A training ship anti-collision device

Abstract

The utility model discloses a training ship anti -collision device, including grab rope ware, a plurality of head and tail connection's anti -collision bag and be used for connecting grab rope ware and the first double -end hook of anti -collision bag, be used for connecting the second double -end hook of adjacent two anti -collision bags, and anti -collision bag includes anticorrosive metal net and installs in anticorrosive metal net's anticollision fender plate piece, and anticollision fender plate piece is adapted to the volume of anticorrosive metal net, and anticorrosive metal net has at least two hole that can supply the hook body of first double -end hook to pass through, the structure of first double -end hook and second double -end hook is same, first double -end hook has first self -locking hook body and second self -locking hook body, and first self -locking hook body and second self -locking hook body rotatory connection, the utility model discloses simple structure, reasonable in design can adjust the connection quantity of anti -collision bag according to the actual size and protection demand of different training ship, and high applicability, convenient to replace and dismantle at the same time, be suitable for training ship high frequency, easy to wear's use scene.

Description

Technical Field

[0001] This utility model relates to the field of protective equipment technology, and more specifically, to a collision avoidance device for training vessels. Background Technology

[0002] During the training of students majoring in navigation and naval architecture, some students lack a solid grasp of ship handling principles and collision avoidance rules, and have insufficient practical experience. They are prone to nervousness and errors when facing complex maritime situations, making it difficult for them to accurately judge and take effective collision avoidance measures. This leads to frequent collisions during practical training exercises. Furthermore, problems such as navigation equipment malfunctions, communication anomalies, or control system failures further increase the risk of collisions, affecting the safety and continuity of training.

[0003] Existing anti-collision devices, such as D-type or semi-circular rubber fenders, while possessing certain cushioning capabilities, still present several problems in actual training applications: First, their considerable weight significantly increases the vessel's hull weight when installed on student training lifeboats with limited load-bearing capacity, impacting their navigation performance and maneuverability; second, traditional fender materials are costly and unsuitable for training scenarios requiring frequent replacements due to frequent collisions; third, installation and disassembly are inconvenient, resulting in low maintenance and replacement efficiency, which hinders the continuity of training and students' practical experience.

[0004] Therefore, there is an urgent need for a lightweight, cost-controllable, easy-to-disassemble and replace anti-collision device to meet the actual needs of high-frequency and multiple collisions in student training, so as to improve training efficiency and learning effect while ensuring safety. Summary of the Invention

[0005] The technical problem to be solved by this utility model is to provide a collision avoidance device for training vessels, which addresses the shortcomings of the prior art. The device has a simple structure and reasonable design. The number of collision avoidance bags can be adjusted according to the actual size and protection requirements of different training vessels, making it highly adaptable. At the same time, it is easy to replace and disassemble, making it suitable for high-frequency and wear-prone use scenarios of training vessels.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is: a training ship collision avoidance device, characterized in that: it includes a rope grabber, multiple collision avoidance bags connected end to end in sequence, a first double-headed hook for connecting the rope grabber and the collision avoidance bags, and a second double-headed hook for connecting two adjacent collision avoidance bags. The collision avoidance bag includes a corrosion-resistant metal mesh bag and a collision avoidance fender plate installed in the corrosion-resistant metal mesh bag. The collision avoidance fender plate is adapted to the volume of the corrosion-resistant metal mesh bag. The corrosion-resistant metal mesh bag has at least two holes through which the hook body of the first double-headed hook can pass. The first double-headed hook and the second double-headed hook have the same structure. The first double-headed hook has a first self-locking hook body and a second self-locking hook body, which are rotatably connected. The first self-locking hook body is connected to the rope grabber, and the second self-locking hook body is connected to the corrosion-resistant metal mesh bag.

[0007] The above-mentioned training ship collision avoidance device is characterized in that: the rope grabber includes a first outer shell and a second outer shell, and a movable blocking plate and a fixed blocking plate disposed between the first outer shell and the second outer shell. The movable blocking plate is fixedly connected to the first outer shell and rotatably connected to the second outer shell. The fixed blocking plate is fixedly connected to the second outer shell. A slot is provided on the side of the fixed blocking plate facing the movable blocking plate. A limit groove is provided on the first outer shell, and a limit block adapted to the limit groove is provided on the fixed blocking plate. Both the first outer shell and the second outer shell are provided with a connecting hole for connecting a first self-locking hook.

