A ship bridge anti-collision device

Abstract

The utility model discloses a kind of ship bridge anti-collision devices, including n anti-collision plate, n buffer, n compression spring group, n roller, n direction adjusting plate and n support rib plate, n anti-collision plate, n buffer and n direction adjusting plate are implemented using polyurethane-steel sandwich plate, n buffer constitutes "rotary overpressure type buffer structure", n direction adjusting plate constitutes "rotary edge direction adjusting structure", the connection between n anti-collision plate, n buffer, n compression spring group, n roller, n direction adjusting plate and n support rib plate is respectively using mortise and tenon joint mode, detachable connection mode such as hinge seat, so that ship anti-collision device forms modular design;Advantage is for the impact of high-speed, large ship, can absorb or transfer more energy, with better anti-collision effect, and when the protection performance will drop significantly, without whole replacement, maintenance cost is lower.

Description

Technical Field

[0001] This utility model relates to anti-collision devices, and more particularly to a ship bridge anti-collision device. Background Technology

[0002] With increasingly busy water traffic, collisions between ships and bridges occur frequently, leading to the development of ship-bridge collision avoidance devices. Currently, ship-bridge collision avoidance devices have become an important research direction in bridge engineering and water traffic safety, aiming to provide more effective protection for ships and bridges and reduce the risk and losses of collision accidents.

[0003] Existing bridge collision protection devices mainly adopt simple forms such as rubber fenders and steel buoys. Although these devices can buffer the impact force of ships on bridges to a certain extent after being installed on ships, they may be unable to absorb or disperse enough impact energy in the face of high-speed or large ships, resulting in poor impact resistance and potentially causing significant damage to the bridge. In addition, these collision protection devices are usually designed as a whole, and their protective performance will be greatly reduced after multiple impacts or impacts exceeding the design strength, requiring replacement of the collision protection devices and incurring high maintenance costs. Summary of the Invention

[0004] The technical problem to be solved by this utility model is to provide a bridge anti-collision device that can absorb or transfer and disperse a large amount of energy in the event of a high-speed, large ship impact, has a good anti-collision effect, and does not require complete replacement when the protective performance will be greatly reduced, thus having low maintenance costs.

[0005] The technical solution adopted by this utility model to solve the above-mentioned technical problems is as follows: a ship bridge anti-collision device, comprising n anti-collision plates, n buffer bodies, n anti-compression spring groups, n rollers, n steering plates, and n support ribs; n is an integer greater than or equal to 5; the n anti-collision plates, n buffer bodies, and n steering plates are all made of polyurethane-steel sandwich panels; the n rollers are evenly spaced along a circle, forming n intervals between the n rollers; the n anti-collision plates are all cuboid structures, and the n anti-collision plates are located one-to-one within the n intervals; each anti-collision plate has a hinge seat fixedly installed on its left and right sides; each roller is installed on the... On the hinge seats on its left and right sides, and able to rotate relative to the hinge seats located on its left and right sides, the inner sides of the n anti-collision plates form a mounting cavity with a cross-section of a regular n-sided polygon; the n directional plates are evenly distributed around the outside of the n rollers, and correspond one-to-one with the n rollers. Two hinge seats with vertical spacing are fixedly installed on the inner side of each directional plate. Each roller is located between the two hinge seats on its corresponding directional plate and is mounted on these two hinge seats, and can rotate relative to these two hinge seats; the outer surfaces of the n directional plates are all arc surfaces, and the outer surfaces of the n directional plates are located on the same cylindrical surface; the n support ribs are along... A ring of evenly spaced support ribs is arranged within the mounting cavity, with each rib corresponding to one of the n anti-collision plates. Each support rib is perpendicular to its corresponding anti-collision plate, and one end of each support rib is fixedly connected to its corresponding anti-collision plate using a tenon and mortise joint. N buffer bodies are also arranged in a ring within the mounting cavity. The outer and inner surfaces of each buffer body are curved. One end of the outer and inner surfaces of each buffer body overlaps to form a small end, while the other end separates to form a large end. The inner and outer surfaces of every two adjacent buffer bodies are partially fitted together, and every two adjacent buffer bodies are fixedly connected using a tenon and mortise joint. The inner surface that does not adhere to the outer surface of other buffer bodies forms a cylindrical surface; n buffer bodies correspond one-to-one with n support ribs, and each support rib and its corresponding buffer body are fixed by mortise and tenon joints; n anti-compression spring groups are spaced apart in the mounting cavity, and each n anti-compression spring group corresponds one-to-one with n buffer bodies. Each anti-compression spring group is located on one side of the large end of its corresponding buffer body. Each anti-compression spring group includes m springs spaced apart from top to bottom and arranged laterally, where m is an integer greater than or equal to 3. The m springs of each anti-compression spring group are embedded inside the large end of its corresponding buffer body.

