Ship fender device

Abstract

The utility model provides a ship fender device which comprises a fender body supporting mechanism and an anti-collision mechanism, the fender body supporting mechanism is connected with the anti-collision mechanism, the fender body supporting mechanism comprises a fender assembly, and the fender assembly is used for forming a first protective connecting face on a ship body. The anti-collision mechanism comprises an anti-collision supporting assembly and an anti-collision body assembly. The ship fender device is stable in structure, a protection supporting face with comprehensive protection performance is formed on the head portion and the ship side portion of the ship, and the overall protection performance of the ship side structure of the ship is improved.

Description

Technical Field

[0001] This utility model relates to the field of ship equipment manufacturing technology, specifically to a fender device for ships. Background Technology

[0002] As we all know, ships, as important means of transportation and production, play an indispensable role in daily industrial production and life. Common examples include cargo ships and passenger ships used for trade and logistics, fishing vessels, and tow trucks. In the shipbuilding process, the fender structure is also a crucial manufacturing step. A ship's fender is an elastic buffer device, typically installed on the sides, bow, and stern of the ship, as well as at the edges of the dock. Its main function is to absorb the impact energy when the ship berths, reduce collision forces, and prevent damage to the hull and dock structure from collisions. Specifically, for example, the fenders on tow trucks... When a towed vessel docks at a pier, it is prone to collisions of varying degrees, causing deformation of the hull and even the internal structure, which seriously affects the ship's structural performance. Existing fender structures are not sufficiently effective in improving their comprehensive protection capabilities. For example, the connection of the anti-collision structure to the ship's side is not stable enough. After prolonged use, the anti-collision structure is prone to slight loosening, which can reduce the protective surface of the anti-collision components at the bow of the ship and reduce the protection performance of the ship's port and starboard sides, thus affecting the overall protective performance of the ship's hull structure. Therefore, a robust fender device with comprehensive protection performance is needed for ships. Utility Model Content

[0003] In view of this, the purpose of this utility model is to provide a ship fender device with a stable connection structure and comprehensive protective performance.

[0004] To achieve the purpose of this utility model, this utility model provides a ship fender device, including a hull support mechanism and a collision avoidance mechanism. The hull support mechanism is connected to the collision avoidance mechanism. The hull support mechanism includes a fender assembly, which is used to form a first protective connection surface on the ship hull. The collision avoidance mechanism includes a collision avoidance support assembly and a collision avoidance body assembly. A protective connection position is formed on the collision avoidance support assembly, and the collision avoidance body assembly is connected to the protective connection position. The end of the collision avoidance support assembly is connected to the fender assembly, and the collision avoidance support assembly is used to form a second protective connection surface on the ship hull.

[0005] Preferably, the fender assembly includes fender steel plates, which are provided with a first fender steel plate, a second fender steel plate and a third fender steel plate. The first fender steel plate is used to form a first support connection on the upper part of the ship's side. The second fender steel plates are spaced apart and arranged below the first fender steel plate to form a support connection. The third fender steel plate forms a support connection at the rear of the ship's side.

[0006] Preferably, the fender assembly includes a first fender assembly and a second fender assembly. The first fender assembly is used to form a first protective connection surface on the right side of the ship's side, and the second fender assembly is used to form a first protective connection surface on the left side of the ship's side corresponding to the right side of the ship's side.

[0007] Preferably, the anti-collision support component includes a steel column connecting groove, on which a protective connection position is formed, and the steel column connecting groove is an arc-shaped steel column connecting groove.

[0008] Preferably, the end of the steel column connecting groove is provided with a connecting end piece, which is integrally formed and connected with the steel column connecting groove, and the connecting end piece is fixedly connected with the first fender steel plate.

[0009] Preferably, the anti-collision body assembly includes a U-shaped anti-collision body and a fixing lock. The anti-collision body is placed in the protective connection position. The two ends of the fixing lock are connected to the upper and lower ends of the steel column connecting groove to limit the anti-collision body to the protective connection position, forming the second protective connection surface.

[0010] Preferably, the fixing lock is a chain body, with both ends connected to the upper and lower ends of the steel column connecting groove via connecting plates. Multiple fixing locks are provided, with each fixing lock spaced apart.

