CN112267449B - Channel ship lock area hull protection device - Google Patents
Channel ship lock area hull protection device Download PDFInfo
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- CN112267449B CN112267449B CN202011094232.XA CN202011094232A CN112267449B CN 112267449 B CN112267449 B CN 112267449B CN 202011094232 A CN202011094232 A CN 202011094232A CN 112267449 B CN112267449 B CN 112267449B
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- swing
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- buffering
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- swing driving
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02C—SHIP-LIFTING DEVICES OR MECHANISMS
- E02C1/00—Locks or dry-docks; Shaft locks, i.e. locks of which one front side is formed by a solid wall with an opening in the lower part through which the ships pass
- E02C1/10—Equipment for use in connection with the navigation of ships in locks; Mooring equipment
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- Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
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Abstract
The invention discloses a ship body protection device for a navigation channel ship lock area, which relates to the technical field of the water transportation industry and solves the problems that the existing ship body protection device for the navigation channel ship lock area is generally of a fixed rubber structure, the impact buffering capacity is limited during use, large resilience can be generated after buffering, large impact is easily caused on a ship body, the protection capacity is poor, the structure of the ship body protection device is fixed and cannot be adjusted according to needs, and the protection effect is poor; the upper part of the left side of the mounting base is rotatably connected with a group of adjusting hand wheels; a swing driven shaft is rotatably connected inside the mounting base; the front end face of the primary buffer piece is rotatably connected with a group of buffer rollers. The invention has good adjusting capacity, can be adjusted into an angle according to the requirement, simultaneously adopts a multi-stage buffer structure, has larger absorption capacity, protects the ship body, can slow down the rebound energy, prevents the impact on the ship body caused by too fast rebound, and has better protection effect.
Description
Technical Field
The invention relates to the technical field of water transportation industry, in particular to a ship body protection device in a navigation channel lock area.
Background
In water transportation, a channel ship lock is often encountered, the ship lock is a box-shaped structure and consists of an upper and a lower guiding channels, an upper and a lower lock heads and a lock chamber, the lock chamber is a box-shaped chamber for berthing a ship (or a fleet), the water level in the lock chamber is adjusted by means of indoor water filling or draining, the ship is vertically lifted between the upper and the lower water levels, so that when the ship passes through the lock, the water level of the lock chamber is leveled with the lower water level through the regulation of a water delivery system, the lower lock is opened, the ship is guided into the lock chamber from the lower guiding channel, the lower lock is closed immediately, the ship body is filled into the lock chamber from the upper stream by the water delivery system, when the water level in the lock chamber rises to be level with the upper stream water level, the upper lock is opened, the ship is driven out of the lock chamber, and a protection device is often arranged on the channel ship lock wall in the channel ship lock area.
For example, application No.: CN201610503849.X the invention discloses a concave-convex point type side anti-collision and anti-freezing composite structure.A ship side inner plate is sequentially provided with a second cushion layer, a concave-convex type anti-collision plate and a first cushion layer towards a ship side outer plate; the hollow protruding part and the hollow depressed part of the concave-convex type anti-collision plate, and the clearance between the concave-convex type anti-collision plate, the buffer cushion layer and the ship side outer plate are filled with anti-freezing materials. The concave-convex point type broadside anti-collision anti-freezing composite structure can fully absorb energy in all directions, and greatly improves the space utilization rate; the structure is simple, the construction is convenient and quick, and the ship in the ice area is protected in a short time; the excellent characteristics of multiple combined material are fully utilized, the dual effects of crashproof and freeze-proof of the side structure are realized, and the problems of collision and frost crack are solved through a simple mode.
Based on the aforesaid, current channel lock district hull protection device generally is fixed rubber construction, and in use, the ability of buffering impact is limited, can produce great resilience after the buffering simultaneously, causes great impact to the hull easily, and the protective capacities is relatively poor, and hull protection device structure is fixed simultaneously can not adjust as required, and the protection effect is not good, consequently, unsatisfied current demand, to this we have proposed a channel lock district hull protection device.
Disclosure of Invention
The invention aims to provide a ship body protection device for a navigation channel ship lock area, which aims to solve the problems that the existing ship body protection device for the navigation channel ship lock area in the background art is generally of a fixed rubber structure, has limited impact buffering capacity in use, can generate larger resilience after buffering, is easy to cause larger impact on a ship body, has poor protection capacity, and has poor protection effect because the structure of the ship body protection device is fixed and cannot be adjusted according to needs.