[0008] The above-mentioned training ship collision avoidance device is characterized in that: the first self-locking hook body includes a first hook and a first pin disposed at the bottom of the first hook, the first pin passes through a first rotating ring, and the first pin is rotatably connected to the first rotating ring; the second self-locking hook body includes a second hook and a second pin disposed at the bottom of the second hook, the second pin passes through a second rotating ring, and the second pin is rotatably connected to the second rotating ring; the second rotating ring is rotatably connected to the first rotating ring.

[0009] The above-mentioned training ship collision avoidance device is characterized in that: the second rotating ring is nested inside the first rotating ring.

[0010] The above-mentioned anti-collision device for training vessels is characterized in that: the anti-collision fender plate is composed of multiple independent sub-anti-collision blocks spliced ​​together, and the anti-corrosion metal mesh bag is provided with a partition net for separating and fixing each sub-anti-collision block.

[0011] The aforementioned anti-collision device for training vessels is characterized in that: the anti-collision fender plate is an ultra-high molecular weight polyethylene plate or a polyurethane fender plate.

[0012] The aforementioned training ship collision avoidance device is characterized in that: the corrosion-resistant metal mesh bag is made of duplex stainless steel wire woven into a mesh.

[0013] The above-mentioned anti-collision device for training ships is characterized in that: the anti-collision fender plate is in the form of a cubic structure, the anti-corrosion metal mesh is a cubic mesh, and the aperture of the anti-corrosion metal mesh is 2cm-5cm.

[0014] This utility model has the following advantages compared with the prior art: 1. This utility model has a simple structure, reasonable design, and is convenient to implement and use.

[0015] 2. In this utility model, the entire continuous anti-collision chain is installed on the training vessel by a rope grabber. The operator can quickly remove the continuous anti-collision chain from the vessel by disconnecting the rope grabber.

[0016] 3. In this utility model, the anti-collision bag serves as the basic unit of the continuous anti-collision chain. When a part of the continuous anti-collision chain is damaged due to a collision, there is no need to replace or repair the entire continuous anti-collision chain. It is only necessary to remove it from the continuous anti-collision chain and replace it with a good anti-collision bag. This replacement method greatly saves maintenance time and material costs, and is particularly suitable for high-frequency and easily worn-out use scenarios of training ships.

[0017] 4. In this utility model, multiple independent anti-collision packs are connected by a second double-headed hook to form a continuous anti-collision chain. Users can increase or decrease the number of anti-collision packs and adjust the length of the continuous anti-collision chain according to the actual size and protection requirements of different training vessels, making it highly adaptable.

[0018] 5. In this utility model, each anti-collision bag has an anti-collision fender plate built into a corrosion-resistant metal mesh bag. The anti-collision fender plate, as the main force-bearing body, can effectively absorb collision energy. The corrosion-resistant metal mesh bag not only plays a role in containing and fixing, but also disperses the impact force, preventing the fender plate from being damaged due to excessive local stress.

[0019] In summary, this utility model has a simple structure and reasonable design. The number of anti-collision bags can be adjusted according to the actual size and protection requirements of different training vessels, making it highly applicable. At the same time, it is easy to replace and disassemble, making it suitable for high-frequency and easily worn-out use scenarios of training vessels.

[0020] The technical solution of this application will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the installation structure of this utility model.

[0022] Figure 2 This is a schematic diagram of the installation structure of the rope gripper of this utility model.

[0023] Figure 3 This is a schematic diagram showing the connection relationship between the rope gripper and the first double-headed hook of this utility model.

[0024] Figure 4 This is a schematic diagram showing the connection relationship between the anti-collision bag and the first double-headed hook of this utility model.

[0025] Figure 5 This is a schematic diagram of the rope gripper of this utility model.

[0026] In the diagram: 1. Ship; 2. Rope grabber; 11. Link hole; 12. First outer shell; 13. Second outer shell; 14. Movable blocking plate; 15. Fixed blocking plate; 3. First double-headed hook; 31. First self-locking hook body; 32. Second self-locking hook body; 4. Anti-collision fender plate; 5. Anti-corrosion metal mesh bag; 6. Second double-headed hook. Detailed Implementation

[0027] The present application will now be described in further detail with reference to the accompanying drawings and embodiments thereof.

