A new type of rubber fender based on ship collision prevention

Abstract

The utility model relates to a novel rubber fender based on ship anti -collision, including fender main part, be provided with left rubber pad on the fender main part, left rubber pad right side is provided with right rubber pad, left rubber pad with the inside of right rubber pad is equipped with the mounting groove, place in the mounting groove has the inner rubber layer, the middle part of inside hollow groove of the inner rubber layer is equipped with, the middle part between left and right ends of hollow groove is fixedly connected with the fixed link, the fixed link outer surface is fixedly connected with first mounting block, first mounting block between fixedly connected with first fixed axle, first fixed axle surface rotationally connects with first connecting plate, first connecting plate is fixedly connected with buffer spring on, through the synergies of the closed cell honeycomb structure of inner rubber layer, buffer spring, damper and left rubber pad and right rubber pad, can carry out the buffer and absorption to the collision impact force from multiple levels, has improved the buffer effect of fender greatly, effectively reduces the damage of collision to the ship.

Description

Technical Field

[0001] This utility model relates to the field of marine equipment technology, specifically to a novel rubber fender for ship collision avoidance. Background Technology

[0002] During navigation and berthing, collisions between ships and docks or other vessels are common, causing damage to the ship's hull, equipment malfunctions, and even safety accidents. To reduce losses from collisions, fenders are typically installed on the sides of ships.

[0003] In existing technologies, most ship fenders on the market are made of a single rubber material, which has a certain cushioning performance.

[0004] While existing devices offer some cushioning performance, their effectiveness is limited when subjected to significant impacts. They may fail to absorb enough energy or generate excessive reaction forces, causing damage and failing to effectively protect the ship. Therefore, a novel rubber fender for ship collision protection is proposed to address these issues. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide a new type of rubber fender for ship collision protection, so as to solve the technical problems mentioned in the background art.

[0006] This utility model is achieved through the following technical solution: A novel rubber fender for ship collision avoidance includes a fender body, a left rubber pad on the fender body, a right rubber pad on the right side of the left rubber pad, and mounting grooves on the inner sides of the left and right rubber pads. An inner rubber layer is placed in the mounting groove, and a hollow groove is formed in the middle of the inner rubber layer. A fixing rod is fixedly connected between the left and right ends of the middle of the hollow groove. A first mounting block is fixedly connected to the outer surface of the fixing rod. Multiple sets of the first mounting blocks are evenly distributed on the outer surface of the fixing rod. A first fixing shaft is fixedly connected between the first mounting blocks. A first connecting plate is rotatably connected to the surface of the first fixing shaft. A buffer spring is fixedly connected to the first connecting plate. A second connecting plate is fixedly connected to the other end of the buffer spring. A second mounting block is fixedly connected to the inner wall of the hollow groove. Multiple sets of the second mounting blocks are provided. A second fixing shaft is fixedly connected between the second mounting blocks, and the second connecting plate is rotatably connected to the second fixing shaft.

[0007] Furthermore, a slot is provided around the perimeter of the mounting groove, and a retaining strip is fixedly connected to the outer surface of the inner rubber layer, with the retaining strip located within the slot.

[0008] Furthermore, a damper is fixedly connected to the first connecting plate, and the other end of the damper is fixedly connected to the second connecting plate. The damper is located inside the buffer spring.

[0009] Furthermore, the combination of the buffer spring and the damper is arranged in five sets laterally on the fixed rod and in five sets circumferentially.

[0010] Furthermore, a zipper is provided between the left rubber pad and the right rubber pad, and the zipper connects the right rubber pad and the left rubber pad.

[0011] Furthermore, the outer surfaces of the left and right rubber pads are provided with a nano-coating layer, and the zipper is sprayed with a rust inhibitor.

[0012] Furthermore, the middle portion of the left rubber pad and the right rubber pad adopts a closed-cell honeycomb structure.

[0013] The beneficial effects of this utility model are as follows: 1. This novel rubber fender for ship collision protection utilizes the synergistic effect of an inner rubber layer, buffer springs, damping, and a closed-cell honeycomb structure of the port and starboard rubber pads to buffer and absorb collision impacts from multiple levels, significantly improving the fender's cushioning effect and effectively reducing collision damage to the ship. The combined distribution of multiple buffer springs and dampers can handle impacts from different angles, and the damping also reduces reaction forces, preventing secondary damage.