In order to achieve the purpose, the invention provides the following technical scheme: a ship body protection device for a navigation channel ship lock area comprises an installation base; the upper part of the left side of the mounting base is rotatably connected with a group of adjusting hand wheels; a swing driven shaft is rotatably connected inside the mounting base; the left side and the right side of the mounting base are hinged with three groups of mounting bases; the middle part of the front end surface of the mounting base is fixedly connected with three groups of mounting seats; the front end surface of each group of mounting seats is connected with a group of secondary buffer parts in a sliding manner; the front end surface of each group of secondary buffer parts is connected with a group of primary buffer parts in a sliding way; the front end face of the primary buffer piece is rotatably connected with a group of buffer rollers.
Preferably, the adjusting hand wheel further comprises a swing driving bevel gear, the bottom of the adjusting hand wheel is coaxially and fixedly connected with three groups of swing driving bevel gears, the left end face of the swing driven shaft is coaxially and fixedly connected with a group of swing driven bevel gears, and the swing driving bevel gears are meshed with the three groups of swing driven bevel gears to form a bevel gear transmission mechanism.
Preferably, the swing driven shaft further comprises a swing driving screw rod, the right side of the swing driven shaft is coaxially and fixedly connected with two groups of swing driving screw rods, and the screw pitches of the two groups of swing driving screw rods are the same and are opposite in rotating direction.
Preferably, the swing driven shaft further comprises a swing driving sliding block, each group of swing driving lead screws are connected with a group of swing driving sliding blocks in a threaded transmission mode, and the swing driving lead screws and the swing driving sliding blocks jointly form a lead screw nut transmission pair.
Preferably, the swing driven shaft further comprises a swing connecting rod, the front end face of the swing driving sliding block is hinged with a group of swing connecting rods, the other end of each swing connecting rod is hinged with the mounting seats on the two sides, and a crank sliding block transmission mechanism is formed among the swing connecting rods, the mounting seats, the swing driving sliding block and the mounting base.
Preferably, the mount pad is still including buffer spring, and the inside left and right sides of mount pad and second grade bolster all is provided with four groups of buffer spring, through eight groups of buffer spring elastic support between mount pad and the second grade bolster, through eight groups of buffer spring elastic support between one-level bolster and the second grade bolster.
Preferably, the mount pad is still including buffering soft tooth, all evenly arranges on the wall of the second grade bolster and the mount pad left and right sides and is provided with the soft tooth of buffering that has deformability, and the one-level bolster is still including buffering hard tooth, and both sides have all been provided with two sets of buffering hard teeth about the rear portion of one-level bolster and second grade bolster, and the hard tooth of buffering on the one-level bolster is connected with the soft tooth joint of buffering of second grade bolster, and the hard tooth of buffering on the second grade bolster is connected with the soft tooth joint of buffering of mount pad.
Preferably, the buffering idler wheel further comprises buffering deformation holes, and the buffering deformation holes are uniformly distributed on the outer circular surface of the buffering idler wheel.
Compared with the prior art, the invention has the beneficial effects that:
the invention realizes the swing of the mounting seat by adopting the transmission modes of a bevel gear transmission mechanism, a lead screw nut transmission pair, a crank slider mechanism and the like, and adjusts the mounting angle of the mounting seat so as to meet the requirement of buffering the impact at different angles; simultaneously has buffering deformation hole buffering gyro wheel and absorbs impact energy through adopting, has realized multistage absorption through adopting one-level bolster and second grade bolster simultaneously, and the absorption impact energy that can furthest more, better protection hull through adopting buffering hard tooth and buffering soft tooth, through buffering the resistance absorbed energy that soft tooth produced to buffering hard tooth, slows down the resilience energy simultaneously, prevents to kick-back too fast and to the impact that the hull caused, the protection hull.
The invention has good adjusting capacity, can be adjusted into an angle according to the requirement, simultaneously adopts a multi-stage buffer structure, has larger absorption capacity, buffers the ship body, protects the ship body, can slow down rebound energy, prevents impact on the ship body caused by too fast rebound, and has better protection effect.