[0028] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0029] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0032] like Figures 1 to 5 As shown, a training vessel collision avoidance device of this application includes a rope grabber 2, a plurality of collision avoidance bags connected end to end, a first double-headed hook 3 for connecting the rope grabber 2 and the collision avoidance bags, and a second double-headed hook 6 for connecting two adjacent collision avoidance bags. The collision avoidance bag includes a corrosion-resistant metal mesh bag 5 and a collision avoidance fender plate 4 installed in the corrosion-resistant metal mesh bag 5. The collision avoidance fender plate 4 is adapted to the volume of the corrosion-resistant metal mesh bag 5. The corrosion-resistant metal mesh bag 5 has at least two holes through which the hook body of the first double-headed hook 3 can pass. The first double-headed hook 3 and the second double-headed hook 6 have the same structure. The first double-headed hook 3 has a first self-locking hook body 31 and a second self-locking hook body 32. The first self-locking hook body 31 and the second self-locking hook body 32 are rotatably connected. The first self-locking hook body 31 is connected to the rope grabber 2, and the second self-locking hook body 32 is connected to the corrosion-resistant metal mesh bag 5.

[0033] It should be noted that there are multiple rope grippers 2. There are multiple first double-headed hooks 3. There are multiple second double-headed hooks 6.

[0034] like Figure 1 and Figure 2As shown, when installing the anti-collision device on vessel 1, one or more ropes must first be fixed at appropriate locations along the outer side of the ship's hull. Existing railings, bulwarks, mooring bollards, or pre-set U-shaped / D-shaped rings on vessel 1 can be used as anchor points for the ropes. Then, the individual anti-collision packs are connected end-to-end using the second double-headed hook 6: one end of the second double-headed hook 6 is hooked into the mesh of the anti-corrosion metal mesh bag 5 of the previous anti-collision pack, and the other end is hooked into the corresponding mesh of the anti-corrosion metal mesh bag 5 of the next anti-collision pack, and so on, until a continuous anti-collision chain matching the length of the ship's hull side is formed. Next, on the side of the continuous anti-collision chain facing the hull, the second self-locking hook body 32 of the first double-headed hook 3 is hooked one by one into the mesh of the anti-corrosion metal mesh bag 5 of each anti-collision pack; the first self-locking hook body 31 of the first double-headed hook 3 is then hooked into the connecting hole of the rope grabber 2. The rope gripper 2 is firmly clamped onto the rope, thereby suspending the entire continuous anti-collision chain stably and flatly on the side of the training vessel through multi-point suspension, effectively dealing with the risks of berthing and collision that may occur during training.

[0035] Each anti-collision bag has an anti-collision fender plate 4 built into a corrosion-resistant metal mesh bag 5. The anti-collision fender plate 4, as the main load-bearing body, can effectively absorb collision energy. The corrosion-resistant metal mesh bag 5 not only plays a role in containing and fixing, but also disperses the impact force, preventing the fender plate from being damaged due to excessive local stress.

[0036] Multiple independent anti-collision packs are connected by the second double-headed hook 6 to form a continuous anti-collision chain. Users can increase or decrease the number of anti-collision packs and adjust the length of the continuous anti-collision chain according to the actual size and protection requirements of different training vessels, making it highly adaptable.

[0037] As the basic unit of a continuous collision avoidance chain, the bumper bag eliminates the need to replace or repair the entire chain when a section of the chain is damaged in a collision. Maintenance personnel simply need to disconnect the first and second double-headed hooks connecting the damaged bumper bag to remove it from the chain and replace it with a new, intact one. This replacement method significantly saves maintenance time and material costs, making it particularly suitable for the high-frequency, wear-prone use scenarios of training vessels.

[0038] If a training vessel requires extensive maintenance, cleaning, or complete replacement of its anti-collision devices, the operators can quickly remove the continuous anti-collision chain from the vessel by disconnecting the rope catcher 2.

[0039] In this embodiment, the rope gripper 2 includes a first outer shell 12 and a second outer shell 13, as well as a movable blocking plate 14 and a fixed blocking plate 15 disposed between the first outer shell 12 and the second outer shell 13. The movable blocking plate 14 is fixedly connected to the first outer shell 12 and rotatably connected to the second outer shell 13. The fixed blocking plate 15 is fixedly connected to the second outer shell 13. The fixed blocking plate 15 has a slot on the side facing the movable blocking plate 14. A limiting groove is provided on the first outer shell 12, and a limiting block adapted to the limiting groove is provided on the fixed blocking plate 15. Both the first outer shell 12 and the second outer shell 13 have a connecting hole for connecting the first self-locking hook 31.

[0040] It should be noted that the movable blocking plate 14 is connected to the second outer shell 13 by a pin.

