Marine wheel chock device

Abstract

The application relates to the technical field of equipment for sea transportation devices, in particular to a sea transportation wheel blocking device. The sea transportation wheel blocking device comprises a first wheel blocking body, a second wheel blocking body, a connecting rod assembly and a locking assembly; the connecting rod assembly has a first end and a second end in the length direction of the connecting rod assembly; the first wheel blocking body is connected with the first end of the connecting rod assembly, and a connecting rod locking portion with a plurality of locking positions is arranged on the connecting rod assembly; the second wheel blocking body is detachably locked and connected with the second end of the connecting rod assembly at any locking position through the locking assembly, so that a wheel blocking space with adjustable length is formed between the first wheel blocking body and the second wheel blocking body, a plurality of wheel tracks are matched, and the structure is locked through the locking connection between the locking assembly and the connecting rod locking portion, so that the sea transportation wheel limiting is simple, efficient, universal and reliable for various types of wheeled equipment, and the universality and convenience of the fixing operation are ensured.

Description

Technical Field

[0001] This application relates to the field of equipment for marine transportation, and in particular to a marine wheel stop device. Background Technology

[0002] In the field of equipment maritime transport, slipway operations often face complex environments with sea conditions of level 7 and above. The safety and efficiency of securing wheeled equipment directly affect the stability of the entire transport process. Specifically, it is necessary to meet the requirements of reliable wheel positioning under harsh sea conditions to prevent wheel slippage or displacement during transport, which could lead to equipment tilting or collisions. At the same time, it is also necessary to adapt to the size differences of different wheeled equipment models to ensure the versatility and convenience of securing operations. This has become a core requirement for the equipment maritime transport securing process in the industry.

[0003] Currently, traditional wheel chocks widely used in the industry have significant shortcomings and cannot meet the aforementioned requirements. Traditional wheel chocks in related technologies mostly adopt a split metal structure, with each wheel individually placed and secured. This not only results in cumbersome operation when transporting multi-wheeled equipment, but also makes it prone to affecting the limiting effect due to placement deviations. More importantly, the deployment and securing process of traditional wheel chocks involves multiple auxiliary operations such as bolt tightening and component assembly, making the securing of a single set of wheel chocks time-consuming. In shipyard operations with variable sea conditions, low operational efficiency can easily lead to prolonged securing periods, indirectly increasing transportation safety risks.

[0004] To address the problems of "cumbersome operation, large placement deviation, low efficiency, and increased maritime safety risks" associated with the split-type metal wheel catches in the aforementioned related technologies for the maritime transport of wheeled equipment, a new maritime wheel catch device is urgently needed. Utility Model Content

[0005] The purpose of this application is to provide a marine wheel stop device to solve, to a certain extent, the technical problems of traditional split-type metal structure wheel stops in the prior art, such as cumbersome operation, large placement deviation, low efficiency, and increased marine safety risks.

[0006] This application provides a marine wheel stop device, including a first wheel stop body, a second wheel stop body, a connecting rod assembly, and a locking assembly;

[0007] The linkage assembly has a first end and a second end along its own length direction;

[0008] The first wheel stop body is connected to the first end of the connecting rod assembly, and the connecting rod assembly is provided with a connecting rod locking part having multiple locking positions;

[0009] The second wheel chock body is detachably locked to the second end of the linkage assembly at any of the locking positions via the locking assembly, so that an adjustable wheel chock space is formed between the first wheel chock body and the second wheel chock body.

[0010] In the above technical solution, the connecting rod locking part further includes a first number of first locking teeth arranged in a continuous manner, and the arrangement direction of the plurality of first locking teeth is consistent with the length direction of the connecting rod assembly itself, so as to form a plurality of locking positions;

[0011] The locking assembly includes a locking sleeve, a locking body, and an elastic element. The locking sleeve is disposed inside the second wheel stop body. The locking body and the elastic element are disposed inside the locking sleeve. The locking body has a first side and a second side opposite to each other. The first side of the locking body is provided with a second number of second locking teeth that are adapted to the first locking teeth. The second number is less than the first number. The elastic element abuts between the second side of the locking body and the locking sleeve, so that the second locking teeth press against the first locking teeth at any of the locking positions under the elastic force of the elastic element.

