A ship side impact buffer device

Abstract

This invention provides a ship side impact buffer device, including a fixed block, a sliding block, a piston, and a traction assembly. The fixed block is fixedly connected to the side of the ship, and the side of the fixed block away from the ship has an upwardly inclined surface. The sliding block is slidably connected to the inclined surface and slides along the inclined direction of the surface. A vertical sliding channel is provided inside the fixed block, and vent holes are provided at both ends of the sliding channel. The piston is slidably engaged within the sliding channel. The traction assembly connects the sliding block and the piston so that the sliding block pulls the piston to move within the sliding channel when it slides. This invention solves the problems of limited buffering capacity of rigid protective structures and the inability of elastic buffering materials to effectively dissipate energy, thus improving the buffering effect.

Description

Technical Field

[0001] This utility model relates to the field of shipbuilding, and in particular to a side impact buffer device for ships. Background Technology

[0002] During navigation, especially when facing rough seas, berthing operations, or collisions with other vessels / dock facilities, ships often experience horizontal or oblique impact loads on their hull sides. These impacts can cause localized structural deformation and cracking of the hull, and even affect the overall structural strength, threatening navigational safety and increasing maintenance costs.

[0003] In existing technologies, ship impact protection typically employs two main approaches: one is rigid protective structures (such as fenders and crash beams), which resist impacts through their own structural rigidity, but their buffering capacity is limited, and impact energy is mainly absorbed through structural deformation, easily causing permanent damage; the other is elastic buffer materials (such as tires), but tires themselves have relatively weak damping. After absorbing an impact, the rebound may be significant, failing to effectively dissipate energy. To address these issues, this invention proposes a ship side impact damping device. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a ship side impact buffer device, which solves the problems of limited buffering capacity of rigid protective structures and the inability of elastic buffering materials to effectively dissipate energy in existing technologies.

[0005] According to an embodiment of this utility model, a ship side impact buffer device includes a fixed block, a sliding block, a piston, and a traction assembly. The fixed block is fixedly connected to the side of the ship. The side of the fixed block away from the ship has an upwardly inclined surface. The sliding block is slidably connected to the inclined surface and slides along the inclined direction of the inclined surface. A sliding channel is vertically arranged inside the fixed block, and exhaust holes are provided at both ends of the sliding channel. The piston is slidably engaged in the sliding channel. The traction assembly connects the sliding block and the piston so that the sliding block pulls the piston to move within the sliding channel when it slides.

[0006] The technical principle of this utility model is as follows: when the side of the ship is impacted, the sliding block slides upward along the inclined surface of the fixed block. The traction component pulls the piston to move upward in the vertical sliding channel. The air above the compression channel generates damping, and the negative pressure below the compression channel generates resistance, thereby consuming the impact energy and achieving buffering.

[0007] Preferably, T-shaped sliding grooves are provided on both sides of the inclined surface of the fixed block, and a T-shaped sliding member is fixedly provided on the side of the sliding block near the inclined surface. The T-shaped sliding groove and the T-shaped sliding member slide in a sliding fit, and limit blocks are fixedly installed at both ends of the T-shaped sliding groove.

[0008] Preferably, the fixed block has horizontally oriented traction channels at its upper and lower ends, and a movable groove is provided on the side of the fixed block near the sliding block. The extension line of the movable groove is consistent with the sliding direction of the sliding block. The traction channels are connected to the sliding channel and the movable groove respectively. Traction ropes are fixedly provided at both ends of the piston. The other end of the traction rope passes through the traction channel and is fixedly connected to the sliding block, and the connection position is located in the movable groove. The connection point of the two traction ropes to the sliding block is located between the two traction channels.

[0009] Preferably, the sliding block has a tire fixedly mounted on the side away from the fixed block.

[0010] Preferably, a sealing oil groove is provided on the inclined surface of the fixed block, the sealing oil groove is arranged around the movable groove and is spaced apart.

[0011] Preferably, the vent hole is provided with an internal thread, and a plug is provided inside the vent hole.

[0012] Preferably, rollers are provided at the outlet and inlet ends of the traction channel.

[0013] Preferably, a guide rod is provided inside the T-shaped sliding groove, the guide rod and the extension line of the T-shaped sliding groove are coaxial, a sliding hole is provided inside the T-shaped sliding member, one end of the guide rod is fixedly connected to the limiting block, the other end of the guide rod is engaged with the sliding hole, and a butterfly spring assembly is sleeved on the guide rod.

