Anti-collision wear-resistant rubber fender

Abstract

The utility model relates to rubber fender technical field especially relates to a kind of anti-collision wear-resistant rubber fender, including wharf fender, wharf fender adopts two sides inclination, V-shaped structure of middle boss, the end face of its boss structure is provided with multiple groups of grooves, further including multiple groups of rubber wear blocks and multiple groups of plugging frame, rubber wear block is detachably arranged in groove inside, plugging frame is arranged in the space formed between the outer circumferential surface of rubber wear block and groove inner wall, multiple groups of rubber wear blocks and multiple groups of plugging frame and multiple groups of groove one-to-one correspond, the utility model relates to a kind of anti-collision wear-resistant rubber fender, ship body is close to wharf, first contact multiple groups of rubber wear block outer wall, multiple groups of rubber wear block as direct stress point, its flexible material can preliminarily disperse local impact force, avoid stress concentration, the anti-collision wear-resistant rubber fender is synergized by multistage buffer system, can efficiently attenuate impact kinetic energy, reduce the stress peak value when fender is hit, improve the anti-collision performance.

Description

Technical Field

[0001] This utility model relates to the field of rubber fender technology, and in particular to a collision-resistant and wear-resistant rubber fender. Background Technology

[0002] In dock scenarios with high frequency and low intensity collisions (such as small fishing boat docks and inland river cruise ship docks), dock fenders, as the main anti-collision protection devices, usually adopt an integral rubber structure. Their core function is to absorb the impact energy of the ship collision through the elastic deformation of the rubber material, thereby protecting the dock structure and the ship's safety. However, traditional fenders have obvious shortcomings in adaptability when dealing with such scenarios: their structural design is mostly based on a single buffer layer, with weak wear resistance, and the maintenance method is mostly to replace the whole piece, which is difficult to meet the needs of small docks for low cost and easy operation.

[0003] When rubber fenders are used, traditional dock fenders in the existing technology have the following main technical defects: First, insufficient wear resistance. Due to the frequent berthing of small dock vessels (such as fishing boats berthing multiple times a day), the fender surface directly bears the friction and collision of the hull. The wear-resistant layer of traditional fenders is usually molded as a whole with the body. After long-term use, the surface is prone to wear and cracking, resulting in a decrease in protective performance. Second, low buffering efficiency. The buffering mechanism of traditional fenders mainly relies on the overall deformation of the rubber body. The energy attenuation ability of low-intensity impacts (such as light berthing of small vessels) is limited. After multiple collisions, the fender body is prone to permanent deformation due to fatigue, shortening its service life. Third, high maintenance cost. When the fender is partially worn or damaged, it needs to be completely disassembled and replaced. However, small docks usually lack heavy maintenance equipment (such as cranes) and professional technicians, resulting in long maintenance cycles and high downtime costs, making it difficult to meet the maintenance needs of high-frequency use scenarios.

[0004] Therefore, to address the issue of difficulty in improving the anti-collision performance of fenders in high-frequency, low-intensity collision scenarios at docks, a collision-resistant and wear-resistant rubber fender can be designed. When using this rubber fender, as the hull approaches the dock, it first contacts the outer wall of multiple sets of rubber wear-resistant blocks. These blocks serve as direct stress points, and their flexible material can initially disperse local impact forces, preventing stress concentration. At this point, the rubber wear-resistant blocks slide into the groove under the thrust of the hull. Through an internal multi-stage buffering mechanism, the kinetic energy of the hull impact is gradually attenuated, significantly reducing the impact force on the dock fender itself and achieving the anti-collision function. When the rubber wear-resistant blocks need to be replaced due to long-term impact wear or aging, the fixing constraints of the sealing frame must first be released, then the sealing frame is removed from the groove opening, and the rubber wear-resistant block is pulled outward to remove it from the groove, completing the disassembly of the old part. In summary, this collision-resistant and wear-resistant rubber fender, through the synergistic effect of a multi-stage buffering system, can efficiently attenuate impact kinetic energy, reduce the peak stress of the fender during impact, and improve anti-collision performance. Utility Model Content

[0005] When traditional rubber fenders are in use, their buffering mechanism mainly relies on the overall deformation of the rubber body. Their ability to attenuate the energy of low-intensity impacts is limited. After multiple collisions, the fender body is prone to permanent deformation due to fatigue. Therefore, it is not convenient to improve the anti-collision performance of the fender when used in high-frequency, low-intensity collision dock scenarios.

