A stern ramp suitable for high sea conditions

Abstract

The present disclosure relates to a stern ramp suitable for high sea conditions, two groups of navigation locking mechanisms, load passing locking mechanisms and supports are symmetrically installed on the two sides of the deck of the stern recess; the stern ramp body is arranged in the stern recess, the front end of the bow section is hinged to the tail of the ship body, the rear end of the bow section and the bottom of the U-shaped cross beam are sequentially connected to the front end of the stern section along the centerline direction; the two sides of the stern section are provided with supports, the top of the supports is hinged to the two sides of the deck through the jacking mechanism, the rod body of the jacking mechanism is controlled to stretch and retract under the control of the hydraulic pump station, so that the stern ramp body rotates around the hinge point with the tail of the ship body, and the conversion between the navigation state and the load passing state is realized; in the navigation state, the stern section is limited on the two sides of the deck through the navigation locking mechanism; in the load passing state, the extension part of the U-shaped cross beam is supported through the support and is limited on the two sides of the deck through the load passing locking mechanism. The present disclosure meets the load bearing requirement of the lapped stern ramp.

Description

Technical Field

[0001] This disclosure relates to the field of stern ramp technology for roll-on / roll-off ships, and more particularly to a stern ramp suitable for high sea states. Background Technology

[0002] In roll-on / roll-off (Ro-Ro) vessels, stern ramps are mostly used in low sea states or dockside Ro-Ro scenarios. The typical operation involves using a winch-operated steel wire rope to extend and overlap other fixed structures or the dock, without the ability to be overlapped. The current requirement is that, in sea states of level three and above, the stern ramp should be capable of being overlapped, and able to overcome the ship's kinetic forces during deployment and retraction, as well as bear the weight of the overlapped structure during through-load operations.

[0003] Existing technical approaches include: one is to use a winch wire rope to unfold the gangplank and then attach it to other fixed structures or docks. The drawbacks are: in high sea states, the gangplank will rotate significantly around the hinge due to the ship's movement, affecting operational safety; during overload operations, the gangplank must be attached to other fixed structures or docks, and the wire rope unfolding mechanism cannot bear vehicle loads, thus failing to meet the load-bearing requirements of the attached structure.

[0004] Secondly, hydraulic cylinders and linkage mechanisms are used to deploy the ramps and attach them to other fixed structures or docks. The disadvantages are: when the vehicle is in transit, the ramps must be attached to other fixed structures or docks; the linkage deployment mechanism does not bear the vehicle load and cannot meet the load-bearing requirements of the attached structure; and hydraulic lines need to be installed on the ramp structure, making maintenance and repair inconvenient. Utility Model Content

[0005] In view of this, the present disclosure provides a stern ramp suitable for high sea states for roll-on / roll-off ships with a stern basin, which solves the problem of load-bearing when the ramp is being connected while being able to withstand bottom wave loads, and enables unimpeded loading when the ramp is being connected in high sea states.

[0006] This disclosure is achieved through the following technical solution: A stern ramp suitable for high sea states includes a stern ramp body, a navigation locking mechanism, a through-load locking mechanism, a support, a lifting mechanism, and a hydraulic pump station; two sets of navigation locking mechanisms, through-load locking mechanisms, and supports are symmetrically installed on the decks on both sides of the stern recess; the stern ramp body is disposed within the stern recess and includes a bow section, a U-shaped beam, and a stern section; the front end of the bow section is hinged to the stern of the hull, and the rear end of the bow section, the bottom of the U-shaped beam, and the front end of the stern section are sequentially connected along the centerline of the ship, with the line connecting the top two ends of the U-shaped beam perpendicular to the centerline of the hull. The U-shaped crossbeam extends outwards from each other at its top two ends, perpendicular to the centerline of the ship. Supports are installed on both sides of the stern section, with the tops of the supports hinged to the decks on both sides via a lifting mechanism. The lifting mechanism's rod extends and retracts under the control of a hydraulic pump station, allowing the stern ramp to rotate around its hinge point with the stern of the ship, thus switching between the heading and overload states. In the heading state, the stern section is limited to the decks on both sides by a navigation locking mechanism. In the overload state, the extension of the U-shaped crossbeam is supported by supports and limited to the decks on both sides by the overload locking mechanism.