[0012] In any of the above technical solutions, the locking sleeve is further provided with a receiving cavity, a first working through hole, and a fixing blind hole communicating with the receiving cavity;

[0013] The first functional through hole passes through both ends of the locking sleeve in the length direction of the connecting rod assembly and communicates with the receiving cavity. The connecting rod assembly passes through the first functional through hole into the locking sleeve so that part of the first locking tooth of the connecting rod locking part is located in the receiving cavity.

[0014] The locking body is disposed in the receiving cavity, a portion of the elastic element is disposed in the fixing blind hole, and another portion of the elastic element extends out of the fixing blind hole and abuts against the second side of the locking body, so that the second locking tooth presses against the first locking tooth located in the receiving cavity under the elastic force of the elastic element.

[0015] In any of the above technical solutions, the locking sleeve is further provided with a second functional through hole, which connects the accommodating cavity and the outside of the locking sleeve;

[0016] The locking body includes a pressure plate, a fixing lug, and a pulling cable. The two opposite sides of the pressure plate form the first side and the second side of the locking body. The fixing lug and the second locking tooth are respectively disposed on the two opposite sides of the pressure plate. The pulling cable is fixed to the fixing lug.

[0017] The fixing lug is disposed in the second functional through hole, and the pulling cable extends through the second functional through hole to the outside of the locking sleeve.

[0018] In any of the above technical solutions, further, either the first wheel stop body or the second wheel stop body is hollow and includes a first support part, a second support part, a first stop part, and a second stop part;

[0019] The first support portion and the second support portion are disposed opposite to each other on both sides of the linkage assembly in the height direction of the link assembly itself;

[0020] The first stop and the second stop are connected between the first support and the second support, and both the first stop and the second stop are set at an obtuse angle to the length direction of the connecting rod assembly itself.

[0021] In any of the above technical solutions, the wheel stop body further includes a first connecting part and a second connecting part, the first connecting part being connected between the first stop part and the second stop part, and the second connecting part being connected between the first support part and the second support part and being disposed opposite to the first connecting part;

[0022] The wheel chock body is provided with a connecting through hole, the first end of the connecting rod assembly is provided with a positioning flange, the first end of the connecting rod assembly passes through the connecting through hole of the first wheel chock body, and the positioning flange abuts against the second connecting part of the first wheel chock body, and the second end of the connecting rod assembly is movably passed through the connecting through hole of the second wheel chock body.

[0023] In any of the above technical solutions, the wheel chock body further includes a positioning part, which divides a portion of the hollow space of the wheel chock body into a fixed cavity, the connecting through hole is connected to the fixed cavity, and the locking sleeve is disposed in the fixed cavity.

[0024] In any of the above technical solutions, both the first support portion and the second support portion are further provided with a first anti-slip structure;

[0025] Both the first stop and the second stop are provided with a second anti-slip structure.

[0026] In any of the above technical solutions, the connecting rod assembly further includes a connecting rod sleeve and a connecting rod body, the connecting rod sleeve being sleeved on the outside of the connecting rod body, and the first locking tooth being disposed on the connecting rod sleeve;

[0027] The connecting rod sleeve is made of plastic, and the connecting rod body is made of alloy.

[0028] In any of the above technical solutions, the locking component is further made of plastic;

[0029] Both the first wheel chock body and the second wheel chock body are made of plastic.

[0030] Compared with the prior art, the beneficial effects of this application are as follows:

[0031] The marine wheel chock device provided in this application includes a first wheel chock body, a second wheel chock body, a connecting rod assembly, and a locking assembly. The first wheel chock body is connected to a first end of the connecting rod assembly. The connecting rod assembly is provided with a connecting rod locking part having multiple locking positions. The second wheel chock body is detachably locked to a second end of the connecting rod assembly at any of the locking positions via the locking assembly, thereby forming an adjustable wheel chock space between the first wheel chock body and the second wheel chock body. Thus, this marine wheel chock device first positions the first wheel chock body to limit the front / rear wheels of the wheeled equipment, and then moves the second wheel chock body to limit the rear / front wheels of the wheeled equipment, adjusting the wheel chock space between the two wheel chock bodies to match the wheelbase length of the current model of wheeled equipment, achieving integrated wheel chock limiting for the front and rear wheels of the wheeled equipment.

