Marine guide rail type detachable rail

Abstract

The utility model discloses a marine guide rail formula detachable railing, aims at solving the problem of inconvenient dismounting of the connection mode of the existing marine guardrail, big deck residual structure hidden danger. It includes the splicing track, guardrail and connecting assembly, the inside of splicing track is equipped with the constraint track cavity, and the upper surface is opened with the communication opening that the constraint track cavity communicates, and the bottom of guardrail is equipped with the gasket that splicing track upper surface is pasted, and connecting assembly is at least partly placed in the constraint track cavity, and is cooperated with splicing track to constrain self movement, and part passes through the communication opening and is detachably connected with gasket. The scheme realizes the stable fixation of guardrail through the cooperative constraint of splicing track and connecting assembly, and discards the traditional welding and high flange plate structure simultaneously, and does not need destructive operation to dismount, and the deck only leaves low height smooth track after the dismounting of guardrail, and there is no stumbling hidden danger, and the installation stability, the dismounting convenience and the deck appearance integrity are considered, and are suitable for the safety protection scene of various ships.

Description

Technical Field

[0001] This utility model relates to the field of ship railing installation technology, and in particular to a marine guide rail type detachable railing. Background Technology

[0002] During ship navigation and operations, marine railings are crucial safety protection facilities that ensure the personal safety of crew members and prevent equipment and cargo from falling. They are widely installed on ship decks, cabin edges, and along passageways. Their structural stability and operational flexibility directly affect the safety and practicality of ship operations. With the continuous development of the shipbuilding industry, crew members and ship operators have placed higher demands on the ease of installation, adaptability to subsequent maintenance, and rational utilization of deck space for marine railings. However, the existing connection structures of marine railings have gradually revealed many problems that urgently need to be addressed in practical applications.

[0003] Currently, the fixed connection methods of existing marine railings are mainly divided into two core types: direct welding connection between the railing and the deck, and indirect connection achieved by pre-welding flanges on the deck. Both of these methods are widely used in the shipbuilding industry, but both have significant limitations in their application.

[0004] The core characteristic of direct welding connections is that the guardrail posts are directly welded to the ship's deck. While this method can ensure the structural strength and connection stability of the guardrail to a certain extent and meet basic protection requirements, it has insurmountable drawbacks in later use. When the ship needs to be repaired or modified, or when cargo loading and unloading requires temporary removal of the guardrail, or when the guardrail is damaged and needs to be replaced, due to the non-removable nature of the welded joints, workers must use destructive methods such as cutting to separate the guardrail from the deck. This disassembly method is not only cumbersome and consumes a lot of manpower, material resources, and time, but it also causes a certain degree of damage to the deck itself and surrounding structures. The high temperature and spatter generated by cutting may damage the anti-corrosion coating on the deck surface, increasing the risk of deck corrosion. Subsequently, the cut area needs to be ground, repaired by welding, and re-treated with anti-corrosion coating, further increasing maintenance costs.

[0005] To address the difficulties of disassembly using direct welding, the industry has gradually adopted flange connections. This involves pre-welding flanges to the ship's deck and then connecting and securing the railing posts to the flanges using bolts and other fasteners. This method offers improved ease of disassembly compared to direct welding, allowing for railing removal without destructive operations on the railing or deck. However, this connection method also has significant drawbacks: the flanges themselves have a certain structural height, and the need for appropriately sized flanges to ensure connection strength results in an overall height that is relatively high. When the railing is disassembled for various reasons, the pre-welded flanges remain as structural remnants on the deck surface, creating obstructions on the deck plane. On the one hand, crew members are easily tripped by protruding flanges when walking or working on the deck, posing a potential threat to their safety, especially when the deck is tilted or pitching during the ship's voyage, at which point the risk increases significantly. On the other hand, a large number of residual flanges will damage the flatness and overall aesthetics of the deck surface, which contradicts the modern ship's requirements for refined appearance and space utilization. They may also interfere with some equipment or cargo that needs to be laid flat on the deck, affecting the efficiency of deck space utilization. Utility Model Content

[0006] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a marine guide rail type detachable railing.

[0007] A marine guide rail type detachable railing designed for this purpose includes a plug-in rail, a guardrail, and a connecting assembly; the plug-in rail has a constraint rail cavity inside and a communicating opening on the upper surface of the plug-in rail, the communicating opening communicating with the constraint rail cavity; the bottom of the guardrail is provided with a pad that fits against the upper surface of the plug-in rail; the connecting assembly is at least partially disposed in the constraint rail cavity and the plug-in rail cooperates with the connecting assembly, thereby constraining the movement of the connecting assembly relative to the plug-in rail; a portion of the connecting assembly passes through the communicating opening and is detachably connected to the pad.