[0007] Furthermore, the stern ramp body also includes a bridge deck system, which is laid on the bow section, the bottom of the U-shaped crossbeam and the stern section; the upper surface of the bridge deck system is provided with longitudinal anti-slip strips along the centerline of the ship and transverse anti-slip strips perpendicular to the longitudinal anti-slip strips, with the longitudinal anti-slip strips being higher than the transverse anti-slip strips.

[0008] Furthermore, the U-shaped beam extension is provided with a first single-ear connector at the end facing the deck; the through-load locking mechanism includes a first double-ear seat, a first pin cylinder and a first pin; the first double-ear seat is fixedly installed on the deck, and the first pin cylinder and the first pin are located on the side of the first double-ear seat away from the stern ramp body; in the through-load state, the first single-ear connector cooperates with the first double-ear seat, and the first pin is inserted into the connection hole between the first single-ear connector and the first double-ear seat under the push of the first pin cylinder, thereby realizing the connection between the stern ramp body and the deck.

[0009] Furthermore, a third double-ear seat is provided at the top of the support frame; the lifting mechanism includes a lifting cylinder, a cylinder support, and a pin; the cylinder support is fixed on the deck, and both the cylinder body and piston rod of the lifting cylinder are provided with a third single-ear joint; the third single-ear joint provided on the cylinder body of the lifting cylinder cooperates with the third double-ear joint provided on the cylinder support and is hinged by the pin to realize the hinged connection between the lifting cylinder and the deck; the third single-ear joint provided on the rod body of the lifting cylinder cooperates with the third double-ear seat and is hinged by the pin to realize the hinged connection between the lifting cylinder and the support frame.

[0010] Furthermore, the hydraulic pump station includes a marine motor, a load-sensitive pump, an electro-hydraulic proportional multi-way valve, a high-pressure filter, a return oil filter, and an oil tank. The marine motor drives the load-sensitive pump, which draws oil from the oil tank. The outlet of the load-sensitive pump is connected to the inlet of the electro-hydraulic proportional multi-way valve via the high-pressure filter. The return oil port of the electro-hydraulic proportional multi-way valve is connected to the oil tank via the return oil filter. The working port of the electro-hydraulic proportional multi-way valve is connected to the lifting cylinder. The output pressure and flow rate of the load-sensitive pump adaptively change according to load requirements. The electro-hydraulic proportional multi-way valve has at least two valve cores with individually set flow and pressure parameters for achieving proportional flow control of the lifting cylinder.

[0011] Furthermore, a buffer pad is provided at the end where the support meets the extension of the U-shaped beam.

[0012] Compared with existing technologies, the beneficial effects of this disclosure are: 1. The U-shaped crossbeam disclosed herein directly transfers the overlapping load and vehicle load on the stern ramp body to the ship's deck surface through the support, solving the problem of overlapping load bearing while also bearing the bottom wave load, realizing the overlapping load through load under high sea state conditions.

[0013] 2. The height-differentiated design of the longitudinal and transverse anti-slip strips disclosed herein can both accommodate the sliding of the lap ramp on the stern ramp body and ensure vehicle passage on the stern ramp body.

[0014] 3. The stern ramp body of this disclosure is equipped with a support frame, a lifting cylinder and a hydraulic pump station on the deck, which enable the stern ramp body to be quickly and smoothly deployed and retracted under high sea states, and the stern ramp structure does not require the arrangement of hydraulic pipelines. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the stern ramp under load.

[0016] Figure 2 This is a top view of the stern ramp under load.