[0032] It is evident that this marine wheel stop device is simple, efficient, versatile, and reliable for securing various types of wheeled equipment in marine environments. It ensures the versatility and convenience of securing operations, shortens the securing operation cycle, and reduces the risks of marine operations on slipways. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0034] Figure 1 This is a first structural schematic diagram of the marine wheel stop device provided in an embodiment of this application;

[0035] Figure 2 This is a second structural schematic diagram of the marine wheel stop device provided in the embodiments of this application;

[0036] Figure 3 This is a third structural schematic diagram of the marine wheel stop device provided in the embodiments of this application;

[0037] Figure 4 for Figure 3 A magnified structural diagram at point A;

[0038] Figure 5 This is a schematic diagram of the structure of the wheel stop body of the marine wheel stop device provided in the embodiments of this application;

[0039] Figure 6 A schematic diagram of the linkage assembly of the marine wheel stop device provided in the embodiments of this application;

[0040] Figure 7 A schematic diagram showing the connection state of the linkage assembly and locking assembly of the marine wheel stop device provided in an embodiment of this application;

[0041] Figure 8 for Figure 7 A magnified view of the area at point B;

[0042] Figure 9 This application provides a schematic diagram of the connection state between the linkage assembly and the locking body of the marine wheel stop device;

[0043] Figure 10 for Figure 9 A magnified view of the area at point C;

[0044] Figure 11 A first structural schematic diagram of the locking sleeve of the locking assembly of the marine wheel stop device provided in an embodiment of this application;

[0045] Figure 12 A second structural schematic diagram of the locking sleeve of the locking assembly of the marine wheel stop device provided in an embodiment of this application;

[0046] Figure 13 A third structural schematic diagram of the locking sleeve of the locking assembly of the marine wheel stop device provided in the embodiments of this application;

[0047] Figure 14 This is a schematic diagram of the locking body of the locking assembly of the marine wheel stop device provided in an embodiment of this application.

[0048] Figure label:

[0049] 1-Marine wheel stop device; 10-Wheel stop body; 101-First support part; 102-Second support part; 103-First stop part; 104-Second stop part; 105-First connecting part; 106-Second connecting part; 107-First anti-slip structure; 108-Second anti-slip structure; 109-Connecting through hole; 110-Positioning part; 111-Fixing cavity; 10a-First wheel stop body; 10b-Second wheel stop body; 10c-Wheel stop space; 13-Linkage assembly; 130-Linkage lock Part; 1300-First locking tooth; 131-Connecting rod sleeve; 1310-Positioning flange; 132-Connecting rod body; 133-Fastening through hole; 14-Locking assembly; 140-Locking sleeve; 1401-Accommodating cavity; 1402-First functioning through hole; 1403-Fixing blind hole; 1404-Second functioning through hole; 141-Locking body; 1410-Pressure plate; 1411-Second locking tooth; 1412-Fixing ear; 1413-Pull cable; 142-Elastic element; 15-Fastening component. Detailed Implementation

[0050] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0051] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and 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, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0052] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0053] See Figures 1 to 14As shown, an embodiment of this application provides a marine wheel stop device 1. The marine wheel stop device 1 provided in this embodiment is used in marine transportation scenarios of wheeled equipment. It integrates wheel limiting during the process of securing different types of wheeled equipment on the slipway, improving the versatility and securing efficiency of wheel stop operations and simplifying operation.

[0054] See Figures 1 to 3 As shown, the marine wheel stop device 1 provided in this embodiment includes a first wheel stop body 10a, a second wheel stop body 10b, a connecting rod assembly 13, and a locking assembly 14.

[0055] Linkage assembly 13 has a first end and a second end along its own length, such as Figure 1 , Figure 2 , Figure 7 and Figure 9 As shown in the figure, from the perspective of the figure, the left end of the link assembly 13 is the first end in its own length direction, and the right end of the link assembly 13 is the second end in its own length direction.