[0008] Preferably, the connecting assembly includes a bolt and a nut; the bolt head is inserted into the constraint track cavity, the bolt stud extends upward through the connecting opening, the washer plate has a through hole corresponding to the position of the stud, and the nut is disposed above the washer plate and threadedly connected to the stud; the opening width H of the connecting opening is less than the diameter of the bolt head.

[0009] Preferably, the guardrail has a columnar structure, and guardrail connecting rods are detachably connected between two adjacent guardrails.

[0010] Preferably, the plug-in track has two rails spaced apart from each other, and several guardrails are arranged along the extension direction of the plug-in track.

[0011] Compared with existing technologies, this invention utilizes a cooperative structure between the plug-in rail and the connecting component. This structure at least partially constrains the connecting component within the constraint cavity of the plug-in rail. The structural limiting effect of the rail cavity effectively restricts the movement of the connecting component relative to the plug-in rail. Combined with the fitting design between the bottom pad of the guardrail and the upper surface of the plug-in rail, a stable support and fixation effect is achieved. This ensures that the guardrail maintains reliable structural strength under complex conditions such as shipboard turbulence, meeting safety protection requirements. Furthermore, the connecting component and the pad are detachably connected, eliminating the need for destructive fixing methods such as welding. When disassembly of the guardrail is required, simply disconnecting the connecting component from the pad allows the guardrail to be directly removed from the plug-in rail. This simple and quick operation significantly reduces manpower, material resources, and time costs, and avoids the destructive damage to the guardrail and deck caused by existing welding methods.

[0012] In this solution, the plug-in rail, which serves as the basic fixed structure, integrates the core connection function through the internal constraint rail cavity. This integrated design allows the entire plug-in rail to reduce its overall height while still ensuring connection stability by using the stable constraint of the rail cavity on the connecting components, without relying on a high-height structure to meet strength requirements. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the planar structure of the present invention; Figure 2 for Figure 1 Enlarged structural diagram at point A in the middle. Detailed Implementation

[0014] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0015] See Figure 1 and Figure 2A marine guide rail type detachable railing includes a plug-in rail 10, a guardrail 20, and a connecting assembly 50. The plug-in rail 10 has a constraint rail cavity 110 inside and a communicating opening 120 on the upper surface of the plug-in rail 10, the communicating opening 120 communicating with the constraint rail cavity 110. The bottom of the guardrail 20 is provided with a pad 210 that fits against the upper surface of the plug-in rail 10. The connecting assembly 50 is at least partially disposed in the constraint rail cavity 110 and the plug-in rail 10 cooperates with the connecting assembly 50 to constrain the movement of the connecting assembly 50 relative to the plug-in rail 10. A portion of the connecting assembly 50 passes through the communicating opening 120 and is detachably connected to the pad 210. The connecting assembly 50 includes a bolt 30 and a nut 40; the bolt head 320 of the bolt 30 is inserted into the constraint track cavity 110, the stud 310 of the bolt 30 extends upward through the connecting opening 120, the washer 210 is provided with a through hole corresponding to the position of the stud 310, and the nut 40 is disposed above the washer 210 and threadedly connected to the stud 310; the opening width H of the connecting opening 120 is less than the diameter of the bolt head 320.

[0016] The detachable railing used on this vessel achieves stable installation and convenient disassembly through the coordinated cooperation of the plug-in rail 10, the guardrail 20, and the connecting component 50 (including bolts 30 and nuts 40). Its working principle revolves around the structural characteristics and matching relationships of each component. The specific process is as follows, taking into account the specific connection form of bolts 30 and nuts 40: The first stage is the foundation fixing phase. The plug-in rail 10, serving as the installation reference and load-bearing foundation for the entire railing system, needs to be pre-installed on the deck 100 using a suitable fixing method to ensure it is laid flat along the protection path and that the internal restraint rail cavity 110 maintains structural stability. At this time, the connecting opening 120 on the upper surface of the plug-in rail 10 and the restraint rail cavity 110 form a vertically connected structural channel, providing space for the installation and mating of the connecting components 50.