[0006] The technical solution of this utility model is as follows: a collision-resistant and wear-resistant rubber fender, including a dock fender, the dock fender adopts a V-shaped structure with inclined sides and a raised middle, the end face of the raised structure is provided with multiple sets of grooves, and also includes multiple sets of rubber wear-resistant blocks and multiple sets of sealing frames. The rubber wear-resistant blocks are detachably installed inside the grooves, and the sealing frames are installed in the space formed between the outer peripheral surface of the rubber wear-resistant blocks and the inner wall of the grooves. The multiple sets of rubber wear-resistant blocks and multiple sets of sealing frames correspond one-to-one with the multiple sets of grooves.

[0007] Preferably, when using this rubber fender, as the hull approaches the dock, it first contacts the outer wall of multiple sets of rubber wear-resistant blocks. These rubber wear-resistant blocks serve as direct stress points, and their flexible material can initially disperse local impact forces, preventing stress concentration. At this time, the rubber wear-resistant blocks slide into the groove under the thrust of the hull. Through the internal multi-stage buffering mechanism, the kinetic energy of the hull impact is gradually attenuated, significantly reducing the impact force on the dock fender body and achieving the anti-collision function. When the rubber wear-resistant blocks need to be replaced due to long-term impact wear or aging, the fixing constraint of the sealing frame must be released first, then the sealing frame is removed from the groove opening, and then the rubber wear-resistant block is pulled outward to remove it from the groove, completing the disassembly of the old part. In summary, this anti-collision wear-resistant rubber fender, through the synergistic effect of the multi-stage buffering system, can efficiently attenuate impact kinetic energy, reduce the peak stress of the fender when it is impacted, and improve anti-collision performance.

[0008] Preferably, the sealing frame is a hollow square frame structure, with its outer peripheral dimensions matching the inner wall dimensions at the groove opening, and its inner wall dimensions matching the outer peripheral dimensions of the rubber wear-resistant block.

[0009] Preferably, guide grooves are provided around the inner wall of the groove, and guide rods are fixedly installed in the guide grooves. Rubber buffer cylinders are slidably sleeved on the side walls of the guide rods.

[0010] Preferably, a connecting block is fixedly provided on the outer circumference of the rubber wear-resistant block, and a connecting hole is opened through the inside of the connecting block. The connecting block is slidably sleeved on the side wall of the guide rod through the connecting hole.

[0011] Preferably, multiple sets of rubber buffer balls are fixedly arranged on the inner wall of the groove, and a rubber buffer pad is arranged inside the groove. The inner side of the rubber buffer pad is fixedly connected to the outer wall of the multiple sets of rubber buffer balls.

[0012] Preferably, multiple sets of rubber protrusions are fixedly provided on both the inner and outer surfaces of the rubber wear-resistant block and on the outer side of the rubber buffer pad, and the multiple sets of rubber protrusions are distributed in a rectangular array.

[0013] Preferably, both the sealing frame and the wharf fender have two sets of fixing holes that run through them. Fastening bolts are installed through the fixing holes, and fastening nuts are installed on the threaded ends of the fastening bolts. The fastening nuts are threadedly connected to the threaded ends of the fastening bolts.

[0014] The beneficial effects of this utility model are:

[0015] 1. When using this rubber fender, as the hull approaches the dock, it first contacts the outer wall of multiple sets of rubber wear-resistant blocks. These blocks, acting as direct stress points, initially disperse local impact forces due to their flexible material, preventing stress concentration. Then, the rubber wear-resistant blocks slide into the grooves under the thrust of the hull. Through an internal multi-stage buffering mechanism, the kinetic energy of the impact is gradually attenuated, significantly reducing the impact on the fender itself and achieving a collision protection function. When the rubber wear-resistant blocks need replacement due to long-term impact wear or aging, the fixing constraints of the sealing frame must first be released. Then, the sealing frame is removed from the groove opening, and the rubber wear-resistant block is pulled outwards to remove it from the groove, completing the disassembly of the old part. In summary, this anti-collision wear-resistant rubber fender, through the synergistic effect of a multi-stage buffering system, can efficiently attenuate impact kinetic energy, reduce the peak stress of the fender during impact, and improve its collision protection performance.

