CN216805728U

CN216805728U - Towing windproof device for ship side operation structure

Info

Publication number: CN216805728U
Application number: CN202220708404.6U
Authority: CN
Inventors: 鞠鹏; 王翔; 冯甲鑫; 曲俐俐
Original assignee: CCCC First Harbor Engineering Co Ltd; No 2 Engineering Co Ltd of CCCC First Harbor Engineering Co Ltd
Current assignee: CCCC First Harbor Engineering Co Ltd; No 2 Engineering Co Ltd of CCCC First Harbor Engineering Co Ltd
Priority date: 2022-03-24
Filing date: 2022-03-24
Publication date: 2022-06-24
Anticipated expiration: 2032-03-24

Abstract

The utility model relates to a towing windproof device for a ship side operation structure, belonging to the technical field of ship towing, and the towing windproof device comprises a rotating connection assembly, a rotary driving mechanism, a first locking mechanism, a second locking mechanism and a plurality of guy cables; the rotating connecting assembly is connected between a trolley system of the ship side operation structure and a ship deck so as to rotatably connect the trolley system to the deck; the rotary driving mechanism is used for driving the trolley system to rotate between a working position and a towing position; the first locking mechanism is used for locking the trolley system at a working position and is detachably connected between the deck and the trolley system; the second locking mechanism is used for locking the trolley system at the towing position and is detachably connected between the deck and the trolley system; one end of the guy rope is connected to the deck and the other end is connected to the trolley system at the towing position. This ship side is towing safety in structure with anti-wind device that tows a boat can ensure the ship side operation structure.

Description

Towing windproof device for ship side operation structure

Technical Field

The utility model belongs to the technical field of ship towing, and particularly relates to a towing windproof device for a ship side operation structure.

Background

In the ship towing process, in order to tow the navigation safety, the operation structure or goods with higher height above the ship deck are usually prevented from wind by tying up a cable wind rope, so that the towing safety is guaranteed. However, in some conventional construction vessels for offshore construction, some construction work structures are installed on the side of the vessel (for example, a chute riprap ship, a vibration leveling ship, etc. used in immersed tunnel construction), and cannot be provided with a guy rope, and there is a potential safety hazard when the vessel is towed. Therefore, how to provide a towing wind-proof device suitable for a ship side operation structure to improve towing safety is a technical problem which is urgently needed to be solved at present.

SUMMERY OF THE UTILITY MODEL

In order to solve the technical problems, the utility model provides a towing windproof device for a ship side operation structure, which can ensure the towing safety of the ship side operation structure.

The utility model provides a towing wind-proof device for a ship side operation structure, wherein the ship side operation structure comprises a trolley system, a construction mechanism arranged on the trolley system and a lifting mechanism used for lifting the construction mechanism, and the towing wind-proof device comprises:

the rotating connecting assembly is connected between the trolley system and a deck of the ship body so as to rotatably connect the trolley system to the deck;

the rotary driving mechanism is used for driving the trolley system to rotate between a working position arranged on the deck close to the ship side and a towing position arranged in the middle of the deck;

the first locking mechanism is used for locking the trolley system at a working position and is detachably connected between the deck and the trolley system at the working position;

the second locking mechanism is used for locking the trolley system at the towing position and is detachably connected between the deck and the trolley system at the towing position;

and the cable wind ropes are used for playing a role of wind prevention when the trolley system is positioned at the towing position, one end of each cable wind rope is connected to the deck, and the other end of each cable wind rope is connected to the trolley system positioned at the towing position.

In some embodiments, the rotation connection assembly comprises a rotation shaft and a shaft sleeve sleeved outside the rotation shaft; the axis of the rotating shaft is perpendicular to the deck, and the bottom end of the rotating shaft is fixedly connected to the deck; the shaft sleeve is fixedly connected to the trolley system and rotates around the rotating shaft.

In some embodiments, the rotating connection assembly further includes a locking bolt coaxially connected to the top end of the rotating shaft, the outer diameter of the locking bolt is smaller than the outer diameter of the rotating shaft, a locking pressing plate is sleeved on the periphery of the locking bolt, the locking pressing plate presses the top of the shaft sleeve, a locking nut is further in threaded connection with the periphery of the locking bolt, and when the locking nut is tightened, the locking nut contacts with the top surface of the locking pressing plate to enable the locking pressing plate to press the shaft sleeve.