[0056] The first wheel stop body 10a is connected to the first end of the connecting rod assembly 13. The connecting rod assembly 13 is provided with a connecting rod locking part 130 having multiple locking positions. Specifically, as shown in the figure... Figures 1 to 3 As shown, the link locking part 130 is located in a portion of the link assembly 13 closer to the second end.

[0057] The second wheel stop body 10b is detachably locked to the second end of the connecting rod assembly 13 at any locking position via the locking assembly 14, so that an adjustable wheel stop space 10c is formed between the first wheel stop body 10a and the second wheel stop body 10b. The locking assembly 14 can be locked to the connecting rod locking part 130 at any locking position, so that the second wheel stop body 10b and the connecting rod assembly 13 are fixed to prevent relative displacement in the length or width direction.

[0058] Specifically, the first wheel stop body 10a is first positioned to limit the front wheel of the wheeled equipment, and the length direction of the connecting rod assembly 13 is aligned with the arrangement direction of the front and rear wheels of the wheeled equipment. Then, the position of the second wheel stop body 10b is adjusted, and the locking assembly 14 is moved synchronously with the second wheel stop body 10b, positioning the second wheel stop body 10b to limit the rear wheel of the wheeled equipment. At this point, the locking assembly 14 corresponds to one of the multiple locking positions of the connecting rod locking part 130. The locking assembly 14 is locked to the connecting rod locking part 130 at this selected locking position, thereby fixing the second wheel stop body 10b to the connecting rod assembly 13. Consequently, the wheel stop space 10c between the first wheel stop body 10a and the second wheel stop body 10b is adjusted to match the wheelbase length of the current model of wheeled equipment, achieving integrated wheel stop limiting for the front and rear wheels of the wheeled equipment. It is evident that this marine wheel stop device is simple, efficient, versatile, and highly reliable for fixing wheel stops and limiting various types of wheeled equipment in marine systems.

[0059] In an optional embodiment, the locking component 14 is made of plastic; the first wheel stop body 10a and the second wheel stop body 10b are both made of plastic.

[0060] The split-type metal wheel guards used in the relevant technology have a certain strength, but they are heavy and difficult for a single person to unfold and adjust. They are also poorly compatible with different wheel sizes, requiring different models of wheel guards to be replaced when dealing with equipment with different wheel tracks, which increases the cost of spare parts.

[0061] This marine wheel chock device 1 uses plastic for the locking component 14, the first wheel chock body 10a, and the second wheel chock body 10b. Compared to split metal wheel chocks, this significantly reduces weight, simplifies single-person deployment, improves operability and adjustment efficiency, and saves manpower. Furthermore, the plastic material significantly enhances the compatibility of the wheel chock body 10 with different wheel sizes. This single-size marine wheel chock device 1 can be used with various wheeled equipment with different wheel gauges and wheel models, eliminating the need for additional accessories and reducing spare parts inventory costs.

[0062] In the optional solutions of this embodiment, such as Figure 3 , Figure 4 and Figure 6As shown, the connecting rod locking part 130 includes a first number of first locking teeth 1300 arranged in a continuous manner. The arrangement direction of the multiple first locking teeth 1300 is consistent with the length direction of the connecting rod assembly 13 itself, so as to form multiple locking positions. For ease of understanding, an example is given. For instance, the connecting rod locking part 130 includes 30 first locking teeth 1300. Five first locking teeth 1300 form a locking position on the connecting rod locking part 130. Each time the unit is moved by one first locking tooth 1300, a locking position can be formed, thereby forming 26 locking positions. This allows for precise matching of the locking positions according to the specific wheel track size, effectively reducing wheel stop limit deviation and improving the matching degree between the wheel stop space 10c and the wheel track.

[0063] like Figure 4 as well as Figures 7 to 10 , Figure 14 As shown, the locking assembly 14 includes a locking sleeve 140, a locking body 141, and an elastic member 142.