[0014] Compared to existing technologies, this invention offers the following advantages: The inclined surface design of the fixed block allows the sliding block to slide along the inclined direction. When the ship's side is subjected to a horizontal or oblique impact, the impact force is decomposed into a component force along the inclined surface, propelling the sliding block to slide. The traction assembly, linked to the piston, moves within the sliding channel. The exhaust ports at both ends of the channel generate a damping effect through gas compression / release, converting the impact kinetic energy into heat energy consumption, significantly reducing the impact force transmitted to the hull. The buffering efficiency is higher than that of traditional rigid or elastic protective structures. The device consists only of a fixed block, a sliding block, a piston, and a traction assembly, without complex mechanical or electronic components, reducing the risk of failure. The sliding connection between the sliding block and the inclined surface, and the sealing fit between the piston and the sliding channel, are achieved through physical structures, resulting in low maintenance costs and good long-term stability. The traction assembly directly links the sliding block and the piston. When an impact occurs, the slight displacement of the sliding block can quickly trigger the piston movement, achieving immediate buffering and preventing the accumulation of impact energy that could damage the hull. This is particularly suitable for high-frequency or sudden impact conditions. This device combines mechanical linkage with gas damping, taking into account buffering efficiency, adaptability, and reliability, effectively improving the ship's side impact resistance and extending the service life of the hull structure. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0016] Figure 2 This is a schematic diagram of the inclined surface structure of this utility model.

[0017] In the above attached figures: 1. Ship; 2. Fixed block; 3. Tire; 4. Sliding block; 5. Exhaust port; 6. Sliding channel; 7. Piston; 8. Traction rope; 9. Roller; 10. Traction channel; 11. T-shaped sliding component; 12. Guide rod; 13. Butterfly spring assembly; 14. Sealing oil groove; 15. T-shaped sliding groove; 16. Movable groove; 17. Limiting block. Detailed Implementation

[0018] The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0019] like Figure 1 As shown in the figure, this utility model embodiment proposes a ship side impact buffer device, including a fixed block 2, a sliding block 4, a piston 7, and a traction assembly. The fixed block 2 is fixedly connected to the side of the ship 1, which can be connected by welding or bolts. The side of the fixed block 2 away from the ship 1 has an upwardly inclined surface, and the angle between the inclined surface and the horizontal plane can be set to 45°. The sliding block 4 is slidably connected to the inclined surface and slides along the inclined direction of the inclined surface. The surfaces of the sliding block 4 and the fixed block 2 that come into contact with each other are smooth surfaces to reduce friction. The fixed block 2 and the sliding block 4 can be coated with a corrosion-resistant coating, and adjacent surfaces can be coated with a coating to increase smoothness. A sliding channel 6 is vertically arranged inside the fixed block 2. The sliding channel 6 is a circular hole, and exhaust holes 5 are provided at both ends of the sliding channel 6. In this embodiment, the sliding channel 6 penetrates the fixed block 2 in a vertical direction, and sealing caps are fixedly installed at both ends of the sliding channel 6, with exhaust holes 5 provided on the sealing caps. The piston 7 is slidably fitted within the sliding channel 6, and the traction assembly connects the sliding block 4 and the piston 7 so that the sliding block 4 tractions the piston 7 to move within the sliding channel 6 when it slides.

[0020] Preferably, T-shaped sliding grooves 15 are provided on both sides of the inclined surface of the fixed block 2, and a T-shaped sliding member 11 is fixedly provided on the side of the sliding block 4 near the inclined surface. The T-shaped sliding groove 15 and the T-shaped sliding member 11 are slidably engaged, and limit blocks 17 are fixedly installed at both ends of the T-shaped sliding groove 15. The sliding block 4 achieves stable sliding, precise positioning, and anti-detachment effects by utilizing the guiding properties of the inclined surface and the anti-detachment characteristics of the T-shaped structure, combined with the limit blocks 17 at both ends to limit the sliding stroke.

[0021] Preferably, the fixed block 2 has horizontally oriented traction channels 10 at its upper and lower ends. The fixed block 2 also has a movable groove 16 on the side near the sliding block 4, with the extension line of the movable groove 16 aligned with the sliding direction of the sliding block 4. The traction channels 10 are connected to both the sliding channel 6 and the movable groove 16. Traction ropes 8 are fixedly attached to both ends of the piston 7. The other end of each traction rope 8 passes through the traction channel 10 and is fixedly connected to the sliding block 4, with the connection point located within the movable groove 16. The connection points of the two traction ropes 8 and the sliding block 4 are located between the two traction channels 10. In this embodiment, the traction channels 10 are horizontally positioned and located at the endpoints of the piston 7's stroke. Lubricating oil is provided in the traction channels 10 to reduce frictional resistance. When the sliding block 4 slides along the inclined surface, the portion of the traction rope 8 exiting the traction channel 10 changes position with the sliding block 4. The movable groove 16 ensures that the traction rope 8 remains unaffected.

[0022] Preferably, the sliding block 4 has a tire 3 fixedly mounted on the side away from the fixed block 2. In this embodiment, the side of the tire 3 is fixedly connected to the sliding block 4. When the ship 1 comes into contact with the dock or other hulls, it can deform at the moment of collision to absorb and disperse the energy generated by the collision, providing primary buffering. When the sliding block 4 is pushed to move, it provides secondary buffering.