[0017] Figure 3 yes Figure 1 Sectional view of AA.

[0018] Figure 4 yes Figure 1 BB section view.

[0019] Figure 5 This is a schematic diagram of the navigation status of the stern ramp.

[0020] Figure 6 This is a schematic diagram of the stern ramp body disclosed in this publication.

[0021] Figure 7 This is a top view of the stern ramp body disclosed in this publication.

[0022] Figure 8 yes Figure 6 CC section view.

[0023] Figure 9 yes Figure 6 DD section view.

[0024] Figure 10 This is a schematic diagram of the segmented structure of the U-shaped beam disclosed in this publication.

[0025] Figure 11 This is a top view of the segmented U-shaped beam.

[0026] Figure 12 This is a schematic diagram of the segmented structure of the bow section.

[0027] Figure 13 This is a top view of the segmented structure of the present invention.

[0028] Figure 14 yes Figure 12 EE section view.

[0029] Figure 15 This is a schematic diagram of the anti-slip structure disclosed in this publication.

[0030] Figure 16 yes Figure 15 Detailed drawing of Part I.

[0031] Figure 17 yes Figure 15 Detailed drawing of Part II.

[0032] Figure 18 yes Figure 15 Large detail drawing of Part III.

[0033] Figure 19 This is a schematic diagram of the navigation locking mechanism.

[0034] Figure 20 This is a top view of the navigation locking mechanism.

[0035] Figure 21 This is a schematic diagram of the load-bearing locking mechanism.

[0036] Figure 22 This is a top view of the through-load locking mechanism.

[0037] Figure 23 This is a schematic diagram of the support.

[0038] Figure 24 This is the left view of the support.

[0039] Figure 25 This is a schematic diagram of the publicly disclosed lifting mechanism.

[0040] Figure 26 This is a top view of the lifting mechanism.

[0041] Among them, 1-Stern ramp body, 2-Navigation locking mechanism, 3-Overload locking mechanism, 4-Support, 5-Lifting mechanism, 6-Landing plate, 7-Hydraulic pump station, 8-Electrical system, 9-Stern section, 10-U-shaped crossbeam section, 11-Bow section, 12-Fourth double-eared seat I, 13-Fourth double-eared seat II, 14-Bridge deck system, 15-Anti-slip structure, 16-U-shaped crossbeam, 17-First single-eared joint Head, 18-Third double ear seat, 19-Support frame, 20-Diagonal anti-slip strip, 21-Longitudinal anti-slip strip, 22-Transverse anti-slip strip, 23-Second single ear seat, 24-Second pin cylinder, 25-Second pin, 26-First double ear seat, 27-First pin cylinder, 28-First pin, 29-Support base, 30-Rubber pad, 31-Cylinder support, 32-Lifting cylinder, 33-Pin shaft. Detailed Implementation

[0042] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this disclosure. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure. This disclosure provides a stern ramp suitable for high sea states, applicable to ro-ro ships with a stern basin. A ro-ro ship with a stern basin refers to a ro-ro ship with a stern recess (stern recess). The stern recess is for accommodating and protecting the stern ramp, that is, the stern deck or transfer platform is U-shaped, and the stern ramp is set in the stern recess, with decks on both sides of the stern ramp.

[0043] like Figure 1 , 2 As shown in Figure 6, the stern ramp for high sea states includes a stern ramp body 1, a navigation locking mechanism 2, a load-carrying locking mechanism 3, a support 4, a lifting mechanism 5, a ramp 6, a hydraulic pump station 7, and an electrical system 8.

[0044] Two sets of navigation locking mechanisms 2, through-load locking mechanisms 3 and supports 4 are symmetrically installed on the two sides of the deck of the stern groove. That is to say, each side of the deck is equipped with navigation locking mechanism 2, through-load locking mechanism 3 and supports 4.