[0064] The locking sleeve 140 is disposed inside the second wheel stop body 10b so that the locking assembly 14 is fixedly connected to the second wheel stop body 10b and can move synchronously. The locking body 141 and the elastic member 142 are disposed inside the locking sleeve 140. The locking body 141 has a first side and a second side opposite to each other. The first side of the locking body 141 is provided with a second number of second locking teeth 1411 that are adapted to the first locking teeth 1300. The second number is less than the first number. That is, the second number of second locking teeth 1411 on the locking body 141 is less than the first number of first locking teeth 1300 on the connecting rod assembly 13. The number of first locking teeth 1300 included in each locking position can be the second number. By moving the locking body 141 relative to the connecting rod locking part 130 by a step of one first locking tooth 1300, a locking position can be changed.

[0065] A second quantity can be selectively configured according to the locking strength requirements.

[0066] The elastic element 142 abuts against the second side of the locking body 141 and the locking sleeve 140, so that the second locking tooth 1411 presses the first locking tooth 1300 in any locking position under the elastic force of the elastic element 142. At this time, the first locking tooth 1300 and the second locking tooth 1411 are engaged to achieve locking and fixing between them. Under the elastic force of the elastic element 142, this locking relationship will be maintained, so that the second wheel stop body 10b is fixed relative to the connecting rod assembly 13 in the selected locking position.

[0067] When it is necessary to release the locking relationship between the locking assembly 14 and the connecting rod locking part 130, it is only necessary to overcome the elastic force of the elastic member 142 and move the locking body 141 away from the connecting rod locking part 130. This will separate the first locking tooth 1300 from the second locking tooth 1411, thereby releasing the locking connection between the connecting rod assembly 13 and the second wheel stop body 10b. At this time, the second wheel stop body 10b can be moved freely along the length direction of the connecting rod assembly 13, changing the length of the wheel stop space 10c.

[0068] In the optional solutions of this embodiment, see Figures 11 to 14 As shown, the locking sleeve 140 has a receiving cavity 1401, a first working through hole 1402, and a fixing blind hole 1403 communicating with the receiving cavity 1401.

[0069] The first functional through hole 1402 passes through both ends of the locking sleeve 140 along the length of the connecting rod assembly 13 and communicates with the receiving cavity 1401. The connecting rod assembly 13 passes through the first functional through hole 1402 into the locking sleeve 140, so that part of the first locking tooth 1300 of the connecting rod locking part 130 is located in the receiving cavity 1401. By providing the first functional through hole 1402, the connecting rod assembly 13 is movably passed through the locking sleeve 140. That is, the locking sleeve 140 can be movably adjusted relative to the connecting rod assembly 13, and the movable adjustment direction is consistent with the length direction of the connecting rod assembly 13.

[0070] The locking body 141 is disposed in the receiving cavity 1401. A portion of the first locking tooth 1300 of the connecting rod locking part 130 is housed in the receiving cavity and faces the second locking tooth 1411 on the locking body 141 inside the receiving cavity.

[0071] A portion of the elastic element 142 is disposed within the fixing blind hole 1403, which positions the elastic element 142 to prevent displacement or misalignment and maintain the stability of the elastic force direction. Another portion of the elastic element 142 extends out of the fixing blind hole 1403 and abuts against the second side of the locking body 141, causing the second locking tooth 1411 to press against the first locking tooth 1300 located within the receiving cavity 1401 under the elastic force of the elastic element 142.

[0072] By designing the internal structure of the locking sleeve 140, the connecting rod assembly 13, the second wheel stop body 10b, the locking body 141, and the elastic element 142 are all reasonably connected and interact with each other to support the function of achieving or releasing the locking connection between the locking assembly 14 and the connecting rod locking part 130 at any locking position.

[0073] In the optional solutions of this embodiment, such as Figure 4 , Figure 8 , Figure 11 and Figure 13 As shown, the locking sleeve 140 is also provided with a second working through hole 1404, which connects the receiving cavity 1401 and the outside of the locking sleeve 140.

[0074] like Figure 4 and Figure 14 As shown, the locking body 141 includes a pressure plate 1410, a fixing ear 1412, and a pulling cable 1413. The two opposite sides of the pressure plate 1410 form the first side and the second side of the locking body 141. The fixing ear 1412 and the second locking tooth 1411 are respectively disposed on the two opposite sides of the pressure plate 1410. The pulling cable 1413 is fixed to the fixing ear 1412.