[0006] Compared with existing technologies, the advantages of this invention lie in its use of n anti-collision plates, n buffer bodies, n anti-compression spring groups, n rollers, n steering plates, and n supporting ribs to construct the bridge anti-collision device. All n anti-collision plates, n buffer bodies, and n steering plates are made of polyurethane-steel sandwich panels. Compared to the rubber and plastic anti-collision materials used in existing devices, polyurethane-steel sandwich panels have a higher energy absorption value, effectively absorbing more energy during ship collisions, thereby improving the anti-collision effect. The n buffer bodies form a "rotating stacked buffer structure." Upon impact, the system utilizes the compression and contraction of layers of springs to continuously transfer and release energy, preventing excessive stress concentration and energy density on a single impact area. This reduces the likelihood of irreversible damage to the bridge anti-collision device due to forces exceeding design strength. Furthermore, because the edges of the n anti-collision plates have relatively poor impact resistance, the n steering plates form a "rotating edge steering structure." This allows for a small-angle turn when the ship impacts the edges of the n anti-collision plates, altering the ship's course slightly and preventing direct collisions with the edges. When a ship collides with the impact surface of a collision avoidance device or "grazes" the part protected by the device, the damage to the device is reduced or the collision is avoided. Through the design of a "rotating stacked buffer structure" and a "rotating edge-adjusting structure," the energy buffering and release effect during a ship collision is better, and the impact angle can be slightly changed, further reducing the damage to the ship and the collision avoidance device during the impact process. This also increases the recovery cycle of the collision avoidance device, reducing costs and making it more economical. Furthermore, the connections between the n collision plates, n buffer bodies, n anti-compression spring groups, n rollers, n adjusting plates, and n support ribs adopt detachable connection methods such as mortise and tenon joints and hinge seats, making the collision avoidance device a modular design. When one or more modules are damaged, causing a significant decrease in protective performance, only the corresponding module needs to be replaced or repaired. Therefore, this invention can absorb or transfer and disperse a large amount of energy in the event of a high-speed, large ship collision, exhibiting good collision resistance. Moreover, even when the protective performance significantly decreases, the entire system does not need to be replaced, resulting in low maintenance costs.

[0007] Furthermore, the polyurethane-steel sandwich panel includes two polyurethane coating layers and a steel layer, wherein the steel layer is located between the two polyurethane coating layers and is clamped and fixed by the two polyurethane coating layers.

[0008] Furthermore, n equals 8 and m equals 3. Attached Figure Description

[0009] Figure 1 This is a perspective view of the assembly structure of the ship bridge anti-collision device of this utility model;

[0010] Figure 2This is a top view of the assembly structure of the ship bridge anti-collision device of this utility model;

[0011] Figure 3 This is a front view of the assembly structure of the ship bridge anti-collision device of this utility model;

[0012] Figure 4 For along Figure 3 A cross-sectional view along the AA direction;

[0013] Figure 5 For along Figure 3 Cross-sectional view along the BB direction;

[0014] Figure 6 This is an exploded view of two adjacent anti-collision plates and rollers of the bridge anti-collision device of this utility model.

[0015] Figure 7 This is an exploded view of the steering plate and rollers of the bridge anti-collision device of this utility model. Figure 1 ;

[0016] Figure 8 This is an exploded view of the steering plate and rollers of the bridge anti-collision device of this utility model. Figure 2 ;

[0017] Figure 9 This is an exploded view of one adjacent anti-collision plate, one supporting rib, and two buffer bodies in the anti-collision device for the ship bridge of this utility model.

[0018] Figure 10 This is a structural diagram of the polyurethane-steel sandwich panel of the ship bridge anti-collision device of this utility model. Detailed Implementation