[0045] The stern ramp body 1 is located in the stern recess and includes a bow section 11, a U-shaped crossbeam section 10, a stern section 9, and a bridge deck system 14. The U-shaped crossbeam section 10 includes a U-shaped crossbeam 16 and a first single-ear joint 17.

[0046] The bow section 11 is hinged to the stern of the hull. Specifically, the bow section 11 has several fourth double-ear seats at its front end. These fourth double-ear seats are divided into fourth double-ear seats II 13 located on both sides of the bow section 11 and fourth double-ear seats I 12 located in the middle of the bow section 11. The fourth double-ear seats cooperate with the fourth single-ear joint at the stern of the hull, so that the bow section 11 is hinged to the stern of the hull, and the stern ramp body 1 can rotate around this hinge point. A ramp 6 is located at the connection between the bow section 11 and the stern of the hull. The ramp 6 is a movable metal plate used to fill the gap between the stern ramp body 1 and the hull and to compensate for deviations.

[0047] The rear end of the bow section 11, the bottom (closed end) of the U-shaped beam 16, and the front end of the stern section 11 are connected sequentially along the centerline of the ship. For example... Figure 8 As shown, the line connecting the two ends of the top (open end) of the U-shaped beam 16 is perpendicular to the ship's centerline. The two ends of the top of the U-shaped beam 16 extend outwards away from each other, with the extensions parallel to the deck. The ship's centerline refers to the centerline along the length of the ship.

[0048] like Figure 9 As shown, both sides of the stern section 9 are equipped with supports 19, and the bottom of the supports 19 is connected to one side of the stern section 9, as shown. Figure 3 As shown, the tops of the two supports 19 are hinged to the decks on both sides via two lifting mechanisms 5. The rods of the lifting mechanisms 5 extend and retract under the control of the hydraulic pump station 7, causing the stern ramp body 1 to rotate around the hinge point with the stern of the hull, thus enabling the stern ramp body 1 to switch between the heading state and the through-load state. Figure 12 , 13 As shown, the support frame 19 is located in the middle of the stern section 9, and the support frame 19 is also provided on both sides with support rods that are respectively connected to the front end and the rear end of the stern section 9.

[0049] like Figure 4 As shown, in the navigation state, the stern section 9 is limited to the decks on both sides by the navigation locking mechanism 2; in the overload state, the extension of the U-shaped beam 16 is supported by the support 4 and limited to the decks on both sides by the overload locking mechanism 3. At this time, the self-weight of the stern ramp body 1, the load of the ramp, the load of the passing vehicle, and the bottom wave load are all transferred to the deck through the support 4, and the lifting mechanism 5 is not under force.

[0050] like Figure 23 , 24 As shown, the support 4 includes a support base 29 and a rubber pad 30. The support base 29 is fixed to the deck, and the rubber pad 30 is provided at the end of the support base 29 that abuts against the extension of the U-shaped beam 16. The U-shaped beam 16 ensures that the load is transferred to the ship's deck through the support 4 without affecting vehicle passage.

[0051] In this embodiment, as Figure 10 , 11As shown, the U-shaped beam 16 extension has a first single-ear connector 17 at the end facing the deck. The through-load locking mechanism 3 includes a first double-ear seat 26, a first pin cylinder 27, and a first pin 28; the first double-ear seat 26 is fixedly installed on the deck, and the position of the first double-ear seat 26 corresponds to the position of the U-shaped beam 16 extension in the through-load state; the first pin cylinder 27 and the first pin 28 are located on the side of the first double-ear seat 26 away from the stern ramp body 1.

[0052] Under load conditions, such as Figure 21 , 22 As shown, the first single-ear connector 17 mates with the first double-ear seat 26, that is, the first single-ear connector 17 is fitted into the first double-ear seat 26, and the connecting holes of the first single-ear connector 17 and the first double-ear seat 26 are correspondingly connected. The first pin 28 is inserted into the connecting hole of the first single-ear connector 17 and the first double-ear seat 26 under the push of the first pin cylinder 27, realizing the connection between the stern ramp body 1 and the deck.