[0075] The fixing ear 1412 is disposed in the second working through hole 1404. The pulling cable 1413 extends through the second working through hole 1404 to the outside of the locking sleeve 140. When it is necessary to release the locking relationship, the pulling cable 1413 is pulled outward to overcome the elastic force, so that the first locking tooth 1300 and the second locking tooth 1411 are separated, thereby unlocking. Conversely, when it is necessary to lock, the pulling cable 1413 is released, and the pressure plate 1410 will move towards the connecting rod locking part 130 under the action of the elastic member 142 until the second locking tooth 1411 engages with the first locking tooth 1300 and the two are pressed together, thereby locking.

[0076] Optionally, such as Figure 12 and Figure 13 As shown, two fixed blind holes 1403 can be provided, and correspondingly, two elastic elements 142 are also provided, with the two elastic elements 142 respectively disposed in the two fixed blind holes 1403. Furthermore, the two fixed blind holes 1403 can be located on both sides of the second working through hole 1404 to improve the balance of the elastic force acting on the pressure plate 1410.

[0077] In an optional embodiment, either the first wheel stop body 10a or the second wheel stop body 10b is hollow and includes a first support portion 101, a second support portion 102, a first stop portion 103, and a second stop portion 104. The hollow structure effectively reduces weight, avoiding redundant weight gain that could increase the difficulty of securing the wheel, thereby improving the efficiency of the securing operation.

[0078] like Figure 1 , Figure 2 and Figure 5As shown, the first support portion 101 and the second support portion 102 are disposed opposite to each other on both sides of the linkage assembly 13 in the height direction. The first stop portion 103 and the second stop portion 104 are connected between the first support portion 101 and the second support portion 102. Both the first stop portion 103 and the second stop portion 104 are set at an obtuse angle to the length direction of the linkage assembly 13. The first support portion 101 and the second support portion 102 can be used to contact the fastening support surface, so that the integrated marine wheel stop device 1 is placed stably on the fastening support surface. The first stop portion 103 and the second stop portion 104 can be used to contact the wheel. By setting the first stop portion 103 and the second stop portion 104 at an obtuse angle, the contact area with the wheel can be increased, the compatibility with different types of wheeled equipment wheels can be improved, and the fastening reliability can be improved.

[0079] In addition, the marine vessel stop device 1 can be used upside down or inverted front to back. There is no need to distinguish between front and back or up and down during use. It can be placed directly for use and has strong versatility.

[0080] In an optional embodiment, the wheel chock body 10 further includes a first connecting portion 105 and a second connecting portion 106. The first connecting portion 105 is connected between the first stop portion 103 and the second stop portion 104, and the second connecting portion 106 is connected between the first support portion 101 and the second support portion 102 and is disposed opposite to the first connecting portion 105. By providing the first connecting portion 105 and the second connecting portion 106, the structural strength of the wheel chock body 10 is increased, and the structural stability of the first stop portion 103, the second stop portion 104, the first support portion 101, and the second support portion 102 is improved.

[0081] The wheel chock body 10 is provided with a connecting through hole 109, and the first end of the connecting rod assembly 13 is provided with a positioning flange 1310. The first end of the connecting rod assembly 13 passes through the connecting through hole 109 of the first wheel chock body 10a, and the positioning flange 1310 abuts against the second connecting part 106 of the first wheel chock body 10a. The positioning flange 1310 stops and limits the first wheel chock body 10a to prevent the first wheel chock body 10a from falling off from the first end of the connecting rod assembly 13.

[0082] The second end of the linkage assembly 13 is movably inserted into the connecting through hole 109 of the second wheel stop body 10b so as to move the second wheel stop body 10b as needed and adjust the length of the wheel stop space 10c.

[0083] See Figure 1 As shown, in an optional embodiment, the wheel chock body 10 further includes a positioning part 110. The positioning part 110 divides part of the hollow space of the wheel chock body 10 into a fixed cavity 111. The connecting through hole 109 is connected to the fixed cavity 111, and the locking sleeve 140 is disposed in the fixed cavity 111.