[0019] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0020] Example 1: As Figures 1 to 9As shown, a ship bridge anti-collision device includes n anti-collision plates 1, n buffer bodies 2, n anti-compression spring groups, n rollers 3, n steering plates 4, and n support ribs 5; n is equal to 8; the n anti-collision plates 1, n buffer bodies 2, and n steering plates 4 are all made of polyurethane-steel sandwich panels; the n rollers 3 are evenly spaced along a circle, forming n intervals between them; the n anti-collision plates 1 are all cuboid structures, and the n anti-collision plates 1 are located one-to-one within the n intervals. Each anti-collision plate 1 has a hinge seat 11 fixedly installed on its left and right sides, and each roller 3 is installed on the hinge seats 11 located on its left and right sides and can rotate relative to the hinge seats 11 located on its left and right sides. The inner sides of the n anti-collision plates 1 form a cross section. The mounting cavity has a regular n-sided polygonal surface. n directional plates 4 are evenly spaced around the outside of n rollers 3, each corresponding to one of the rollers 3. Two hinge seats 41, spaced vertically, are fixedly mounted on the inner surface of each directional plate 4. Each roller 3 is located between the two hinge seats 41 on its corresponding directional plate 4 and is mounted on these two hinge seats 41, allowing it to rotate relative to them. The outer surfaces of the n directional plates 4 are all arc-shaped, and all the outer surfaces of the n directional plates 4 lie on the same cylindrical surface. n support ribs 5 are evenly spaced around the mounting cavity, each corresponding to one of the n anti-collision plates 1. Each support rib 5 is perpendicular to its corresponding anti-collision plate 1, and one end of each support rib 5... The anti-collision plate 1 is fixedly connected to the corresponding anti-collision plate 1 by mortise and tenon joint (the anti-collision plate 1 has a groove 12, and one end of the supporting rib plate 5 is inserted into the groove 12 for fixation); n buffer bodies 2 are distributed around the mounting cavity. The outer and inner surfaces of each buffer body 2 are curved. One end of the outer and inner surfaces of each buffer body 2 overlaps to form a small end, and the other end separates to form a large end. The inner and outer surfaces of each two adjacent buffer bodies 2 are partially fitted together, and each two adjacent buffer bodies 2 are fixedly connected by mortise and tenon joint (each buffer body 2 has a groove 22 and a protrusion 23 on its inner and outer surfaces, respectively. In two adjacent buffer bodies 2, the protrusion 23 of one is inserted into the groove 22 of the other for fixation). n buffer bodies The inner surface of the buffer body 2 that does not adhere to the outer surface of other buffer bodies 2 forms a cylindrical surface; n buffer bodies 2 correspond one-to-one with n support ribs 5, and each support rib 5 and its corresponding buffer body 2 are fixed by mortise and tenon joint (the buffer body 2 has a groove 21, and the other end of the support rib 5 is inserted into the groove 21 for fixation); n anti-compression spring groups are spaced apart in the mounting cavity, and the n anti-compression spring groups correspond one-to-one with the n buffer bodies 2. Each anti-compression spring group is located on one side of the large end of its corresponding buffer body 2. Each anti-compression spring group includes m springs 6 spaced apart from top to bottom and arranged laterally, where m equals 3. The m springs 6 of each anti-compression spring group are embedded inside the large end of its corresponding buffer body 2.

[0021] In this embodiment, the n anti-collision plates 1, n buffer bodies 2, and n steering plates 4 are all made of polyurethane-steel sandwich panels. Compared with the rubber, plastic, and other anti-collision materials used in existing anti-collision devices, polyurethane-steel sandwich panels have a higher energy absorption value and can effectively absorb more energy during ship collisions, thereby improving the anti-collision effect. The n buffer bodies 2 form a "rotating stacked buffer structure," which can continuously transfer and release energy through the compression and contraction of layers of springs during ship collisions. This avoids excessive stress concentration and excessive energy surface density on a single force-bearing area, reducing the occurrence of irreversible damage to the bridge anti-collision device caused by the force exceeding the design strength during impact. At the same time, because the anti-collision effect of the edges of the n anti-collision plates 1 is relatively poor, the n steering plates 4 form a "rotating edge steering structure," which can cause a small-angle turn when the ship hits the edges of the n anti-collision plates 1, changing the ship's course at a small angle and avoiding direct impact between the ship and the edges of the n anti-collision plates 1. The collision avoidance mechanism allows the ship to strike the impact surface of the collision avoidance device or "graze" the part protected by the device, reducing the damage to the collision avoidance device or avoiding the occurrence of a collision accident. Through the design of "rotating stacked buffer structure" and "rotating edge-adjusting structure", the energy buffering and release effect is better when the ship is in collision, and the impact angle can be slightly changed to further reduce the damage to the ship and the collision avoidance device during the impact process, improve the recovery cycle of the collision avoidance device to reduce costs, and make it more economical. In addition, the connections between n collision avoidance plates 1, n buffer bodies 2, n anti-compression spring groups, n rollers 3, n adjusting plates 4 and n support ribs 5 adopt detachable connection methods such as mortise and tenon connection and hinge seat, so that the ship collision avoidance device forms a modular design. When one or more modules are damaged and the protective performance is greatly reduced, only the corresponding module needs to be replaced or repaired.