[0016] 2. Firstly, the V-shaped structure of the dock fender's raised end face can effectively disperse the concentrated load of the hull impact. Combined with multiple sets of detachable rubber wear-resistant blocks arranged laterally, it forms a locally reinforced wear-resistant layer, preventing the fender body from being directly worn by impact and extending its service life. Secondly, the multi-level buffer system (sliding friction buffering of rubber buffer cylinders, surface contact buffering of rubber protrusions, and overall deformation buffering of rubber buffer balls and buffer pads) works synergistically to efficiently attenuate impact kinetic energy, reduce the stress peak when the fender is impacted, and improve the anti-collision performance. Thirdly, the modular fixing design of the sealing frame and fastening bolts allows the rubber wear-resistant blocks to be quickly disassembled and replaced without replacing the entire fender, greatly reducing maintenance costs and downtime. Fourthly, the array distribution of rubber protrusions not only enhances wear resistance but also disperses local impact force through deformation, further optimizing the buffering effect. Attached Figure Description

[0017] Figure 1 The diagram shown is a first three-dimensional structural schematic of a collision-resistant and wear-resistant rubber fender according to this utility model.

[0018] Figure 2 The diagram shown is a three-dimensional structural representation of the rubber wear-resistant block and sealing frame of a collision-resistant and wear-resistant rubber fender according to this utility model.

[0019] Figure 3 The diagram shows a three-dimensional structural design of a rubber buffer ball and rubber buffer pad combination for an anti-collision and wear-resistant rubber fender according to this utility model.

[0020] Figure 4 The diagram shows a three-dimensional structural representation of the combination of a rubber wear-resistant block and a sealing frame for an anti-collision and wear-resistant rubber fender according to this utility model.

[0021] Figure 5 The diagram shows a three-dimensional structural representation of the assembly of a rubber wear-resistant block and a sealing frame for an anti-collision and wear-resistant rubber fender according to this utility model.

[0022] Explanation of reference numerals in the attached drawings: 1. Dock fender; 2. Groove; 3. Rubber wear-resistant block; 4. Sealing frame; 5. Guide groove; 6. Guide rod; 7. Rubber buffer cylinder; 8. Connecting block; 9. Rubber buffer ball; 10. Rubber buffer pad; 11. Rubber protrusion; 12. Fastening bolt; 13. Fastening nut. Detailed Implementation

[0023] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0024] Please see Figure 1 and Figure 2 This utility model provides an embodiment: a collision-resistant and wear-resistant rubber fender, including a dock fender 1. The dock fender 1 adopts a V-shaped structure with inclined sides and a raised middle. Multiple sets of grooves 2 are opened on the end face of the raised structure. It also includes multiple sets of rubber wear-resistant blocks 3 and multiple sets of sealing frames 4. The rubber wear-resistant blocks 3 are detachably installed inside the grooves 2. The sealing frames 4 are installed in the space formed between the outer peripheral surface of the rubber wear-resistant block 3 and the inner wall of the groove 2. The multiple sets of rubber wear-resistant blocks 3 and multiple sets of sealing frames 4 correspond one-to-one with the multiple sets of grooves 2.

[0025] Please see Figure 2 and Figure 4 The sealing frame 4 is a hollow square frame structure. Its outer circumferential dimensions are matched with the inner wall dimensions of the opening of the groove 2, and its inner wall dimensions are matched with the outer circumferential dimensions of the rubber wear-resistant block 3. The outer circumferential surface of the sealing frame 4 is tightly fitted to the inner wall of the opening of the groove 2, and the inner circumferential surface is in close contact with the outer circumferential surface of the rubber wear-resistant block 3, thus sealing the opening of the guide groove 5 and preventing the rubber wear-resistant block 3 from falling out during subsequent use. Guide grooves 5 are provided on all four sides of the inner wall of the groove 2, and guide rods 6 are fixedly installed in the guide grooves 5. The side walls of the guide rods 6 slide... The moving sleeve is equipped with a rubber buffer cylinder 7, which is made of highly elastic rubber. When subjected to pressure, it undergoes elastic deformation to absorb part of the impact kinetic energy. Connecting blocks 8 are fixedly installed on the outer circumference of the rubber wear-resistant block 3. A connecting hole is opened through the inside of the connecting block 8. The connecting block 8 is slidably sleeved on the side wall of the guide rod 6 through the connecting hole. When the rubber wear-resistant block 3 is vertically inserted into the groove 2, the connecting block 8 is sleeved on the side wall of the guide rod 6 through the connecting hole, so as to realize the sliding guidance and initial positioning of the rubber wear-resistant block 3 in the groove 2.