[0041] In actual use, firstly, rotate the first outer shell 12. Through the fixed connection between the first outer shell 12 and the movable blocking plate 14, the first outer shell 12 drives the movable blocking plate 14 to rotate around the pin shaft, so that an open channel that can accommodate the rope is formed between the movable blocking plate 14 and the fixed blocking plate 15. Then, rotate the first outer shell 12 in the opposite direction. The first outer shell 12 drives the movable blocking plate 14 to rotate, driving the movable blocking plate 14 to reset towards the fixed blocking plate 15 until the limiting groove on the first outer shell 12 is engaged with the limiting block on the fixed blocking plate 15, thereby achieving the positioning of the movable blocking plate 14. At this time, the corners of the movable blocking plate 14 and the slots of the fixed blocking plate 15 respectively hold the two sides of the rope. The combined force of the two securely locks the rope gripper 2 in the preset position of the rope, ensuring connection stability.

[0042] The limiting groove on the first outer shell 12 and the limiting block on the fixed blocking plate 15 are engaged by the rigid deformation of the components themselves, resulting in high connection strength. The size fit achieves mechanical interlocking, and the geometric shapes of the two constrain each other. When no additional external force is applied, the mating surfaces of the limiting block and the limiting groove will generate static friction, preventing relative displacement between the two, thereby achieving a self-locking effect and preventing loosening.

[0043] In this embodiment, the first self-locking hook body 31 includes a first hook and a first pin disposed at the bottom of the first hook. The first pin passes through the first rotating ring and is rotatably connected to the first rotating ring. The second self-locking hook body 32 includes a second hook and a second pin disposed at the bottom of the second hook. The second pin passes through the second rotating ring and is rotatably connected to the second rotating ring. The second rotating ring is rotatably connected to the first rotating ring.

[0044] In actual use, the first self-locking hook body 31 is a rotating self-locking double-headed hook. The second rotating ring can rotate relative to the first rotating ring, allowing the first and second hooks to flexibly adjust their spatial angles. During assembly, there is no need to adjust the position of the connected object; precise hooking is achieved by adjusting the hook body angle, significantly improving assembly convenience. During stress-bearing, when the ship sways or experiences varying collision angles during training, the rotating self-locking double-headed hook can rotate in response to tension or pressure in different directions, preventing rigid tension between the hook body and the connection point, thereby dispersing stress and improving the overall impact resistance of the connection structure.

[0045] In this embodiment, the second rotating ring is nested within the first rotating ring. In another possible embodiment, the second rotating ring and the first rotating ring are connected by a pin, the two ends of which can be deformed by tapping to prevent them from falling off.

[0046] In this embodiment, the anti-collision fender plate 4 is composed of multiple independent sub-anti-collision blocks spliced ​​together, and the anti-corrosion metal mesh bag 5 is provided with a partition net inside for separating and fixing each sub-anti-collision block.

[0047] In practical use, the splicing structure of the sub-bumper blocks can disperse collision energy through the independent deformation of each block, preventing the entire block from being damaged due to excessive local stress. At the same time, the mesh can limit the relative displacement of the sub-bumper blocks, ensuring more uniform force transmission during collision, resulting in good performance. In one possible embodiment, the length of the sub-bumper block is 40-80cm.

[0048] In this embodiment, the anti-collision fender 4 is made of ultra-high molecular weight polyethylene (UHMWPE) or polyurethane. The advantage of UHMWPE or polyurethane fenders lies in their lightweight nature while maintaining reliable protective performance. Installing this lightweight anti-collision device reduces the weight of the training vessel, does not affect the students' operational flexibility or the vessel's navigation performance, and eliminates the need for students to readjust to familiar operating positions and pressures, thus reducing the difficulty of adaptation and training time.

[0049] It should be noted that ultra-high molecular weight polyethylene (UHMWPE) sheets have extremely high impact strength and abrasion resistance, can efficiently absorb collision energy through their own deformation, and are resistant to low temperatures and corrosion, making them less prone to cracking or aging in frequent collisions and aquatic environments. Polyurethane fenders, on the other hand, have excellent elastic recovery capabilities, can quickly rebound and reset after impact, and can maintain a stable cushioning effect even after long-term use. They are also lightweight and resistant to seawater erosion, making them suitable for the lightweight and weather-resistant requirements of training vessels.

[0050] The anti-corrosion metal mesh bag 5 is woven from duplex stainless steel wire. Duplex stainless steel has high strength and good toughness, which can withstand the overall tension after the sub-bumper blocks are spliced ​​and the local stress during collision, preventing the mesh from deforming or breaking; at the same time, it has excellent corrosion resistance and can resist the erosion of lake water and humid air for a long time, preventing the mesh bag from rusting and breaking, ensuring the long-lasting and reliable containment and fixation of the anti-collision fender plates, and significantly improving the service life and safety of the entire anti-collision device.