Drawings
FIG. 1 is a schematic side view of the present invention;
FIG. 2 is a schematic side view of the internal drive shaft of the present invention;
FIG. 3 is a schematic side view of the swing driven shaft transmission shaft of the present invention;
FIG. 4 is a schematic side view of the swing driven shaft of the present invention;
FIG. 5 is a schematic side view of the mounting base of the present invention;
FIG. 6 is a schematic view of a vertical isometric cross-sectional view of the primary cushion of the present invention;
FIG. 7 is a cross-sectional side view of the primary cushion of the present invention;
FIG. 8 is a schematic axial side view of the primary cushion of the present invention;
FIG. 9 is a schematic side view of a buffer roller according to the present invention;
in the figure: 1. installing a base; 2. adjusting a hand wheel; 201. swing driving bevel gears; 3. swinging the driven shaft; 301. swinging the driven bevel gear; 302. a swing drive lead screw; 303. a swing drive slider; 304. a swing link; 4. a mounting seat; 401. buffering soft teeth; 402. a buffer spring; 5. a secondary buffer member; 6. a primary buffer member; 601. buffering hard teeth; 7. buffer rollers; 701. buffering deformation hole.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments.
Referring to fig. 1 to 9, an embodiment of the present invention includes: a ship body protection device for a navigation channel ship lock area comprises an installation base 1; the upper part of the left side of the mounting base 1 is rotatably connected with a group of adjusting hand wheels 2; a swing driven shaft 3 is rotatably connected inside the mounting base 1; the left side and the right side of the mounting base 1 are hinged with three groups of mounting bases 4; the middle part of the front end surface of the mounting base 1 is fixedly connected with three groups of mounting bases 4; the front end surface of each group of mounting seats 4 is connected with a group of secondary buffer parts 5 in a sliding manner; the front end surface of each group of secondary buffer parts 5 is slidably connected with a group of primary buffer parts 6; the front end surface of the primary buffer piece 6 is rotatably connected with a group of buffer rollers 7.
Further, the adjusting hand wheel 2 further comprises a swing driving bevel gear 201, three sets of swing driving bevel gears 201 are coaxially and fixedly connected to the bottom of the adjusting hand wheel 2, a set of swing driven bevel gears 301 are coaxially and fixedly connected to the left end face of the swing driven shaft 3, the swing driving bevel gear 201 and the three sets of swing driven bevel gears 301 are meshed together to form a bevel gear transmission mechanism, and when the adjusting hand wheel 2 is rotated, the adjusting hand wheel 2 drives the three sets of swing driven shafts 3 to rotate simultaneously through the bevel gear transmission mechanism formed by meshing of the swing driving bevel gear 201 and the swing driven bevel gears 301.
Further, the swing driven shaft 3 further comprises a swing driving lead screw 302, two sets of swing driving lead screws 302 are coaxially and fixedly connected to the right side of the swing driven shaft 3, and the two sets of swing driving lead screws 302 have the same pitch and are opposite in rotation direction.
Further, the swing driven shaft 3 further comprises swing driving sliding blocks 303, each group of swing driving lead screws 302 is in threaded transmission connection with one group of swing driving sliding blocks 303, the swing driving lead screws 302 and the swing driving sliding blocks 303 jointly form a lead screw nut transmission pair, and in use, when the swing driven shaft 3 rotates, the swing driven shaft 3 drives the two groups of swing driving sliding blocks 303 to synchronously and reversely slide through the lead screw nut transmission pair formed by the swing driving lead screws 302 and the swing driving sliding blocks 303.
Further, the swing driven shaft 3 further comprises a swing connecting rod 304, the front end face of the swing driving sliding block 303 is hinged with a group of swing connecting rods 304, the other end of each swing connecting rod 304 is hinged with the mounting seats 4 on the two sides, a crank sliding block transmission mechanism is formed among the swing connecting rod 304, the mounting seats 4, the swing driving sliding block 303 and the mounting base 1, and when the swing driving sliding block 303 slides in use, the swing driving sliding block 303 drives the mounting seats 4 to swing through the crank sliding block transmission mechanism formed among the swing connecting rod 304, the mounting seats 4, the swing driving sliding block 303 and the mounting base 1.
Further, mount pad 4 is still including buffer spring 402, the inside left and right sides of mount pad 4 and secondary buffer piece 5 all is provided with four groups of buffer spring 402, through eight groups of buffer spring 402 elastic support between mount pad 4 and the secondary buffer piece 5, through eight groups of buffer spring 402 elastic support between primary buffer piece 6 and the secondary buffer piece 5, in use provides holding power for primary buffer piece 6 and secondary buffer piece 5 through buffer spring 402, absorb energy through the elastic deformation of buffer spring 402 when receiving the impact force, cushion the hull, the protection hull.