[0026] Please see Figure 3 and Figure 5Multiple sets of rubber buffer balls 9 are fixedly installed on the inner wall of the groove 2, and a rubber buffer pad 10 is installed inside the groove 2. The inner side of the rubber buffer pad 10 is fixedly connected to the outer wall of the multiple sets of rubber buffer balls 9. The multiple sets of rubber buffer balls 9 fixed on the inner wall of the groove 2 deform under the compression of the rubber buffer pad 10. Utilizing the elastic energy storage characteristics of rubber, the impact kinetic energy is converted into elastic potential energy and gradually released. The rubber buffer pad 10 itself is a flexible layer, and its overall deformation can adapt to the impact force in different directions. Together with the rubber buffer balls 9, it forms a second buffer system. Multiple sets of rubber protrusions 11 are fixedly installed on the inner and outer sides of the rubber wear-resistant block 3 and the outer side of the rubber buffer pad 10. The multiple sets of rubber protrusions 11 are distributed in a rectangular array. The array distribution of the rubber protrusions 11 not only enhances wear resistance, but also disperses the local impact force through deformation, further optimizing the buffering effect.

[0027] Please see Figure 2 and Figure 5 Both the sealing frame 4 and the dock fender 1 have two sets of fixing holes that are opened through them. Fastening bolts 12 are installed through the fixing holes, and fastening nuts 13 are installed on the threaded end of the fastening bolts 12. The fastening nuts 13 are threadedly connected to the threaded end of the fastening bolts 12. Align the two sets of fixing holes that are opened through the corresponding positions inside the sealing frame 4 and the dock fender 1, insert the fastening bolts 12, and after the threaded end of the fastening bolts 12 passes through the fixing hole on the other side of the dock fender 1, it is threadedly connected to the fastening nuts 13 and tightened. The pre-tightening force of the fastening bolts 12 firmly fixes the sealing frame 4 and the dock fender 1, and finally completes the installation of a single set of rubber wear-resistant blocks 3.

[0028] When using this rubber fender, the working principle of the anti-collision and wear-resistant rubber fender is achieved through the synergistic effect of structural design and material properties, which can be divided into three core stages: installation stage, impact buffering stage, and maintenance and replacement stage.

[0029] During the installation phase, the rubber wear-resistant block 3 is first aligned with the opening of the groove 2 on the protruding end face of the dock fender 1. Multiple sets of connecting blocks 8 (each set of connecting blocks 8 has a through-hole) are fixed on its outer circumference and correspond one-to-one with the guide grooves 5 opened around the inner wall of the groove 2. Since the guide rod 6 is fixedly installed in the guide groove 5, and the rubber buffer cylinder 7 (the outer diameter of the rubber buffer cylinder 7 is slightly larger than the diameter of the guide rod 6 and has an initial elastic compression) is slidably sleeved on the side wall of the guide rod 6, when the rubber wear-resistant block 3 is vertically inserted into the groove 2, the connecting block 8 is sleeved on the side wall of the guide rod 6 through the connecting hole, so as to realize the sliding guidance and initial positioning of the rubber wear-resistant block 3 in the groove 2.

[0030] At this time, an annular space is formed between the outer peripheral surface of the rubber wear-resistant block 3 and the inner wall of the groove 2. The sealing frame 4 is embedded in this space, so that the outer peripheral surface of the sealing frame 4 is tightly fitted with the inner wall of the opening of the groove 2, and the inner peripheral surface is in close contact with the outer peripheral surface of the rubber wear-resistant block 3, thus completing the sealing of the opening of the guide groove 5 and preventing the rubber wear-resistant block 3 from falling out in subsequent use. Then, the sealing frame 4 is aligned with the two sets of fixing holes that are connected to the corresponding positions inside the dock fender 1, and the fastening bolt 12 is inserted. After its threaded end passes through the fixing hole on the other side of the dock fender 1, it is threadedly connected to the fastening nut 13 and tightened. The pre-tightening force of the fastening bolt 12 firmly fixes the sealing frame 4 to the dock fender 1, and finally the installation of a single set of rubber wear-resistant blocks 3 is completed. The above steps can be repeated to complete the installation of multiple sets of rubber wear-resistant blocks 3, so that multiple sets of rubber wear-resistant blocks 3 are arranged laterally on the raised structure surface of the dock fender 1 to form the first wear-resistant protective layer.