[0023] Preferably, a sealing oil groove 14 is provided on the inclined surface of the fixed block 2. The sealing oil groove 14 is arranged around the movable groove 16 and is spaced apart. The oil in the oil groove forms an oil film seal, which effectively reduces the leakage of gas in the sliding channel 6 through the traction channel 10 and the movable groove 16 from the gap between the sliding block 4 and the fixed block 2.

[0024] Preferably, the vent hole 5 is provided with an internal thread, and a plug is provided inside the vent hole 5. By plugging, the amount of gas that can be normally vented from the vent hole 5 is adjusted to control the total gas intake and exhaust, and the air pressure in the sliding channel 6 inside the fixed block 2 is precisely controlled, thereby optimizing the buffering performance of the side impact buffer device of the ship 1.

[0025] Preferably, rollers 9 are provided at the outlet and inlet ends of the traction channel 10 to reduce the resistance of the traction rope 8 when passing through the traction channel 10. In this embodiment, the traction rope 8 is a steel wire rope to ensure strength.

[0026] Preferably, a guide rod 12 is provided inside the T-shaped sliding groove 15. The guide rod 12 and the extension line of the T-shaped sliding groove 15 are coaxial. A sliding hole is provided inside the T-shaped sliding member 11. One end of the guide rod 12 is fixedly connected to the limiting block 17, and the other end of the guide rod 12 cooperates with the sliding hole. A butterfly spring assembly 13 is sleeved on the guide rod 12. The guide rod 12 cooperates with the sliding hole to achieve precise guidance. When the sliding block 4 slides upward along the inclined surface, the butterfly spring assembly 13 retracts, mainly using the butterfly spring assembly 13 to assist the sliding block 4 in resetting. When the device does not perform buffering, the sliding block 4 will slide downward along the inclined surface under its own weight. The piston 7 moves slowly in the sliding channel 6, causing the sliding channel 6 above the piston 7 to draw in air and the sliding channel 6 below the piston 7 to expel air. The sliding block 4 resets under its own weight and the cooperation of the butterfly spring assembly 13. The butterfly spring assembly 13 is composed of multiple spring plates connected in series and stacked.

[0027] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A ship side impact buffer device, characterized in that: The assembly includes a fixed block (2), a sliding block (4), a piston (7), and a traction component. The fixed block (2) is fixedly connected to the side of the vessel (1). The side of the fixed block (2) away from the vessel has an upwardly inclined surface. The sliding block (4) is slidably connected to the inclined surface and slides along the inclined direction of the inclined surface. A sliding channel (6) is vertically arranged inside the fixed block (2). Both ends of the sliding channel (6) are provided with exhaust holes (5). The piston (7) is slidably fitted in the sliding channel (6). The traction component connects the sliding block (4) and the piston (7) so that the sliding block (4) tractions the piston (7) to move within the sliding channel (6) when it slides.

2. The ship side impact buffer device as described in claim 1, characterized in that: T-shaped sliding grooves (15) are provided on both sides of the inclined surface of the fixed block (2). A T-shaped sliding member (11) is fixedly provided on the side of the sliding block (4) near the inclined surface. The T-shaped sliding groove (15) and the T-shaped sliding member (11) slide together. Limiting blocks (17) are fixedly installed at both ends of the T-shaped sliding groove (15).

3. The ship side impact buffer device as described in claim 1, characterized in that: The fixed block (2) has horizontally oriented traction channels (10) at both the upper and lower ends. The fixed block (2) also has a movable groove (16) on the side near the sliding block (4). The extension line of the movable groove (16) is consistent with the sliding direction of the sliding block (4). The traction channel (10) is connected to the sliding channel (6) and the movable groove (16) respectively. The piston (7) has traction ropes (8) fixedly installed at both ends. The other end of the traction rope (8) passes through the traction channel (10) and is fixedly connected to the sliding block (4). The connection position is located in the movable groove (16). The connection point of the two traction ropes (8) and the sliding block (4) is located between the two traction channels (10).

4. The ship side impact buffer device as described in claim 1, characterized in that: The sliding block (4) has a tire (3) fixedly mounted on the side away from the fixed block (2).

5. A ship side impact buffer device as described in claim 3, characterized in that: A sealing oil groove (14) is provided on the inclined surface of the fixed block (2). The sealing oil groove (14) surrounds the movable groove (16) and is spaced apart.

6. A ship side impact buffer device as described in claim 1, characterized in that: The vent hole (5) is provided with an internal thread, and the vent hole (5) is provided with a plug.

7. A ship side impact buffer device as described in claim 3, characterized in that: Rollers (9) are provided at the exit and entrance ends of the traction channel (10).

8. A ship side impact buffer device as described in claim 2, characterized in that: A guide rod (12) is provided inside the T-shaped sliding groove (15). The extension lines of the guide rod (12) and the T-shaped sliding groove (15) are coaxial. A sliding hole is provided inside the T-shaped sliding member (11). One end of the guide rod (12) is fixedly connected to the limiting block (17), and the other end of the guide rod (12) is engaged with the sliding hole. A butterfly spring assembly (13) is sleeved on the guide rod (12).

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