[0014] 2. This new type of rubber fender for ship collision protection can effectively resist the corrosion of harsh environments, delay the aging and corrosion of various fender components, extend the service life of the fender, and reduce the operating cost of the ship through the nano-coating layer on the outer surface of the left and right rubber pads and the rust inhibitor on the zipper. Attached Figure Description

[0015] Figure 1 This is the front view of the present invention; Figure 2 This is a partial, dispersed three-dimensional view of the present invention; Figure 3 This is a partial structural cross-sectional view of the present invention; Figure 4 This is a partial three-dimensional structural view of the present invention; Figure 5 For the present utility model Figure 3 Enlarged view of point A in the middle.

[0016] In the diagram: 10. Fender body; 11. Portal rubber pad; 12. Starboard rubber pad; 21. Mounting groove; 22. Inner rubber layer; 23. Slot; 24. Clip; 25. Hollow groove; 26. Fixing rod; 27. First mounting block; 28. First fixing shaft; 29. ​​First connecting plate; 30. Buffer spring; 31. Second connecting plate; 32. Second mounting block; 33. Second fixing shaft; 34. Damping; 35. Zipper. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0018] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0019] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0020] In the above description of this utility model, it should be noted that the terms "one side," "the other side," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the utility model product is in use. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0021] Furthermore, terms such as "identical" do not imply that components must be absolutely identical; minor differences are permissible. The term "perpendicular" simply means that the positional relationship between components is more perpendicular than "parallel," not that the structure must be perfectly perpendicular; a slight tilt is acceptable.

[0022] Please see Figure 1-5This utility model provides a technical solution: a novel rubber fender for ship collision avoidance, comprising a fender body 10, a left rubber pad 11 disposed on the fender body 10, and a right rubber pad 12 disposed on the right side of the left rubber pad 11. An installation groove 21 is formed on the inner side of the left rubber pad 11 and the right rubber pad 12, and an inner rubber layer 22 is placed within the installation groove 21. A hollow groove 25 is formed in the middle of the inner rubber layer 22, and a fixing rod 26 is fixedly connected between the left and right ends of the middle part of the hollow groove 25. A first mounting block 27 is fixedly connected to the outer surface of the fixing rod 26. 7. Multiple sets of mounting blocks 27 are evenly distributed on the outer surface of the fixing rod 26. A first fixing shaft 28 is fixedly connected between the first mounting blocks 27. A first connecting plate 29 is rotatably connected to the surface of the first fixing shaft 28. A buffer spring 30 is fixedly connected to the first connecting plate 29. A second connecting plate 31 is fixedly connected to the other end of the buffer spring 30. A second mounting block 32 is fixedly connected to the inner wall of the hollow groove 25. Multiple sets of the second mounting blocks 32 are provided. A second fixing shaft 33 is fixedly connected between the second mounting blocks 32. The second connecting plate 31 is rotatably connected to the second fixing shaft 33.

[0023] In this embodiment: the mounting groove 21 is used to precisely position and place the inner rubber layer 22, preventing the inner rubber layer 22 from sliding freely inside the fender; at the same time, it provides a basis for the cooperation between the slot 23 and the strip 24, ensuring the connection stability between the inner rubber layer 22 and the left rubber pad 11 and the right rubber pad 12; the inner rubber layer 22 receives and transmits the impact force from the left rubber pad 11 and the right rubber pad 12, further absorbing the impact energy through its own rubber elasticity, while wrapping the buffer spring 30, fixing rod 26 and other components inside the hollow groove 25, reducing the impact of spring vibration on the external structure. The hollow groove 25 provides installation space for components such as the buffer spring 30, fixing rod 26, and damping 34. Simultaneously, the hollow structure reduces the overall weight of the inner rubber layer 22 and aids in heat dissipation through airflow within the chamber. The fixing rod 26 is used to install the first mounting block 27, providing a stable fixing point for the buffer spring 30 and the first connecting plate 29. It also bears some of the lateral impact force during collision, preventing the hollow groove 25 from deforming due to excessive force and ensuring the stability of the internal buffer structure. The first mounting block 27 and the second mounting block 32 are connected by a first fixing rod. The fixed shaft 28 connects the first connecting plate 29 to the fixed rod 26, ensuring that the first connecting plate 29 can rotate stably around the first fixed shaft 28. The second connecting plate 31 is connected to the hollow groove 25, providing a fulcrum for its rotation. The first fixed shaft 28 and the second fixed shaft 33 provide flexible angular space for the buffer spring 30. When impact forces come from different directions, the connecting plate can adjust the spring's force angle by rotation, ensuring that the spring can absorb impacts from multiple directions. Simultaneously, it limits the displacement range of the connecting plate, preventing it from detaching from the installation due to excessive force. The first connecting plate 29 and the second connecting plate 31 work together to form a movable buffer link between the buffer spring 30 and the damper 34 between the fixed rod 26 and the hollow groove 25, ensuring that the impact force can be transmitted to the spring and the damper 34 through the connecting plate to achieve the buffering effect. The buffer spring 30 is the key to absorbing the impact force. When the impact force is transmitted to the hollow groove 25, the buffer spring 30 is compressed. Through the elastic deformation of the spring, the impact energy is converted into the elastic potential energy of the spring, which greatly weakens the impact force that is finally transmitted to the ship.

