Shore-based connecting piece based on hull connection

Abstract

The utility model provides a shore-based connecting piece based on hull connection, which comprises a connecting rod piece and a ship-shore rotating joint, two end parts of the connecting rod piece are respectively provided with a hinge joint, the hinge joint at one end part of the connecting rod piece is connected to a hull, and the hinge joint at the other end part of the connecting rod piece is connected to a shock absorber of a shore body; the ship-shore rotating joint is located at the end where the hinged joint is located, the ship-shore rotating joint comprises a shaft cover located in the center, a transmission gear and a rod eye, the shaft cover is located in the middle where the connecting rod piece is located and meshed with the transmission gear, and the rod eye serves as a rotating supporting point and is driven by the shaft cover to rotate; therefore, synchronous transmission of the rod eye meshed with the transmission gear is achieved, and the rod eye synchronously drives deflection transmission of the hinged joint. Through deep integration of modular gear transmission, a sleeve guide rail telescopic mechanism and rigid-flexible coupling design, the core problems that a traditional ship-shore connecting structure is poor in environmental adaptability, high in maintenance cost and insufficient in adjustment flexibility are solved.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the dynamic connection technical field of ship and shore structure, and specifically relates to a shore connecting piece based on ship body connection. BACKGROUND

[0002] The rigid-flexible coupling connection demand of ship body and shore facility in the scene such as ship berthing, floating production storage and offloading (FPU) docking and port loading and unloading. With the deep sea oil and gas development and the upgrading of large-scale port automation, the traditional ship-shore fixed connection structure has the following technical pain points:

[0003] 1. Tide change, wave load and ship body sway lead to complex multidirectional impact on the connecting mechanism, and the traditional hinge or cable scheme is prone to fatigue fracture or dynamic instability.

[0004] 2. The overall drive unit (such as a hydraulic drive system) needs to be replaced as a whole, and the maintenance of short-life components (gears, bearings) is time-consuming and poor in economy.

[0005] 3. When the water level changes or the ship body displaces, there is no effective means to quickly adjust the connection length, and the existing telescopic structure is prone to jamming or wear due to eccentric force.

[0006] And the traditional ship body connecting piece fixes the ship body and the shore flange through bolts, which can ensure the structural strength, but cannot compensate for the dynamic displacement, is prone to flange cracking due to stress concentration, and uses a hydraulic cylinder to drive the articulated arm to adjust the posture, but has problems such as seal failure, delayed response and high energy consumption, and the ship-shore rotary joint cannot be disassembled, so maintenance requires overall shutdown. UTILITY MODEL CONTENTS

[0007] In view of the deficiencies of the prior art, the utility model aims to provide a shore connecting piece based on ship body connection, which solves the above technical problems existing in the prior art.

[0008] The purpose of the utility model can be realized by the following technical schemes:

[0009] A shore connecting piece based on ship body connection, comprising a connecting rod piece and a ship-shore rotary joint, the two ends of the connecting rod piece are respectively provided with articulated joints, the articulated joint at one end of the connecting rod piece is connected to the ship body, and the articulated joint at the other end is connected to the shock absorber of the shore body;

[0010] The ship-shore rotary joint is located at the end part of the articulated joint, the ship-shore rotary joint comprises a shaft cover, a transmission gear and a rod eye located at the center, the shaft cover is located at the middle part of the connecting rod piece and is in mesh with the transmission gear, the rod eye serves as a rotating support point, and rotates through the driving of the shaft cover, so that synchronous transmission of the rod eye in mesh with the transmission gear is realized, and the rod eye synchronously drives the deflection transmission of the articulated joint.

[0011] Further, the connecting rod is in a composite tubular structure.

[0012] Further, the connecting rod is in a composite tubular structure.

[0013] Further, the connecting rod is in a composite tubular structure.

[0014] Further, the connecting rod is in a composite tubular structure.

[0015] Further, the connecting rod is in a composite tubular structure.

[0016] Further, the connecting rod is in a composite tubular structure.

[0017] Further, the connecting rod is in a composite tubular structure.

[0018] The beneficial effects of the present application are as follows:

[0019] 1. The connecting rod of the device is designed in a sleeve type and is segmented, and the inner and outer walls are welded with equally distributed convex tracks and concave tracks (first guide rail and second guide rail), so as to ensure the concentricity and uniformity of force during axial expansion adjustment, and to avoid eccentric wear of the traditional slide rail structure.

[0020] 2. The device is designed as an independent detachable module by the transmission gear, shaft cover and rod eye, and the short-life components are quickly replaced through the standardized interface, so as to significantly reduce the maintenance cost.