[0053] In this embodiment, as Figure 19 , 20 As shown, the navigation locking mechanism 2 has a similar structure and working principle to the through-load locking mechanism 3. The navigation locking mechanism 2 includes a second single-ear seat 23, a second pin cylinder 24, and a second pin 25. The second single-ear seat 23 is fixedly installed on the deck, and the position of the second single-ear seat 23 corresponds to the position of the second double-ear joint provided on both sides of the stern section 9. The second pin cylinder 24 and the second pin 25 are located on the side of the second single-ear seat 23 away from the stern ramp body 1.

[0054] Under load conditions, the second double-ear connector mates with the second single-ear seat 23, and the second single-ear seat 23 is fitted into the second double-ear connector. The connection holes of the second double-ear connector and the second single-ear seat 23 are correspondingly connected. The second pin 25 is inserted into the connection hole of the second double-ear connector and the second single-ear seat 23 under the push of the second pin cylinder 24, realizing the connection between the stern ramp body 1 and the deck, ensuring that the stern ramp body 1 can withstand the wave load at the bottom under high sea states, as well as the vehicle load during the loading process.

[0055] In this embodiment, as Figure 14 As shown, the top of the support 19 is provided with a third double-ear seat 18. (As indicated...) Figure 25 , 26As shown, the lifting mechanism 5 includes a lifting cylinder 32, a cylinder support 31, and a pin 33. Two cylinder supports 31 are fixed to the deck on both sides of the stern recess, and each cylinder support 31 has a third double-ear joint. Both the cylinder body and rod of the lifting cylinder 32 have third single-ear joints. The third single-ear joint on the cylinder body of the lifting cylinder 32 mates with the third double-ear joint on the cylinder support 31 and is hinged via the pin 33, thus achieving the hinge connection between the cylinder body of the lifting cylinder 32 and the deck. The third single-ear joint on the rod of the lifting cylinder 32 mates with the third double-ear seat 18 on the top of the support frame 19 and is hinged via the pin 33, thus achieving the hinge connection between the rod of the lifting cylinder 32 and the support frame 19.

[0056] Specifically, the third single-ear connector can be fitted into the third double-ear seat 18 and the third double-ear connector respectively, and the connecting holes of the third single-ear connector, the third double-ear seat 18, and the third double-ear connector are correspondingly connected and connected by a pin 33. The third single-ear connector can rotate around the pin 33. When the lifting cylinder 32 extends, the stern ramp body 1 rotates downward; when the lifting cylinder 32 retracts, the stern ramp body 1 rotates upward.

[0057] like Figure 7 As shown, the stern ramp body 1 also includes a bridge deck system 14, which is laid on the bow section 11, the bottom of the U-shaped crossbeam 16, and the stern section 9. Figure 15-18 As shown, the upper surface of the bridge deck system 14 is provided with an anti-slip structure 15. The anti-slip structure 15 is divided into diagonal anti-slip strips 20, longitudinal anti-slip strips 21, and transverse anti-slip strips 22. The longitudinal anti-slip strips 21 are arranged along the centerline of the ship, and the transverse anti-slip strips 22 are arranged perpendicular to the longitudinal anti-slip strips 21, with the longitudinal anti-slip strips 21 being higher than the transverse anti-slip strips 22. The diagonal anti-slip strips 20, longitudinal anti-slip strips 21, and transverse anti-slip strips 22 are all spaced apart. The spaced apart arrangement means that along the direction perpendicular to the centerline of the ship, any two adjacent sets of anti-slip structures are different.