[0031] During the impact buffering phase, when the ship approaches the dock, it first contacts the multiple sets of rubber protrusions 11 on the outer wall of the multiple sets of rubber wear-resistant blocks 3. The rubber protrusions 11 serve as direct force-bearing points, and their flexible material can initially disperse the local impact force and avoid stress concentration. At this time, the rubber wear-resistant blocks 3 slide into the groove 2 under the thrust of the ship, driving the connecting block 8 to move axially along the guide rod 6. The side wall of the connecting block 8 is squeezed against the rubber buffer cylinder 7 on the side wall of the guide rod 6. The rubber buffer cylinder 7 is made of highly elastic rubber material, which generates elastic deformation when compressed, absorbing part of the impact kinetic energy. At the same time, its sliding friction with the guide rod 6 further consumes energy, forming the first layer of buffer. As the rubber wear-resistant blocks 3 continue to move inward, the multiple sets of rubber protrusions 11 on the inner wall of the blocks come into contact with the rubber protrusions 11 on the outer side of the rubber buffer pad 10 set in the groove 2. The two achieve surface contact buffering through the compression deformation between the protrusions, further dispersing the impact force.

[0032] Meanwhile, the multiple sets of rubber buffer balls 9 fixed to the inner wall of the groove 2 deform under the pressure of the rubber buffer pad 10. Utilizing the elastic energy storage characteristics of rubber, the impact kinetic energy is converted into elastic potential energy and gradually released. The rubber buffer pad 10 itself is a flexible layer, and its overall deformation can adapt to impact forces in different directions. Together with the rubber buffer balls 9, it forms the second buffer system. Finally, through the sliding displacement of the rubber wear-resistant block 3, the local deformation of the rubber buffer cylinder 7, the surface contact compression of the rubber protrusion 11, and the overall deformation of the rubber buffer balls 9 and the buffer pad, a multi-level buffer mechanism is formed, which gradually attenuates the kinetic energy of the ship impact, significantly reduces the impact force on the main body of the dock fender 1, and achieves the anti-collision function.

[0033] During the maintenance and replacement phase, when the rubber wear-resistant block 3 needs to be replaced due to long-term impact wear or aging, simply loosen and remove the fastening nut 13, pull out the fastening bolt 12, release the fixing constraint of the sealing frame 4, and then remove the sealing frame 4 from the opening of the groove 2. At this time, the opening of the guide groove 5 is fully exposed. Since the rubber wear-resistant block 3 is slidably connected to the guide rod 6 through the connecting block 8, it is only necessary to pull the rubber wear-resistant block 3 outward along the axial direction of the guide rod 6 to remove it from the groove 2, thus completing the disassembly of the old part. When installing the new part, the reverse steps of the above installation phase can be followed. The whole process does not require disassembling the main body of the dock fender 1 or other undamaged parts, making the operation convenient and the maintenance cost low.

[0034] In summary, this anti-collision and wear-resistant rubber fender achieves multiple beneficial effects through innovative structural design and material properties: Firstly, the V-shaped structure of the dock fender 1 with its raised end face can effectively disperse the concentrated load of the ship's impact. Combined with multiple sets of detachable rubber wear-resistant blocks 3 arranged laterally, it forms a locally reinforced wear-resistant layer, preventing the fender body from being directly worn by impact and extending its service life. Secondly, the multi-level buffer system (sliding friction buffering of rubber buffer cylinder 7, surface contact buffering of rubber protrusion 11, and overall deformation buffering of rubber buffer ball 9 and buffer pad) works synergistically to efficiently attenuate the impact. The impact kinetic energy reduces the peak stress of the fender when it is hit, thus improving its anti-collision performance. Thirdly, the modular fixing design of the sealing frame 4 and the fastening bolts 12 allows the rubber wear-resistant block 3 to be quickly disassembled and replaced without replacing the entire fender, which greatly reduces maintenance costs and downtime. Fourthly, the array distribution of the rubber protrusions 11 not only enhances wear resistance but also disperses local impact force through deformation, further optimizing the buffering effect. In summary, this device comprehensively improves the anti-collision and wear resistance performance and the economic efficiency of the dock fender 1 from three aspects: structural protection, energy attenuation, and ease of maintenance.