[0017] The next stage is the pre-assembly and positioning of the connecting components. The core of the connecting component 50 is the bolt 30 and the nut 40. During pre-assembly, the bolt 30 must first be inserted into the constraint track cavity 110 from the end of the insertion track 10 or the preset assembly port. The key to this design is that the width H of the connecting opening 120 of the insertion track 10 is smaller than the diameter of the bolt head 320. This dimensional matching relationship can form a reliable axial limit, thereby constraining the bolt head 320 to be stably held in the constraint track cavity 110 and preventing it from coming out of the connecting opening 120. Subsequently, the posture of the bolt 30 is adjusted so that the bolt head 320 fits and is limited against the inner wall of the constraint track cavity 110. The inner wall contour of the constraint track cavity 110 is adapted to the outer shape of the bolt head 320, which can form a radial constraint on the bolt head 320, preventing it from shifting or shaking in the cavity, while allowing the bolt 30 to move along the extension direction of the constraint track cavity 110 to the required installation position. During this process, the stud 310 of the bolt 30 will naturally pass through the connecting opening 120 and extend upward, preparing for connection with the guardrail 20 and the nut 40, without the need for additional complex positioning operations on the bolt 30.

[0018] The next step is the installation and fixing of the guardrail. The bottom plate 210 of the guardrail 20 is precisely fitted against the upper surface of the insertion track 10, ensuring that the pre-set through holes on the plate 210 are precisely aligned with the upward-extending bolt studs 310, so that the guardrail 20 forms a continuous protective barrier along the laying direction of the insertion track 10. At this point, the nut 40 is placed above the plate 210, aligned with the stud 310, and tightened. The threaded engagement between the nut 40 and the stud 310 generates a downward clamping force, causing the plate 210 to fit tightly against the upper surface of the insertion track 10. In this state, the circumferential constraint of the track cavity 110 on the bolt head 320, the thread fastening force of the nut 40 and the stud 310, and the surface contact cooperation between the pad 210 and the plug-in track 10 form a triple fixation, which effectively limits the horizontal displacement and vertical sway of the guardrail 20, ensuring that it maintains structural stability under complex working conditions such as ship navigation turbulence and personnel collisions, and meets the safety protection requirements.

[0019] Finally, in the disassembly stage of the guardrail, when it is necessary to temporarily remove the guardrail 20, simply use a tool to unscrew the nut 40 above the pad 210 from the stud 310, then lift the guardrail 20 upwards to separate the through hole of the pad 210 from the stud 310, thus quickly completing the disassembly of the guardrail 20. Since the width H of the connecting opening 120 of the insertion track 10 is smaller than the diameter of the bolt head 320, the bolt head 320 will be stably constrained in the constraint track cavity 110 and cannot be directly removed from the connecting opening 120. However, the constraint track cavity 110 is a through structure along the extension direction, so the disassembled bolt 30 can move freely along the extension direction of the insertion track 10 until it moves to the end of the track and can then be removed.

[0020] In this invention, the guardrail 20 has a columnar structure, and a guardrail connecting rod is detachably connected between two adjacent guardrails 20. The guardrail connecting rod is fixed to the guardrail 20 by means of bolts or threaded connections.

[0021] In this utility model, the plug-in track 10 is provided with two tracks spaced apart from each other, and several guardrails 20 are arranged along the extension direction of the plug-in track 10.

[0022] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. 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 component 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. The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0023] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A marine guide rail type detachable railing, characterized in that: Includes a plug-in rail (10), a guardrail (20), and a connecting assembly (50); The insertion track (10) is provided with a constraint track cavity (110) and a connecting opening (120) on the upper surface of the insertion track (10), and the connecting opening (120) is connected to the constraint track cavity (110). The bottom of the guardrail (20) is provided with a pad (210) that fits against the upper surface of the plug-in rail (10). The connecting component (50) is at least partially disposed within the constrained track cavity (110) and the plug-in track (10) cooperates with the connecting component (50) to constrain the movement of the connecting component (50) relative to the plug-in track (10); A portion of the connecting assembly (50) is detachably connected to the pad (210) through the communication opening (120).

2. A marine guide rail type detachable railing according to claim 1, characterized in that: The connecting assembly (50) includes a bolt (30) and a nut (40); The bolt head (320) of the bolt (30) is inserted into the constraint track cavity (110), the stud (310) of the bolt (30) extends upward through the connecting opening (120), the washer (210) is provided with a through hole corresponding to the position of the stud (310), and the nut (40) is provided above the washer (210) and threadedly connected to the stud (310); The opening width H of the connecting opening (120) is less than the diameter of the bolt head (320).

3. A marine guide rail type detachable railing according to claim 1, characterized in that: The guardrail (20) has a columnar structure, and guardrail connecting rods are detachably connected between two adjacent guardrails (20).

4. A marine guide rail type detachable railing according to claim 1, characterized in that: The plug-in track (10) has two rails spaced apart from each other, and several guardrails (20) are arranged along the extension direction of the plug-in track (10).

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