[0058] When the structure of the stern ramp body 1 (such as the ramps of other ships) abuts against the bridge deck system 14, the clearance in the middle of the U-shaped crossbeam 16 allows the external lap ramp to slide horizontally on the stern ramp body 1. Because the lap structure has a large area, the longitudinal anti-slip strip 21 is higher than the transverse anti-slip strip 22, so the lap structure contacts the longitudinal anti-slip strip 21, preventing the lap structure from getting stuck when sliding along the ship's centerline. When a vehicle passes over the stern ramp body 1, because the tire area is small, it will abut against different anti-slip structures 15, ensuring that the vehicle will not slip along or perpendicular to the ship's centerline. A specially constructed anti-slip structure 15 is provided to meet the anti-slip requirements of vehicles climbing slopes while allowing the lap structure to slide on the surface of the stern ramp body 1.

[0059] The hydraulic pump station 7 includes a marine motor, a load-sensitive pump, an electro-hydraulic proportional multi-way valve, a high-pressure filter, a return oil filter, and an oil tank. The electrical system 8 is used to control and drive the hydraulic pump station 7.

[0060] The electrical system 8 controls the marine motor to drive the load-sensitive pump. The load-sensitive pump draws oil from the oil tank, and its outlet is connected to the inlet of the electro-hydraulic proportional multi-way valve via a high-pressure filter. The return port of the electro-hydraulic proportional multi-way valve is connected to the oil tank via a return filter, and the working port of the electro-hydraulic proportional multi-way valve is connected to the lifting cylinder 32. The lifting cylinder 32 is installed on the deck, and the hydraulic pump station 7 is also installed on the deck. That is, the hydraulic lines can be installed on the deck, and no hydraulic lines need to be installed on the stern ramp body 1.

[0061] The load-sensitive pump is a load-sensitive variable displacement piston pump with load sensitivity, constant power, and pressure shut-off functions. The output pressure and flow rate of the load-sensitive pump adapt completely to changes in load requirements. During no-load operation, the load-sensitive pump operates at low pressure and zero deflection angle; during pressure holding, the output flow rate of the load-sensitive pump only maintains the system pressure.

[0062] The electro-hydraulic proportional multi-way valve enables proportional flow control. Adjusting the valve core opening determines the flow rate supplied to the lifting cylinder 32, thereby controlling the movement speed of the actuator (lifting cylinder 32). Multiple actuators (lifting cylinders 32) can operate simultaneously, with flow rates independent of the load. Each valve core can be individually set for flow and pressure. In this embodiment, the electro-hydraulic proportional multi-way valve is used to achieve proportional flow control of the lifting cylinder 32. The valve has at least two valve cores with individually set flow and pressure parameters, allowing two lifting cylinders 32 to operate simultaneously, and ensuring that the flow rate of the lifting cylinder 32 is independent of its load.

[0063] The hydraulic pump station 7 and the lifting mechanism 5 constitute a load-sensitive control system, which has the ability to monitor system pressure, flow rate, and load, and adjust the flow-pressure parameters to achieve the highest efficiency. Depending on the output pressure, the load-sensitive pump's operating range can be divided into an idle running section, a fixed-displacement section, a constant-power section, and a constant-pressure section. These four sections are controlled by the valves inside the load-sensitive pump and the electro-hydraulic proportional multi-way valve, respectively, ensuring constant power during the deployment process. This allows the stern ramp body 1 to deploy quickly, overcoming ship motion in high sea states and enabling the deployment and retraction of the stern ramp body 1 in high sea states.

[0064] The stern ramp provided in this disclosure is suitable for high sea states and can adapt to ship movement during deployment and retraction, while bearing wave loads at the bottom; after full deployment, other ramps can be attached to the main body 1 of this stern ramp; during the passage of vehicles, it needs to bear vehicle loads and bottom wave loads; the anti-slip structure 15 is adapted to the horizontal sliding of the attached structure on the stern ramp and vehicle passage.