[0021] 3. The device rigidly fixes the rudder column segments through the flange bolts, and is supplemented by the combination of the articulated joint and the hydraulic shock absorber, so as to realize the cooperative dissipation of the ship body swing degree of freedom and the shore base impact energy, and solve the dual contradiction of easy damage of rigid connection and low precision of flexible connection in the traditional scheme. BRIEF DESCRIPTION OF DRAWINGS

[0022] In order to more clearly illustrate the technical scheme in the embodiments of the present application or the prior art, the drawings needed in the embodiment or prior art description will be briefly introduced as follows, and obviously, other drawings can also be obtained by those skilled in the art without creative labor on the premise of not paying creative labor.

[0023] Figure 1 is the overall structure schematic view of the embodiment of the present application.

[0024] Figure 2 is the connection rod structure schematic view of the first guide rail of the embodiment of the utility model;

[0025] Figure 3 is the connection rod structure schematic view of the second guide rail of the embodiment of the utility model;

[0026] Figure 4 is the flange piece cross section structure schematic view of the connection rod of the embodiment of the utility model;

[0027] Figure 5 is the ship-shore rotary joint structure schematic view of the embodiment of the utility model. DETAILED DESCRIPTION

[0028] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the utility model.

[0029] As shown in Figure 1 , the utility model embodiment provides a kind of shore-based connecting piece based on ship connection, including connecting rod piece 1, ship-shore rotary joint 2, the two ends of connecting rod piece 1 are respectively provided with articulated joint 11, so that the articulated joint 11 of one end of connecting rod piece 1 is connected on ship body, and the articulated joint 11 of other end is connected on shock absorber of shore body;Ship body end articulated joint 11 uses heavy universal joint structure, allows the multi-degree-of-freedom swing of ship body under wave action;Shore-based end articulated joint 11 is connected with hydraulic shock absorber, and impact energy is absorbed by damping adjustment.

[0030] At this time, connecting rod piece 1 is composite tubular design and sectional assembly.

[0031] As shown in Figure 2 , Figure 3 Connecting rod piece 1 is composed of at least two sleeve type connecting rods, and the inner wall of outer connecting rod is circumferentially divided and welded 3 groups (or more) first guide rail 101 (convex rail), and the outer wall of inner connecting rod is welded second guide rail 102 (concave rail) correspondingly, to form axial sliding guide structure.

[0032] Multiple connecting rods are connected by flange piece 12: flange end face is machined bolt hole along central axis direction, and high-strength bolt is pre-tightened to form rigid node, to ensure overall bending and torsional strength.

[0033] The connecting rod of the connecting rod member 1 is sleeve type, and the first guide rail 101 is concentrically welded on the inner side wall of the connecting rod member 1.

[0034] Meanwhile, the second guide rail 102 is concentrically welded on the outer side wall of the connecting rod member 1, so that when the inner and outer connecting rod members 1 are connected in sleeve, the second guide rail 102 is concentrically arranged on the first guide rail 101. The sleeve guide rail guiding structure provides axial expansion freedom, reduces adjustment resistance, and prevents eccentric wear by guide rail equal division design, thereby prolonging the service life.

[0035] As shown in Figure 5 The ship-shore rotary joint 2 is located at the end of the hinged joint 11, and the ship-shore rotary joint 2 includes a central shaft cover 21, a transmission gear 22, and a rod eye 23. The shaft cover 21 penetrates along the central axis of the connecting rod member 1 and is fixed on the inner wall of the connecting rod member 1 by flange bearings at both ends. The transmission gear 22 includes a driving gear (meshing with the shaft cover 21) and a driven gear (linking with the rod eye 23), and is fixed on the shaft cover 21 by key groove cooperation.

[0036] The rod eye 23 is an annular forging, the inner side is processed with a tooth structure to mesh with the transmission gear 22, and the outer side is connected with the ear plate of the hinged joint 11 through a pin shaft. At this time, the gear meshing transmission closed loop design (transmission gear → shaft cover → rod eye) guarantees the power transmission accuracy, and combined with the damper damping adjustment, it can adapt to the ship body roll and trim within ±15° range, and the modular ship-shore rotary joint supports independent replacement of a single component (such as the transmission gear), which reduces the maintenance cost by more than 60% compared with the traditional overall replacement mode. The sleeve guide rail and flange pre-tightening design shorten the rudder post length adjustment time to 30 minutes, which is suitable for areas with frequent tidal fluctuations.