[0022] In this embodiment, the bridge anti-collision device comprises one anti-collision plate 1, one buffer body 2, one anti-compression spring assembly, one roller 3, one steering plate 4, and one support rib 5, forming one anti-collision unit. Thus, the bridge anti-collision device has n anti-collision units. In actual use, the n anti-collision units are spliced ​​together and placed around the outer side of the cylindrical bridge pillar 9 at a predetermined height. The cylindrical surface formed by the portions of the n buffer bodies 2 that are not in contact with the outer surfaces of other buffer bodies 2 is then fixed to the bridge pillar 9. When a ship collides with the bridge pillar 9, it will come into contact with the bridge anti-collision device, which will buffer the impact force, thereby providing more effective protection for the ship and the bridge, and reducing the risk and loss of collision accidents.

[0023] Example 2: This example is basically the same as Example 1, except that: in this example, as Figure 10 As shown, the polyurethane-steel sandwich panel includes two polyurethane coating layers 7 and a steel layer 8. The steel layer 8 is located between the two polyurethane coating layers 7 and is clamped and fixed by the polyurethane coating layers 7.

[0024] In this embodiment, the polyurethane has a hexagonal honeycomb structure, which is environmentally friendly, corrosion-resistant, and possesses excellent mechanical properties. Its strength, stiffness, toughness, and impact resistance can meet different application requirements. The polyurethane is combined with a steel plate to form a polyurethane-steel sandwich panel, which can absorb energy and ensure impact resistance.

[0025] In summary, the bridge anti-collision device of this utility model adopts a modular design. Through the use of polyurethane-steel sandwich panels, the combination of a "rotating stacked buffer structure" and a "rotating edge-adjusting structure," it can absorb or transfer and disperse a significant amount of energy in the event of a high-speed, large ship impact, exhibiting good anti-collision performance. Furthermore, even when the protective performance significantly deteriorates, the entire system does not need to be replaced, resulting in low maintenance costs. Therefore, the bridge anti-collision device of this utility model has broad application prospects in the field of ship collision protection.

Claims

1. A ship bridge anti-collision device, characterized in that... It includes n anti-collision plates, n buffer bodies, n anti-compression spring groups, n rollers, n steering plates, and n support ribs; n is an integer greater than or equal to 5; the n anti-collision plates, n buffer bodies, and n steering plates are all made of polyurethane-steel sandwich panels; the n rollers are evenly spaced along a circle, forming n intervals between them; the n anti-collision plates are all cuboid structures, and the n anti-collision plates are located one-to-one within the n intervals. Each anti-collision plate has a hinge seat fixed on its left and right sides, and each roller is mounted on the hinge seats located on its left and right sides, and can be positioned relative to the hinge seats located on its left and right sides. The hinge seats rotate, and the inner sides of the n anti-collision plates form a mounting cavity with a regular n-sided cross-section; n directional plates are evenly spaced around the outside of the n rollers, and correspond one-to-one with the n rollers. Two hinge seats are fixedly installed on the inner side of each directional plate, spaced vertically. Each roller is located between the two hinge seats on its corresponding directional plate and is mounted on these two hinge seats, allowing it to rotate relative to them; the outer surfaces of the n directional plates are all arc surfaces, and the outer surfaces of the n directional plates lie on the same cylindrical surface; n support ribs are evenly spaced around the mounting cavity. There are n supporting ribs corresponding one-to-one with n anti-collision plates. Each supporting rib is perpendicular to its corresponding anti-collision plate, and one end of each supporting rib is fixedly connected to its corresponding anti-collision plate by mortise and tenon joints. n buffer bodies are distributed around the mounting cavity. The outer and inner surfaces of each buffer body are curved. One end of the outer and inner surfaces of each buffer body overlaps to form a small end, and the other end separates to form a large end. The inner and outer surfaces of every two adjacent buffer bodies are partially fitted together, and every two adjacent buffer bodies are fixedly connected by mortise and tenon joints. The inner surfaces of the n buffer bodies are not connected to other buffer bodies. The outer surface of the punch body is fitted to form a cylindrical surface; n buffer bodies correspond one-to-one with n support ribs, and each support rib and its corresponding buffer body are fixed by mortise and tenon joints; n anti-compression spring groups are spaced apart in the mounting cavity, and each of the n anti-compression spring groups corresponds one-to-one with the n buffer bodies. Each anti-compression spring group is located on one side of the large end of its corresponding buffer body. Each anti-compression spring group includes m springs spaced apart from top to bottom and arranged laterally, where m is an integer greater than or equal to 3. The m springs of each anti-compression spring group are embedded inside the large end of its corresponding buffer body.

2. The anti-collision device for a ship bridge according to claim 1, characterized in that... The polyurethane-steel sandwich panel comprises two polyurethane coating layers and a steel layer, wherein the steel layer is located between the two polyurethane coating layers and is clamped and fixed by the two polyurethane coating layers.

3. The anti-collision device for ship bridges according to claim 1, characterized in that... n equals 8, m equals 3.

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