gangway, so that the stability of the offshore embarkation gangway is higher. The adjusting assembly of the multi-angle compensation mechanism can move axially along the adjusting rod and rotate around the axis of the adjusting rod, realizing real-time passive compensation of the longitudinal sway and transverse swing of the offshore embarkation gangway, and playing an auxiliary compensation role. The elastic horizontal opening design of the clamp enables it to automatically adjust within a certain range without manual intervention, realizing passive compensation.

[0035] The compensation type docking structure of the offshore embarkation gangway of the present embodiment can realize a certain degree of longitudinal displacement and swing, can passively compensate the bumping caused by sea wave fluctuation, and can ensure the stability of the offshore embarkation gangway. It can quickly position with high safety and reliability. The horizontal opening structure of the clamp combined with the passive compensation of the clamping jaw can adapt to different towers, and has strong universality. The relative position accuracy requirement to the tower is low during docking, the docking efficiency is high and the difficulty is low, and the docking and fixing actions can be completed with high efficiency and low accuracy requirement. The safety of workers and equipment is greatly protected, and has high practical value.

[0036] The above implementation is only the preferred implementation of the present application, and cannot be used to limit the scope of the present application. For those skilled in the art, it can be understood that the embodiments can be changed, modified, replaced and modified in various ways without departing from the principles and spirits of the present application, and the scope of the present application is defined by the appended claims and their equivalents.

Claims

1. A compensating docking structure for a marine embarkation gangway, characterized in that, The multi-angle compensation mechanism comprises a joint assembly, which comprises a hinged rod, a front end plate and a rear end plate, two ends of the hinged rod are connected with the front end plate and the rear end plate through horizontal hinging and vertical hinging respectively, the front end plate is connected with the clamping seat, and the rear end plate is used for connecting a gallery bridge of a marine embarkation ladder.

2. The compensating docking structure for a marine embarkation gangway according to claim 1, wherein The clamping jaw comprises a second spring group, a hinged piece, a connecting piece and a clamping jaw body, two ends of the second spring group are connected with the hinged piece and the connecting piece respectively, the connecting piece is fixedly connected with the transmission part of the driver, the hinged piece is actively hinged with the clamping jaw body, and the clamping jaw body is passively hinged with the clamping seat.

3. The compensating docking structure for a marine embarkation gangway according to claim 2, wherein The second spring group is two springs arranged symmetrically.

4. The compensating docking structure for a marine embarkation gangway according to claim 2, wherein The hinged piece is hinged with the clamping jaw body through a rotating shaft, and the clamping jaw body is hinged with the clamping seat through another rotating shaft.

5. The compensating docking structure for a marine embarkation gangway according to claim 1, wherein, The joint assembly further comprises a first spring group, the first spring group is arranged symmetrically and coaxially outside the periphery of the hinged rod and connected with the front end plate and the rear end plate.

6. The compensating docking structure for a marine boarding gangway as defined in claim 5, wherein, The first spring group is four springs, which are arranged around the periphery of the hinged rod in up, down, left and right directions respectively.

7. The compensating docking structure for a marine boarding gangway as defined in claim 1 wherein, The driver is a telescopic cylinder, and a piston rod of the telescopic cylinder is the transmission part of the driver.

8. The compensating docking structure for a marine boarding gangway of claim 1, wherein, The multi-angle compensation mechanism further comprises an adjusting assembly, which comprises an adjusting rod, a shaft sleeve, two adjusting springs and two side springs, the shaft sleeve is used for being fixed on the gallery bridge, the shaft sleeve sleeves the adjusting rod, the adjusting rod can be moved in and out of the shaft sleeve, one end of the adjusting rod is fixedly connected with the rear end plate, the other end of the adjusting rod is connected with the two side springs, two adjusting springs are sleeved on two ends of the adjusting rod respectively and abut against two ends of the shaft sleeve.

9. The compensating docking structure for a marine embarkation gangway according to claim 8, wherein, The two side springs are arranged symmetrically horizontally, and the two side springs are arranged perpendicularly to each other relative to the adjusting rod.

10. The compensating docking structure for a marine embarkation gangway according to claim 1, wherein, The front end plate is integrally formed with or fixedly connected with the clamping seat.

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