[0084] In the assembled state, the connecting rod assembly 13 is limited by the connecting through hole 109 in the direction opposite to the first locking tooth 1300 and the second locking tooth 1411. Furthermore, the connecting rod assembly 13 limits the locking sleeve 140 in this direction. Along the length of the connecting rod assembly 13 itself, the locking sleeve 140 within the fixed cavity 111 is confined between the first connecting portion 105 and the second connecting portion 106. This achieves freedom constraints between the components and supports the movable adjustment of the second wheel stop body 10b.

[0085] In an optional embodiment, both the first support 101 and the second support 102 are provided with a first anti-slip structure 107, thereby increasing the friction between the first wheel stop body 10a and the second wheel stop body 10b and the fixed support surface, improving the grip of the marine wheel stop device 1 and reducing the risk of displacement.

[0086] Optionally, such as Figure 5 As shown, the first anti-slip structure 107 can be configured as an array of cylindrical anti-slip protrusions, and the first anti-slip structure 107 can be integrally formed with the wheel guard body 10.

[0087] Both the first stop portion 103 and the second stop portion 104 are provided with a second anti-slip structure 108, thereby increasing the friction between the first wheel stop body 10a and the second wheel stop body 10b and the wheel, improving the anti-slip performance between the wheel stop body 10 and the wheel during the fastening and limiting process, and preventing the wheel from slipping during sea transport.

[0088] Optionally, such as Figure 5 As shown, the second anti-slip structure 108 can be configured as a strip-shaped anti-slip texture. Optionally, the second anti-slip structure 108 can be, for example, a rubber anti-slip layer bonded to the first stop portion 103 and the second stop portion 104.

[0089] In an optional embodiment, the connecting rod assembly 13 includes a connecting rod sleeve 131 and a connecting rod body 132. The connecting rod sleeve 131 is sleeved on the outside of the connecting rod body 132, and the first locking tooth 1300 is disposed on the connecting rod sleeve 131.

[0090] The connecting rod sleeve 131 is made of plastic, while the connecting rod body 132 is made of alloy. In other words, by fitting the plastic connecting rod sleeve 131 onto the outside of the alloy connecting rod body 132, the structural strength, deformation resistance, and lightweight requirements of the connecting rod assembly 13 can be balanced.

[0091] Optionally, the positioning flange 1310 is integrally formed and connected with the connecting rod sleeve 131.

[0092] Optionally, in order to connect and fix the connecting rod sleeve 131 and the connecting rod body 132 of the connecting rod assembly 13 in the length direction, a fastening through hole 133 can be provided through the connecting rod sleeve 131 and the connecting rod body 132, and the two can be fastened by a fastening member 15 passing through the fastening through hole 133.

[0093] Alternatively, the connecting rod body 132 can be made into a thinner square tube, and the connecting rod sleeve 131 can be made thicker to further improve the level of lightweighting.

[0094] Optionally, the connecting rod sleeve 131, the first wheel stop body 10a, the second wheel stop body 10b, and the locking assembly 14 can all be made of polyurethane, which is lightweight and easy to operate, can be quickly adjusted according to the equipment size, and can be reused multiple times, significantly improving the reliability and adaptability of wheeled equipment transportation.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model. In addition, those skilled in the art can understand that although some embodiments described herein include certain features included in other embodiments but not other features, the combination of features of different embodiments means that they are within the scope of this utility model and form different embodiments. For example, any one of the claimed embodiments can be used in any combination. The information disclosed in this background section is only intended to deepen the understanding of the overall background technology of this utility model, and should not be regarded as an admission or in any form implying that the information constitutes prior art known to those skilled in the art.

Claims

1. A marine vessel stop device, characterized in that, Includes a first-wheel stop body, a second-wheel stop body, a linkage assembly, and a locking assembly; The linkage assembly has a first end and a second end along its own length direction; The first wheel stop body is connected to the first end of the connecting rod assembly, and the connecting rod assembly is provided with a connecting rod locking part having multiple locking positions; The second wheel chock body is detachably locked to the second end of the linkage assembly at any of the locking positions via the locking assembly, so that an adjustable wheel chock space is formed between the first wheel chock body and the second wheel chock body.