[0051] In this embodiment, the anti-collision fender plate 4 has a cubic structure, and the anti-corrosion metal mesh bag 5 is also a cubic mesh bag. Therefore, the anti-collision fender plate 4 and the anti-corrosion metal mesh bag 5 have a higher fit, which can prevent the anti-collision fender plate 4 from shaking or shifting within the anti-corrosion metal mesh bag 5; at the same time, the regularity of the cubic structure makes it easy to keep multiple sub-anti-collision blocks in a flat arrangement when spliced ​​together, reducing installation gaps.

[0052] The anti-corrosion metal mesh bag 5 has an aperture of 2cm-5cm. This aperture range allows the hook body of the first double-headed hook 3 or the second double-headed hook 6 to pass through and hook into the mesh bag, ensuring a secure connection while simplifying installation and disassembly, thus meeting the needs of frequent adjustments or maintenance in training scenarios.

[0053] The above description is merely an embodiment of this application and does not constitute any limitation on this application. Any simple modifications, alterations, or equivalent structural changes made to the above embodiments based on the technical essence of this application shall still fall within the protection scope of the technical solution of this application.

Claims

1. A training vessel collision avoidance device, characterized in that: It includes a rope grabber (2), multiple anti-collision bags connected end to end, a first double-headed hook (3) for connecting the rope grabber (2) and the anti-collision bags, and a second double-headed hook (6) for connecting two adjacent anti-collision bags. The anti-collision bag includes a corrosion-resistant metal mesh bag (5) and an anti-collision fender plate (4) installed in the corrosion-resistant metal mesh bag (5). The anti-collision fender plate (4) is adapted to the volume of the corrosion-resistant metal mesh bag (5). The corrosion-resistant metal mesh bag (5) has at least two holes through which the hook body of the first double-headed hook (3) can pass. The first double-headed hook (3) and the second double-headed hook (6) have the same structure; the first double-headed hook (3) has a first self-locking hook body (31) and a second self-locking hook body (32), the first self-locking hook body (31) and the second self-locking hook body (32) are rotatably connected, the first self-locking hook body (31) is connected to the rope grabber (2), and the second self-locking hook body (32) is connected to the anti-corrosion metal mesh bag (5).

2. A training ship collision avoidance device according to claim 1, characterized in that: The rope gripper (2) includes a first outer shell (12) and a second outer shell (13), as well as a movable blocking plate (14) and a fixed blocking plate (15) disposed between the first outer shell (12) and the second outer shell (13). The movable blocking plate (14) is fixedly connected to the first outer shell (12) and rotatably connected to the second outer shell (13). The fixed blocking plate (15) is fixedly connected to the second outer shell (13). The fixed blocking plate (15) has a slot on the side facing the movable blocking plate (14). A limit groove is provided on the first outer shell (12), and a limit block adapted to the limit groove is provided on the fixed blocking plate (15). Both the first outer shell (12) and the second outer shell (13) have a connecting hole (11) for connecting the first self-locking hook body (31).

3. A training ship collision avoidance device according to claim 1, characterized in that: The first self-locking hook body (31) includes a first hook and a first pin at the bottom of the first hook. The first pin passes through the first rotating ring and is rotatably connected to the first rotating ring. The second self-locking hook body (32) includes a second hook and a second pin at the bottom of the second hook. The second pin passes through the second rotating ring and is rotatably connected to the second rotating ring. The second rotating ring is rotatably connected to the first rotating ring.

4. A training ship collision avoidance device according to claim 3, characterized in that: The second rotating ring is nested inside the first rotating ring.

5. A training ship collision avoidance device according to claim 1, characterized in that: The anti-collision fender plate (4) is composed of multiple independent sub-anti-collision blocks spliced ​​together, and the anti-corrosion metal mesh bag (5) is equipped with a partition net inside for separating and fixing each sub-anti-collision block.

6. A training vessel collision avoidance device according to claim 1 or 5, characterized in that: The anti-collision fender (4) is made of ultra-high molecular weight polyethylene or polyurethane fender.

7. A training ship collision avoidance device according to claim 1, characterized in that: The anti-corrosion metal mesh bag (5) is made of duplex stainless steel wire woven into a mesh.

8. A training ship collision avoidance device according to claim 1, characterized in that: The anti-collision fender plate (4) is cubic in structure, and the anti-corrosion metal mesh bag (5) is cubic in shape. The aperture of the anti-corrosion metal mesh bag (5) is 2cm-5cm.

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