[0065] The above are merely preferred embodiments of this disclosure and are not intended to limit this disclosure. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A stern ramp suitable for high sea states, characterized in that, It includes the stern ramp body, navigation locking mechanism, through-load locking mechanism, support, lifting mechanism and hydraulic pump station; two sets of navigation locking mechanisms, through-load locking mechanisms and supports are symmetrically installed on the two sides of the deck of the stern recess; The stern ramp body is set in the stern groove and includes a bow section, a U-shaped beam and a stern section; the front end of the bow section is hinged to the stern of the hull, the rear end of the bow section, the bottom of the U-shaped beam and the front end of the stern section are connected in sequence along the centerline of the ship, the line connecting the two ends of the top of the U-shaped beam is perpendicular to the centerline of the ship, and the two ends of the top of the U-shaped beam extend outwards away from each other. Both sides of the stern section are equipped with support frames, and the top of the support frames are hinged to the decks on both sides through a lifting mechanism. The rod of the lifting mechanism extends and retracts under the control of the hydraulic pump station, so that the stern ramp body rotates around the hinge point with the stern of the hull, realizing the conversion between the heading state and the through-load state. In navigation mode, the stern section is limited to the decks on both sides by a navigation locking mechanism; in overload mode, the extension of the U-shaped beam is supported by supports and limited to the decks on both sides by an overload locking mechanism.

2. The stern ramp suitable for high sea states as described in claim 1, characterized in that, The stern ramp body also includes a bridge deck system, which is laid on the bow section, the bottom of the U-shaped crossbeam and the stern section; the upper surface of the bridge deck system is provided with longitudinal anti-slip strips along the centerline of the ship and transverse anti-slip strips perpendicular to the longitudinal anti-slip strips, with the longitudinal anti-slip strips being higher than the transverse anti-slip strips.

3. The stern ramp suitable for high sea states as described in claim 1, characterized in that, The U-shaped beam extension has a first single-ear connector at the end facing the deck. The through-load locking mechanism includes a first double-ear seat, a first pin cylinder and a first pin; the first double-ear seat is fixedly installed on the deck, and the first pin cylinder and the first pin are located on the side of the first double-ear seat away from the stern ramp body; Under load, the first single-ear connector engages with the first double-ear seat, and the first pin is inserted into the connection hole between the first single-ear connector and the first double-ear seat under the push of the first pin cylinder, thereby connecting the stern ramp body to the deck.

4. The stern ramp suitable for high sea states as described in claim 1, characterized in that, The top of the support frame is equipped with a third double-ear seat; the lifting mechanism includes a lifting cylinder, a cylinder support and a pin; the cylinder support is fixed on the deck, and the cylinder body and piston rod of the lifting cylinder are both equipped with a third single-ear joint; The third single-ear joint on the cylinder body of the lifting cylinder cooperates with the third double-ear joint on the cylinder support and is hinged by a pin to realize the hinged connection between the lifting cylinder and the deck; the third single-ear joint on the rod body of the lifting cylinder cooperates with the third double-ear seat and is hinged by a pin to realize the hinged connection between the lifting cylinder and the support frame.

5. The stern ramp suitable for high sea states as described in claim 4, characterized in that, The hydraulic pump station includes a marine motor, a load-sensitive pump, an electro-hydraulic proportional multi-way valve, a high-pressure filter, a return oil filter, and an oil tank; The marine motor is used to drive the load-sensitive pump, which draws oil from the oil tank. The oil outlet of the load-sensitive pump is connected to the oil inlet of the electro-hydraulic proportional multi-way valve via a high-pressure filter. The oil return port of the electro-hydraulic proportional multi-way valve is connected to the oil tank via a return oil filter. The working oil port of the electro-hydraulic proportional multi-way valve is connected to the lifting cylinder. The output pressure and flow rate of the load-sensitive pump adapt to the load requirements; the electro-hydraulic proportional multi-way valve has at least two valve cores with individually set flow and pressure parameters, used to achieve proportional flow control of the lifting cylinder.

6. The stern ramp suitable for high sea states as described in any one of claims 1-5, characterized in that, A buffer pad is provided at the end where the support meets the extension of the U-shaped beam.

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