2. The marine vessel stop device according to claim 1, characterized in that, The connecting rod locking part includes a first number of first locking teeth arranged in a continuous manner, and the arrangement direction of the plurality of first locking teeth is consistent with the length direction of the connecting rod assembly itself, so as to form a plurality of locking positions; The locking assembly includes a locking sleeve, a locking body, and an elastic element. The locking sleeve is disposed inside the second wheel stop body. The locking body and the elastic element are disposed inside the locking sleeve. The locking body has a first side and a second side opposite to each other. The first side of the locking body is provided with a second number of second locking teeth that are adapted to the first locking teeth. The second number is less than the first number. The elastic element abuts between the second side of the locking body and the locking sleeve, so that the second locking teeth press against the first locking teeth at any of the locking positions under the elastic force of the elastic element.

3. The marine vessel stop device according to claim 2, characterized in that, The locking sleeve has an internal accommodating cavity, a first functional through hole, and a fixing blind hole communicating with the accommodating cavity; The first functional through hole passes through both ends of the locking sleeve in the length direction of the connecting rod assembly and communicates with the receiving cavity. The connecting rod assembly passes through the first functional through hole into the locking sleeve so that part of the first locking tooth of the connecting rod locking part is located in the receiving cavity. The locking body is disposed in the receiving cavity, a portion of the elastic element is disposed in the fixing blind hole, and another portion of the elastic element extends out of the fixing blind hole and abuts against the second side of the locking body, so that the second locking tooth presses against the first locking tooth located in the receiving cavity under the elastic force of the elastic element.

4. The marine vessel stop device according to claim 3, characterized in that, The locking sleeve is also provided with a second functional through hole, which connects the receiving cavity and the outside of the locking sleeve; The locking body includes a pressure plate, a fixing lug, and a pulling cable. The two opposite sides of the pressure plate form the first side and the second side of the locking body. The fixing lug and the second locking tooth are respectively disposed on the two opposite sides of the pressure plate. The pulling cable is fixed to the fixing lug. The fixing lug is disposed in the second functional through hole, and the pulling cable extends through the second functional through hole to the outside of the locking sleeve.

5. The marine vessel stop device according to claim 2, characterized in that, Both the first wheel stop body and the second wheel stop body are hollow and include a first support part, a second support part, a first stop part and a second stop part; The first support portion and the second support portion are disposed opposite to each other on both sides of the linkage assembly in the height direction of the link assembly itself; The first stop and the second stop are connected between the first support and the second support, and both the first stop and the second stop are set at an obtuse angle to the length direction of the connecting rod assembly itself.

6. The marine vessel stop device according to claim 5, characterized in that, The wheel stop body further includes a first connecting part and a second connecting part. The first connecting part is connected between the first stop part and the second stop part, and the second connecting part is connected between the first support part and the second support part and is disposed opposite to the first connecting part. The wheel chock body is provided with a connecting through hole, the first end of the connecting rod assembly is provided with a positioning flange, the first end of the connecting rod assembly passes through the connecting through hole of the first wheel chock body, and the positioning flange abuts against the second connecting part of the first wheel chock body, and the second end of the connecting rod assembly is movably passed through the connecting through hole of the second wheel chock body.

7. The marine vessel stop device according to claim 6, characterized in that, The wheel chock body also includes a positioning part, which divides part of the hollow space of the wheel chock body into a fixed cavity. The connecting through hole is connected to the fixed cavity, and the locking sleeve is disposed in the fixed cavity.

8. The marine vessel stop device according to claim 5, characterized in that, Both the first support portion and the second support portion are provided with a first anti-slip structure; Both the first stop and the second stop are provided with a second anti-slip structure.

9. The marine vessel stop device according to claim 2, characterized in that, The connecting rod assembly includes a connecting rod sleeve and a connecting rod body. The connecting rod sleeve is sleeved on the outside of the connecting rod body, and the first locking tooth is disposed on the connecting rod sleeve. The connecting rod sleeve is made of plastic, and the connecting rod body is made of alloy.

10. The marine vessel stop device according to claim 1, characterized in that, The locking component is made of plastic; Both the first wheel chock body and the second wheel chock body are made of plastic.

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