[0011] Preferably, the fixing lock is a chain formed by connecting multiple elliptical metal rings in sequence, and the two ends of the fixing lock are rotatably connected to the connecting piece, which is also elliptical.

[0012] Preferably, the fixing lock is a chain formed by connecting multiple elliptical or rectangular connecting metal pieces in sequence, and each connecting metal piece is spliced ​​together by a metal connecting ring.

[0013] Preferably, the anti-collision body is U-shaped or arc-shaped, and the surface of the anti-collision body is provided with locking slots for connecting and fixing locking components at intervals. The anti-collision body is made of high-density natural rubber.

[0014] The beneficial effects of this utility model are as follows: This utility model provides a ship device, which is equipped with a hull support mechanism and an anti-collision mechanism. The hull support mechanism includes a fender assembly, which is used to form a first protective connection surface on the ship hull. The anti-collision mechanism includes an anti-collision support assembly, which is used to form a second protective connection surface on the ship hull. The ship fender device provided by this utility model has a stable structure and forms a protective support surface with comprehensive protective performance at the bow and hull of the ship, thereby improving the overall protective performance of the ship's hull structure. Attached Figure Description

[0015] The above and other objects, features, and advantages of this invention will become clearer through a more detailed description of the preferred embodiments shown in the accompanying drawings. The same reference numerals indicate the same parts throughout the drawings, and the drawings are not intentionally drawn to scale with actual dimensions; the focus is on illustrating the gist of this invention.

[0016] Figure 1 This is a schematic diagram of a preferred embodiment of the ship fender device of this utility model;

[0017] Figure 2 for Figure 1 An enlarged schematic diagram of part A in the middle;

[0018] Figure 3 This is another schematic diagram of the ship fender device of this utility model.

[0019] In the diagram: 1. Anti-collision mechanism; 2. Fender assembly; 21. First fender steel plate; 22. Second fender steel plate; 23. Third fender steel plate; 24. First fender assembly; 25. Second fender assembly; 3. Connecting end piece; 4. Anti-collision body; 5. Fixing lock; 51. Connecting piece; 52. Metal ring; 6. Locking slot; 7. Curved steel plate. Detailed Implementation

[0020] To facilitate understanding of this utility model, a more comprehensive description will be given below with reference to the accompanying drawings.

[0021] It should be noted that when a component is considered to be "connected" to another component, it can be directly connected to and integrated with the other component, or there may be an intervening component present. The terms "mounted," "one end," "the other end," and similar expressions used in this document are for illustrative purposes only.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this applies. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0023] like Figure 1-3As shown, a preferred embodiment of this utility model provides a ship fender device, including a ship body 10, a hull support mechanism, and a collision avoidance mechanism 1. The hull support mechanism and the collision avoidance mechanism are connected to the ship body 10. The hull support mechanism and the collision avoidance mechanism are connected together, which is equivalent to a support connection structure that surrounds the ship hull. The hull support mechanism includes a fender assembly 2, which is used to form a first protective connection surface on the ship hull, which is equivalent to a protective connection surface established on the port and starboard sides of the ship. The collision avoidance mechanism 1 includes a collision avoidance support assembly 11 and a collision avoidance body assembly 12. A protective connection position is formed on the collision avoidance support assembly 11, and the collision avoidance body assembly 12 is connected to the protective connection position. The end of the collision avoidance support assembly 11 is connected to the fender assembly 2. The collision avoidance support assembly 11 is used to form a second protective connection surface on the ship hull, which is equivalent to a protective connection surface established at the bow of the ship.

[0024] refer to Figure 1-3 As shown, in a preferred embodiment, the fender assembly 2 includes fender steel plates. The fender steel plates are provided with a first fender steel plate 21, a second fender steel plate 22, and a third fender steel plate 23. The three fender steel plates form supporting connection surfaces for the fender at three different locations on the hull. The first fender steel plate 21 forms the first supporting connection on the upper part of the hull, that is, at the center of the port and starboard sides of the ship. The second fender steel plates 22 are spaced apart below the first fender steel plate to form supporting connections, with a spacing of 1-1.5 mm. M, the protective connection surfaces of the first fender steel plate 21 and the second fender steel plate 22 are mainly located on the upper part of the port and starboard sides. The third fender steel plate 23 forms a supporting connection at the rear of the ship's side. The setting of the fender steel plates on the three azimuth surfaces is also based on the overall characteristics of the ship's hull. When the ship needs to dock at the shore, the impact buffering is mainly carried out on the upper azimuth surface and the bow surface of the ship. Setting up fender support surfaces can reduce collision forces and prevent damage to the ship's hull and the dock structure due to collision.