[0035] Through the above steps, when using this rubber fender, as the hull approaches the dock, it first contacts the outer wall of multiple sets of rubber wear-resistant blocks 3. These multiple sets of rubber wear-resistant blocks 3 serve as direct force-bearing points, and their flexible material can initially disperse local impact force, avoiding stress concentration. At this time, the rubber wear-resistant blocks 3 slide into the groove 2 under the thrust of the hull. Through the internal multi-level buffering mechanism, the kinetic energy of the hull impact is gradually attenuated, significantly reducing the impact force on the main body of the dock fender 1, thus achieving the anti-collision function. When the rubber wear-resistant blocks 3 need to be replaced due to long-term impact wear or aging, the fixing constraint of the sealing frame 4 must be released first, and then the sealing frame 4 should be removed from the opening of the groove 2. Then, the rubber wear-resistant blocks 3 can be pulled outward to remove them from the groove 2, completing the disassembly of the old parts. In summary, this anti-collision wear-resistant rubber fender, through the synergistic effect of the multi-level buffering system, can efficiently attenuate impact kinetic energy, reduce the stress peak when the fender is impacted, and improve anti-collision performance.

[0036] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A collision-resistant and wear-resistant rubber fender, comprising a dock fender (1), wherein the dock fender (1) adopts a V-shaped structure with inclined sides and a raised middle, and the end face of the raised structure is provided with multiple sets of grooves (2), characterized in that: It also includes multiple sets of rubber wear-resistant blocks (3) and multiple sets of sealing frames (4). The rubber wear-resistant blocks (3) are detachably installed inside the groove (2). The sealing frames (4) are installed in the space formed between the outer circumference of the rubber wear-resistant blocks (3) and the inner wall of the groove (2). The multiple sets of rubber wear-resistant blocks (3) and multiple sets of sealing frames (4) correspond one-to-one with the multiple sets of grooves (2).

2. The anti-collision and wear-resistant rubber fender according to claim 1, characterized in that: The sealing frame (4) is a hollow square frame structure. Its outer peripheral dimensions are matched with the inner wall dimensions at the opening of the groove (2), and its inner wall dimensions are matched with the outer peripheral dimensions of the rubber wear-resistant block (3).

3. The anti-collision and wear-resistant rubber fender according to claim 1, characterized in that: The inner wall of the groove (2) is provided with guide grooves (5) on all four sides. A guide rod (6) is fixedly installed in the guide groove (5). A rubber buffer cylinder (7) is slidably sleeved on the side wall of the guide rod (6).

4. The anti-collision and wear-resistant rubber fender according to claim 3, characterized in that: A connecting block (8) is fixedly installed on the outer circumference of the rubber wear-resistant block (3). A connecting hole is opened through the inside of the connecting block (8). The connecting block (8) is slidably sleeved on the side wall of the guide rod (6) through the connecting hole.

5. The anti-collision and wear-resistant rubber fender according to claim 1, characterized in that: Multiple sets of rubber buffer balls (9) are fixedly installed on the inner wall of the groove (2), and a rubber buffer pad (10) is installed inside the groove (2). One side of the rubber buffer pad (10) is fixedly connected to the outer wall of the multiple sets of rubber buffer balls (9).

6. The anti-collision and wear-resistant rubber fender according to claim 5, characterized in that: Multiple sets of rubber protrusions (11) are fixedly installed on both the inner and outer sides of the rubber wear-resistant block (3) and the outer side of the rubber buffer pad (10). The multiple sets of rubber protrusions (11) are distributed in a rectangular array.

7. The anti-collision and wear-resistant rubber fender according to claim 6, characterized in that: The sealing frame (4) and the wharf fender (1) are both provided with two sets of fixing holes. Fastening bolts (12) are installed through the fixing holes. Fastening nuts (13) are installed on the threaded end of the fastening bolts (12). The fastening nuts (13) are threadedly connected to the threaded end of the fastening bolts (12).

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