[0024] Please see Figure 2 The mounting groove 21 has a slot 23 around its perimeter, and a clip 24 is fixedly connected to the outer surface of the inner rubber layer 22, with the clip 24 located within the slot 23.

[0025] In this embodiment, the inner rubber layer 22 can be stably fixed in the mounting groove 21 by the cooperation of the slot 23 and the strip 24, preventing the inner rubber layer 22 from shifting when subjected to impact force, thus ensuring the stable buffering performance of the fender.

[0026] Please see Figure 5A damper 34 is fixedly connected to the first connecting plate 29, and the other end of the damper 34 is fixedly connected to the second connecting plate 31. The damper 34 is located inside the buffer spring 30.

[0027] In this embodiment, the damper 34 is used in conjunction with the buffer spring 30. While the buffer spring 30 plays a buffering role, the damper 34 can reduce the vibration frequency of the buffer spring 30, reduce the reaction force of the fender during the buffering process, avoid secondary damage to the ship, and shorten the reset time of the buffer spring 30, thereby improving the repeated buffering performance of the fender.

[0028] Please see Figure 3 The combination of the buffer spring 30 and the damper 34 is arranged in five sets horizontally and five sets circumferentially on the fixed rod 26.

[0029] In this embodiment, the combination of multiple sets of buffer springs 30 and dampers 34 can buffer and absorb impact forces from different directions and positions, greatly improving the overall buffering effect of the fender and enabling the fender to cope with collision impacts from different angles.

[0030] Please see Figure 1 A zipper 35 is provided between the left rubber pad 11 and the right rubber pad 12, and the zipper 35 connects the right rubber pad 12 and the left rubber pad 11.

[0031] In this embodiment, the left rubber pad 11 and the right rubber pad 12 are connected by a zipper 35, which facilitates the installation and disassembly of the fender. When the internal components of the fender are damaged and need to be repaired or replaced, the fender can be opened simply by pulling the zipper 35. The operation is convenient and reduces maintenance costs and difficulty.

[0032] Please see Figure 1 The outer surfaces of the left rubber pad 11 and the right rubber pad 12 are provided with a nano-coating layer, and the zipper 35 is sprayed with a rust inhibitor.

[0033] In this embodiment: the nano-coating layer has excellent corrosion resistance, wear resistance and weather resistance, which can effectively protect the left rubber pad 11 and right rubber pad 12 from the erosion of harsh environmental factors such as seawater, humid air, and ultraviolet rays, slow down the aging rate of the rubber pads and extend the service life of the fender; spraying rust inhibitor on the zipper 35 can prevent the zipper 35 from rusting due to long-term contact with corrosive substances such as seawater, ensure the normal use of the zipper 35, and further improve the overall durability of the fender.

[0034] Please see Figure 4 The left rubber pad 11 and the right rubber pad 12 adopt a closed-cell honeycomb structure in the middle.

[0035] In this embodiment, the closed-cell honeycomb structure is characterized by its light weight, high strength, and good buffering performance. It can reduce the overall weight of the fender while improving the structural strength and buffering capacity of the left rubber pad 11 and the right rubber pad 12. When subjected to collision impact, the closed-cell honeycomb structure can effectively absorb the impact energy, further enhancing the anti-collision effect of the fender.