[0025] refer to Figure 1-3 As shown, in a preferred embodiment, the fender assembly 2 is provided with a first fender assembly 24 and a second fender assembly 25. The first fender assembly 24 is used to form a first protective connection surface on the right side of the ship's side, and the second fender assembly 25 is used to form a first protective connection surface on the left side of the ship's side corresponding to the right side of the ship's side. This is equivalent to setting protective connection surfaces on both the left and right sides of the ship. The two fender assemblies can be made of thick steel plates and are connected by welding. After connection, the surfaces are connected by arc-shaped steel sheets 7. The fender assemblies can also be integrally formed and connected to the ship's side.

[0026] refer to Figure 1-3As shown, in a preferred embodiment, the anti-collision support component 11 includes a steel column connecting groove 12, on which a protective connection position is formed. The steel column connecting groove 12 is an arc-shaped steel column connecting groove. The steel column connecting groove 12 is used to securely connect the anti-collision body. The steel column connecting groove 12 is arc-shaped, or it can also be U-shaped, both of which are set according to the shape characteristics of the bow of the ship. A comprehensive protective surface is set on the bow of the ship. The steel column connecting groove 12 can be fixed by welding and steel nails or a combination of large screws and bolts to ensure the stability of the connection structure at the bow of the ship.

[0027] refer to Figure 1-3 As shown, in a further preferred embodiment, the end of the steel column connecting groove 12 is provided with a connecting end piece 3, which is integrally formed and connected with the steel column connecting groove 12. The connecting end piece 3 is fixedly connected with the first fender steel plate, and a connecting hole is provided on the connecting end piece for connection by steel nails, rivets, or bolts.

[0028] refer to Figure 1-3 As shown, in a further preferred embodiment, the anti-collision body assembly includes a U-shaped anti-collision body 4 and a fixing lock 5. The anti-collision body is placed on the protective connection position. The two ends of the fixing lock 5 are connected to the upper and lower ends of the steel column connecting groove, which limits the anti-collision body to the protective connection position, forming a second protective connection surface. The anti-collision body 4 is connected to the protective connection position, and one side is connected by adhesive. Then, the fixing lock is used to firmly fix the anti-collision body to the protective connection position of the steel column connecting groove, forming a structurally stable protective surface at the bow position. When docking at the pier structure, the collision force can be reduced, and the ship hull and pier structure can be prevented from being damaged by collision.

[0029] refer to Figure 1-3 As shown, in a further preferred embodiment, the fixing lock 5 is a chain body, and both ends are connected to the upper and lower ends of the steel column connecting groove 12 through connecting pieces 51. There are multiple fixing locks 5, and each fixing lock 5 is spaced apart. Because the protective surface of the bow of the ship is relatively long, multiple fixing locks 5 are set for limiting and fixing.

[0030] refer to Figure 1-3 As shown, in a further preferred embodiment, the fixing lock 5 is a chain body formed by connecting multiple elliptical metal rings 52 in sequence. The elliptical chain body can be an iron chain or a steel chain. The two ends of the fixing lock are rotatably connected to connecting plates. The connecting plates 51 are elliptical connecting plates and can be metal connecting plates, specifically, they can be connecting steel plates. The structure of the fixing lock is stable.

[0031] refer to Figure 1-3As shown, in another preferred embodiment, the fixing lock 5 can also be a chain body formed by connecting multiple elliptical or rectangular connecting metal pieces (not shown) in sequence. Each connecting metal piece is spliced ​​together by a metal connecting ring. Specifically, the chain body can be set to be formed by connecting multiple steel pieces in sequence, providing a fixing lock body of another shape.