Further, mount pad 4 is still including buffering soft tooth 401, all evenly arrange on the wall of second grade bolster 5 and the 4 left and right sides of mount pad and be provided with the soft tooth 401 of buffering that has deformability, one-level bolster 6 is still including buffering hard tooth 601, both sides have all been provided with two sets of buffering hard teeth 601 about the rear portion of one-level bolster 6 and second grade bolster 5, buffering hard tooth 601 on the one-level bolster 6 is connected with the soft tooth 401 joint of buffering of second grade bolster 5, buffering hard tooth 601 on the second grade bolster 5 is connected with the soft tooth 401 joint of buffering of mount pad 4, in use, provide the resistance through the joint of buffering hard tooth 601 and the soft tooth 401 in the gliding in-process in front and back when one-level bolster 6 and second grade bolster 5, the energy is absorbed, the energy of kick-backing is slowed down simultaneously, prevent the impact that the kick-back caused the hull too soon, protect the hull.
Further, the buffer roller 7 further comprises buffer deformation holes 701, the buffer deformation holes 701 are uniformly distributed on the outer circular surface of the buffer roller 7, and a deformation space is provided through the buffer deformation holes 701 in use, so that the deformation capacity of the buffer roller 7 is improved, good buffering is achieved, and the ship body is protected better.
The working principle is as follows: when the installation angles of the installation seats 4 on the left side and the right side need to be adjusted, the swing driven shaft 3 is rotated, the swing driven shaft 3 drives two groups of swing driving sliding blocks 303 to synchronously and reversely slide through a screw nut transmission pair formed by a swing driving screw 302 and the swing driving sliding blocks 303, the swing driving sliding blocks 303 drive the installation seats 4 to swing through a crank sliding block transmission mechanism formed by a swing connecting rod 304, the installation seats 4, the swing driving sliding blocks 303 and the installation base 1, the installation angles of the installation seats 4 are adjusted, and the ship body is conveniently protected from different angles; when the ship body impacts the buffer roller 7 in the using process, the buffer roller 7 deforms through the buffer deformation hole 701, the absorption capacity is realized, the ship body is buffered, when the impact of the ship body is larger, the buffer roller 7 pushes the primary buffer member 6 backwards, the primary buffer member 6 compresses the buffer spring 402, the buffer spring 402 absorbs the impact energy, meanwhile, resistance is provided by the clamping connection of the buffering hard teeth 601 and the buffering soft teeth 401, energy is absorbed, when the impact energy is still relatively large, the buffer spring 402 pushes the secondary buffer 5 to slide backward, the secondary buffer 5 compresses the buffer spring 402 in the mounting seat 4, the energy is absorbed again by the buffer spring 402 for buffering, meanwhile, resistance is provided by clamping the buffering hard teeth 601 and the buffering soft teeth 401, energy is absorbed to the maximum extent, impact energy is reduced, a ship body is protected, and impact between the ship body and a channel wall is reduced; meanwhile, resistance is provided through the clamping connection of the buffering hard teeth 601 and the buffering soft teeth 401, resilience energy is reduced, impact on the ship body caused by too fast resilience is prevented, and the ship body is protected.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Claims (4)
1. The utility model provides a channel ship lock district hull protection device which characterized in that: comprises a mounting base (1); the upper part of the left side of the mounting base (1) is rotatably connected with a group of adjusting hand wheels (2); a swing driven shaft (3) is rotatably connected inside the mounting base (1); the left side and the right side of the mounting base (1) are hinged with three groups of mounting seats (4); the middle part of the front end face of the mounting base (1) is fixedly connected with three groups of mounting seats (4); the front end face of each group of mounting seats (4) is connected with a group of secondary buffer parts (5) in a sliding manner; the front end surface of each group of secondary buffer parts (5) is connected with a group of primary buffer parts (6) in a sliding way; the front end surface of the primary buffer piece (6) is rotatably connected with a group of buffer rollers (7); the adjusting hand wheel (2) further comprises swing driving bevel gears (201), the bottom of the adjusting hand wheel (2) is coaxially and fixedly connected with three groups of swing driving bevel gears (201), the left end face of the swing driven shaft (3) is coaxially and fixedly connected with one group of swing driven bevel gears (301), and the swing driving bevel gears (201) are simultaneously meshed with the three groups of swing driven bevel gears (301) to form a bevel gear transmission mechanism; the swing driven shaft (3) further comprises a swing driving lead screw (302), two groups of swing driving lead screws (302) are coaxially and fixedly connected to the right side of the swing driven shaft (3), and the two groups of swing driving lead screws (302) have the same pitch and opposite rotation directions; the swing driven shaft (3) further comprises swing driving sliding blocks (303), each group of swing driving lead screws (302) is in threaded transmission connection with one group of swing driving sliding blocks (303), and the swing driving lead screws (302) and the swing driving sliding blocks (303) jointly form a lead screw nut transmission pair; the swing driven shaft (3) further comprises a swing connecting rod (304), the front end face of the swing driving sliding block (303) is hinged with a group of swing connecting rods (304), the other end of each swing connecting rod (304) is hinged with the mounting seats (4) on the two sides, and a crank sliding block transmission mechanism is formed among the swing connecting rods (304), the mounting seats (4), the swing driving sliding block (303) and the mounting base (1).