[0037] The rod eye 23 is a rotating support point, which is driven to rotate through the shaft cover 21, so as to realize synchronous transmission of the rod eye 23 which is meshed with the transmission gear 22, and the rod eye 23 drives the deflection transmission of the hinged joint 11 (i.e. realizes the universal adjustment of the hinged joint 11). The ship-shore rotary joint 2 adopted realizes accurate power transmission, the tooth meshing design reduces transmission error, and improves the response speed of dynamic adjustment of the shore base and the ship body. And the gear rotation is converted into hinged deflection action, the low friction design reduces energy loss, and the synchronization ensures the docking accuracy of the ship and the shore.

[0038] The power transmission path of the whole device is as follows:

[0039] External driving device (such as servo motor) → shaft cover 21 rotation → transmission gear 22 meshing transmission → rod eye 23 synchronous rotation → hinged joint 11 deflection → driving the relative displacement compensation of the ship body and the shore base structure.

[0040] As shown in Figure 4As shown, the second guide rail 102 extends out of the end face where the connecting rod 1 is located and extends outward. When the distance between the ship body and the shore base changes, the operator can unlock the flange bolts, slide along the guide of the first guide rail 101 and the second guide rail 102 to adjust the length of the connecting rod 1, and then lock the flange 12 again. The overall stability of the segmented structure of the connecting rod 1 is ensured, the high load working condition is adapted, the disassembly convenience meets the maintenance requirement. The flange 12 connection provides overall rigidity, the articulated joint and the shock absorber absorb the dynamic flexible load, and the structural strength and impact resistance are balanced.

[0041] At this time, the bolt rigid connection of the flange 12 guarantees the overall structural strength, and the articulated joint 11 and the shock absorber form a flexible buffer layer to realize the cooperative bearing of high load (such as 50 tons of static load) and dynamic impact (such as wave force peak value 20kN).

[0042] The first guide rail 101 and the second guide rail 102 are equally divided and arranged on the connecting rod 1 in multiple groups, which can improve the stability when the internal and external connecting rods 1 are connected.

[0043] Through the cooperation of the first guide rail 101 and the second guide rail 102, the length of the rudder post can be quickly adjusted to adapt to the change of tide or water level.

[0044] The basic principle, main features and advantages of the utility model are shown and described above. It should be understood by those skilled in the art that the utility model is not limited by the above examples, and the above examples and descriptions in the specification are only to illustrate the principle of the utility model. Without departing from the spirit and scope of the utility model, the utility model can also have various changes and improvements, and these changes and improvements all fall within the scope of the claimed utility model.

Claims

1. A shore connection based on a hull connection, comprising a connection bar (1), a ship-shore rotary joint (2), characterized in that, The connecting rod (1) is provided with a hinge joint (11) at each end, the hinge joint (11) at one end of the connecting rod (1) is connected to the ship body, and the hinge joint (11) at the other end is connected to the shock absorber of the shore body. The ship-shore rotary joint (2) is located at the end where the hinge joint (11) is located, the ship-shore rotary joint (2) includes a central shaft cover (21), a transmission gear (22), and a rod eye (23), the shaft cover (21) is located at the middle of the connecting rod (1) and is in meshing relationship with the transmission gear (22), the rod eye (23) is used as a rotating support point, and the rod eye (23) is driven to rotate through the shaft cover (21), so that synchronous transmission of the rod eye (23) in meshing relationship with the transmission gear (22) is realized, and the deflection transmission of the hinge joint (11) is driven by the rod eye (23).

2. The hull-based shore connection of claim 1, wherein, The connecting rod (1) has a composite tubular structure as a whole.

3. A hull-based shore connection as claimed in claim 2, wherein, The connecting rod (1) is composed of at least two connecting rods to form a rod-shaped structure, and multiple connecting rods are rigidly connected by flange pieces (12).

4. A hull-based shore connection as claimed in claim 3, wherein, When the flange pieces (12) are matched, bolts are used to fix the connection along the central axis of the connecting rod (1).

5. The hull-based shore connection of claim 3, wherein, The connecting rod (1) adopts a sleeve type connecting rod, and a first guide rail (101) is concentrically welded on the inner side wall of the outer connecting rod (1); Meanwhile, a second guide rail (102) is concentrically welded on the outer side wall of the inner connecting rod (1), so that when the inner and outer connecting rods (1) are connected in a sleeve type, the second guide rail (102) is concentrically arranged on the first guide rail (101).

6. A hull-based shore connection as claimed in claim 5, wherein, The second guide rail (102) extends out of the end face of the connecting rod (1) and extends outward.

7. The hull-based shore connection of claim 5, wherein, The first guide rail (101) and the second guide rail (102) are arranged in multiple groups on the connecting rod (1) in equal division.

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