[0032] refer to Figure 1-3 As shown, in a further preferred embodiment, the anti-collision body 4 is U-shaped or arc-shaped, and the surface of the anti-collision body 4 is provided with locking slots 6 for connecting and fixing locking pieces 5 at intervals. The locking slots 6 are used to connect and fix the locking pieces 5 respectively, so that the protective surface structure at the bow of the ship is stable. The anti-collision body 4 is made of high-density natural rubber material, or it can be made of composite rubber material, or other impact-resistant and corrosion-resistant rubber materials.

[0033] The beneficial effects of this utility model are as follows: This utility model provides a ship fender device, which is provided with a hull support mechanism and an anti-collision mechanism. The hull support mechanism includes a fender assembly, which is used to form a first protective connection surface on the ship hull. The anti-collision mechanism includes an anti-collision support assembly, which is used to form a second protective connection surface on the ship hull. The ship fender device provided by this utility model has a stable structure and forms a protective support surface with comprehensive protective performance at the bow and hull of the ship, thereby improving the overall protective performance of the ship hull structure.

[0034] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0035] In the description of this specification, the references to terms such as "preferred embodiment," "another embodiment," "other embodiment," or "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0036] The above embodiments only illustrate several implementation methods of the utility model, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A ship fender device, characterized in that: The system includes a hull support mechanism and a collision avoidance mechanism. The hull support mechanism is connected to the collision avoidance mechanism. The hull support mechanism includes a fender assembly, which forms a first protective connection surface on the hull. The collision avoidance mechanism includes a collision avoidance support assembly and a collision avoidance body assembly. The collision avoidance support assembly has a protective connection position, and the collision avoidance body assembly is connected to the protective connection position. The end of the collision avoidance support assembly is connected to the fender assembly. The collision avoidance support assembly forms a second protective connection surface on the hull. The fender assembly includes fender steel plates. The fender steel plates have a first fender steel plate, a second fender steel plate, and a third fender steel plate. The first fender steel plate forms a first support connection on the upper part of the hull. The second fender steel plates are spaced apart below the first fender steel plate to form a support connection. The third fender steel plate forms a support connection at the rear of the hull.

2. The ship fender device according to claim 1, characterized in that, The fender assembly includes a first fender assembly and a second fender assembly. The first fender assembly is used to form a first protective connection surface on the right side of the ship's side, and the second fender assembly is used to form a second protective connection surface on the left side of the ship's side, corresponding to the right side of the ship's side.

3. The ship fender device according to claim 1, characterized in that, The anti-collision support assembly includes a steel column connecting groove, on which a protective connection position is formed, and the steel column connecting groove is an arc-shaped steel column connecting groove.

4. The ship fender device according to claim 3, characterized in that, The end of the steel column connecting groove is provided with a connecting end piece, which is integrally formed and connected with the steel column connecting groove, and is fixedly connected to the first fender steel plate.

5. The ship fender device according to claim 1, characterized in that, The anti-collision body assembly includes a U-shaped anti-collision body and a fixing lock. The anti-collision body is placed in the protective connection position. The two ends of the fixing lock are connected to the upper and lower ends of the steel column connecting groove to limit the anti-collision body to the protective connection position, forming the second protective connection surface.

6. The ship fender device according to claim 5, characterized in that, The fixing lock is a chain body, with both ends connected to the upper and lower ends of the steel column connecting groove via connecting plates. Multiple fixing locks are provided, with each fixing lock spaced apart.

7. The ship fender device according to claim 6, characterized in that, The fixing lock is a chain formed by connecting multiple elliptical metal rings in sequence. The two ends of the fixing lock are rotatably connected to the connecting plates, which are elliptical in shape.

8. The ship fender device according to claim 5, characterized in that, The fixing lock is a chain formed by connecting multiple elliptical or rectangular connecting metal pieces in sequence, and each connecting metal piece is spliced ​​together by a metal connecting ring.

9. The ship fender device according to claim 5, characterized in that, The anti-collision body is U-shaped or arc-shaped, and the surface of the anti-collision body is provided with locking slots for connecting and fixing locking components at intervals. The anti-collision body is made of high-density natural rubber.

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