2. The channel lock area hull protection device of claim 1, wherein: the mounting seat (4) is characterized by further comprising buffer springs (402), four groups of buffer springs (402) are arranged on the left side and the right side of the inside of the mounting seat (4) and the left side of the inside of the second-stage buffer member (5), the mounting seat (4) and the second-stage buffer member (5) are elastically supported through eight groups of buffer springs (402), and the first-stage buffer member (6) and the second-stage buffer member (5) are elastically supported through eight groups of buffer springs (402).
3. The channel lock area hull protection device of claim 1, wherein: mounting seat (4) are still including buffering soft tooth (401), all evenly arrange on second grade bolster (5) and mounting seat (4) left and right sides wall and be provided with buffering soft tooth (401) that have deformability, one-level bolster (6) are still including buffering hard tooth (601), both sides have all been provided with two sets of buffering hard tooth (601) about the rear portion of one-level bolster (6) and second grade bolster (5), buffering hard tooth (601) on one-level bolster (6) are connected with the soft tooth (401) joint of buffering of second grade bolster (5), buffering hard tooth (601) on second grade bolster (5) are connected with the soft tooth (401) joint of buffering of mounting seat (4).
4. The channel lock area hull protection device of claim 1, wherein: the buffer roller (7) further comprises buffer deformation holes (701), and the buffer deformation holes (701) are uniformly distributed on the outer circular surface of the buffer roller (7).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011094232.XA CN112267449B (en) | 2020-10-14 | 2020-10-14 | Channel ship lock area hull protection device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011094232.XA CN112267449B (en) | 2020-10-14 | 2020-10-14 | Channel ship lock area hull protection device |
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| Publication Number | Publication Date |
|---|---|
| CN112267449A CN112267449A (en) | 2021-01-26 |
| CN112267449B true CN112267449B (en) | 2021-08-10 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011094232.XA Active CN112267449B (en) | 2020-10-14 | 2020-10-14 | Channel ship lock area hull protection device |
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| CN (1) | CN112267449B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2084014A1 (en) * | 1992-11-27 | 1994-05-28 | Andrew J. Hart | Boat mooring device |
| CN201924321U (en) * | 2010-12-21 | 2011-08-10 | 衡水橡胶股份有限公司 | Pier collision-prevention structure capable of changing collision direction of ship |
| KR20120040552A (en) * | 2010-10-19 | 2012-04-27 | 한국해양연구원 | In-situ trial facility for floating lng receiving terminals |
| CN207933981U (en) * | 2018-01-16 | 2018-10-02 | 贵州黔航交通工程有限公司 | A kind of ship lock collision prevention device |
| CN211006605U (en) * | 2019-09-17 | 2020-07-14 | 上海振南工程咨询监理有限责任公司 | Channel ship lock area hull protection device |
-
2020
- 2020-10-14 CN CN202011094232.XA patent/CN112267449B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2084014A1 (en) * | 1992-11-27 | 1994-05-28 | Andrew J. Hart | Boat mooring device |
| KR20120040552A (en) * | 2010-10-19 | 2012-04-27 | 한국해양연구원 | In-situ trial facility for floating lng receiving terminals |
| CN201924321U (en) * | 2010-12-21 | 2011-08-10 | 衡水橡胶股份有限公司 | Pier collision-prevention structure capable of changing collision direction of ship |
| CN207933981U (en) * | 2018-01-16 | 2018-10-02 | 贵州黔航交通工程有限公司 | A kind of ship lock collision prevention device |
| CN211006605U (en) * | 2019-09-17 | 2020-07-14 | 上海振南工程咨询监理有限责任公司 | Channel ship lock area hull protection device |
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| CN112267449A (en) | 2021-01-26 |
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