[0036] Working principle: When a ship collides with a dock or other vessels, the left rubber pad 11 and right rubber pad 12, as the outermost fender structure, first come into direct contact with the object of collision. Utilizing the elastic properties of their own rubber material, they undergo elastic deformation under the impact force, converting part of the impact energy into the elastic potential energy of the rubber, initially weakening the impact intensity and preventing the impact force from being directly transmitted to the ship's hull. The remaining impact force after being buffered by the outer layer is transmitted to the inner rubber layer 22 through the mounting grooves 21 on the inner side of the left and right rubber pads 11 and 12. The inner rubber layer 22, as the middle buffer structure, continues to absorb part of the impact force through elastic deformation of its own rubber material, while uniformly guiding the remaining impact force to its internal hollow grooves 25. The slots 23 in the mounting grooves 21 and the outer surface of the inner rubber layer 22... The locking strip 24 fits tightly, firmly fixing the position of the inner rubber layer 22. When the impact force is transmitted to the hollow groove 25, the core buffer component consisting of the buffer spring 30 and the damper 34 begins to play a key role. The buffer spring 30 undergoes tensile or compressive deformation under the tension or pressure of the connecting plates on both sides, converting most of the remaining impact energy into the elastic potential energy of the spring, achieving deep absorption of the impact force. Since the buffer spring 30 will generate rebound vibration after deformation, the damper 34 located inside the buffer spring 30 works synchronously at this time. The damper 34 hinders the relative movement of the first connecting plate 29 and the second connecting plate 31, reduces the vibration frequency and amplitude of the buffer spring 30, and shortens the spring reset time. This weakens the reaction force intensity and allows the fender to quickly return to its initial state to cope with possible continuous collisions.

[0037] 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 novel rubber fender for ship collision avoidance, comprising a fender body (10), characterized in that: A left rubber pad (11) is provided on the main body (10) of the fender, and a right rubber pad (12) is provided on the right side of the left rubber pad (11). An installation groove (21) is provided on the inner side of the left rubber pad (11) and the right rubber pad (12). An inner rubber layer (22) is placed in the installation groove (21). A hollow groove (25) is provided in the middle of the inner rubber layer (22). A fixing rod (26) is fixedly connected between the left and right ends of the middle part of the hollow groove (25). A first mounting block (27) is fixedly connected to the outer surface of the fixing rod (26). The first mounting block (27) is provided with multiple sets evenly distributed on the fixing rod (26). On the outer surface, a first fixed shaft (28) is fixedly connected between the first mounting blocks (27), a first connecting plate (29) is rotatably connected to the surface of the first fixed shaft (28), a buffer spring (30) is fixedly connected to the first connecting plate (29), a second connecting plate (31) is fixedly connected to the other end of the buffer spring (30), a second mounting block (32) is fixedly connected to the inner wall of the hollow groove (25), multiple sets of the second mounting blocks (32) are provided, a second fixed shaft (33) is fixedly connected between the second mounting blocks (32), and the second connecting plate (31) is rotatably connected to the second fixed shaft (33).

2. The novel rubber fender for ship collision avoidance according to claim 1, characterized in that: The mounting groove (21) has a slot (23) around its perimeter, and a clip (24) is fixedly connected to the outer surface of the inner rubber layer (22), with the clip (24) located in the slot (23).

3. A novel rubber fender for ship collision avoidance as described in claim 1, characterized in that: A damper (34) is fixedly connected to the first connecting plate (29), and the other end of the damper (34) is fixedly connected to the second connecting plate (31). The damper (34) is located inside the buffer spring (30).

4. A novel rubber fender for ship collision avoidance as described in claim 3, characterized in that: The combination of the buffer spring (30) and the damper (34) is arranged in five sets laterally on the fixed rod (26) and in five sets circumferentially.

5. A novel rubber fender for ship collision avoidance as described in claim 1, characterized in that: A zipper (35) is provided between the left rubber pad (11) and the right rubber pad (12), and the zipper (35) connects the right rubber pad (12) and the left rubber pad (11).

6. A novel rubber fender for ship collision avoidance as described in claim 5, characterized in that: The outer surfaces of the left rubber pad (11) and the right rubber pad (12) are provided with a nano-coating layer, and the zipper (35) is sprayed with an anti-rust agent.

7. A novel rubber fender for ship collision avoidance according to claim 1, characterized in that: The middle part of the left rubber pad (11) and the right rubber pad (12) adopts a closed-cell honeycomb structure.

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