In some embodiments, the rotation driving mechanism comprises a winch arranged on a deck, the winch is connected with a traction rope used for drawing the trolley system to rotate, and the tail end of the traction rope is connected with the trolley system.

In some of these embodiments, the sleeve is fixedly attached to the forward end of one of the tracks in the trolley system remote from the side of the vessel; the winch is positioned on one side of the trolley system, which is far away from the ship side; when the trolley system is driven to rotate from the working position to the towing position, the tail end of the traction rope is connected to the rear end of one track close to the ship side in the trolley system; when the trolley system is driven to rotate from the towing position to the working position, the tail end of the traction rope is connected to the rear end of one track far away from the ship side in the trolley system.

In some of these embodiments, the rotary drive mechanism further comprises a guide wheel for changing the direction of the tractive lines, the guide wheel being mounted to the deck, the tractive lines being wound around the guide wheel.

In some embodiments, the first locking mechanism includes a first embedded locking component and a first deck locking component, one end of the first embedded locking component is embedded and connected in a deck around the working position, the other end of the first embedded locking component is connected on a rail of the trolley system far away from the ship side, the first deck locking component is located above the deck, and the first deck locking component is detachably connected between the rail of the trolley system near the ship side and the deck around the working position; the second locking mechanism comprises a second embedded locking assembly and a second deck locking assembly, one end of the second embedded locking assembly is embedded and connected in a deck located around the towing position, the other end of the second embedded locking assembly is connected on a rail of the trolley system close to the ship side, the second deck locking assembly is located above the deck, and the second deck locking assembly is detachably connected between the rail of the trolley system far away from the ship side and the deck located around the towing position.

In some embodiments, the first embedded locking assembly and the second embedded locking assembly have the same structure and both include a locking bolt and a first locking connection block; the locking bolt is perpendicular to the deck and arranged, sequentially penetrates through the first locking connecting block and the deck from top to bottom, and the first locking connecting block is fixedly connected to the side portion of the track.

In some embodiments, the first deck locking assembly and the second deck locking assembly have the same structure and each comprise a counterforce block, a jacking bolt and a second locking connection block; the bottom end of the reaction block is fixedly connected to the top surface of the deck, the reaction block is provided with a cantilever end suspended above the deck, the second locking and connecting block is located below the cantilever end and is fixedly connected to the side portion of the track, and the tightening bolt is connected to the cantilever end in the vertical direction and is tightened to the top surface of the second locking and connecting block.

In some embodiments, the number of the guy cables is four, and the four guy cables form a cross shape, wherein two guy cables are arranged along the length direction of the trolley system, and the other two guy cables are arranged along the width direction of the trolley system.

Compared with the prior art, the utility model has the advantages and positive effects that:

according to the towing windproof device for the ship side operation structure, the ship side operation structure is rotatably connected to the deck through the arranged rotating connection assembly, when towing is needed, the arranged first locking mechanism is detached, the trolley system is driven by the arranged rotating driving mechanism to drive the whole ship side operation structure to rotate to the towing position arranged in the middle of the deck, the trolley system is locked at the towing position through the arranged second locking mechanism, and the cable rope is connected between the trolley system and the deck, so that the windproof function can be achieved, and the towing safety of the ship side operation structure during towing is ensured.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the utility model and together with the description serve to explain the utility model without limiting the utility model. In the drawings:

fig. 1 is a schematic structural view of a towing wind-proof device for a ship-side working structure provided in an embodiment of the present invention when a trolley system is in a working position;

fig. 2 is a schematic structural view of the towing wind prevention device for a ship side operation structure provided by the embodiment of the utility model when the trolley system is in a towing position;

fig. 3 is a schematic structural view of a rotating connection assembly in the towing windproof device for the ship side working structure according to the embodiment of the utility model;

fig. 4 is a schematic structural diagram of a first embedded locking component in the towing windproof device for the ship side operation structure according to the embodiment of the utility model;

fig. 5 is a schematic structural view of a first deck locking assembly in the towing windproof device for the ship side working structure according to the embodiment of the utility model;

fig. 6 is a schematic flow chart of a towing windproof process of the towing windproof device for the ship side operation structure according to the embodiment of the utility model;

fig. 7 is a schematic flow chart illustrating a process of returning the trolley system in the towing windproof device for the ship-side working structure to the working position according to the embodiment of the present invention.

In the figure:

1. a deck; 2. a vessel side working structure; 3. rotating the connecting assembly; 4. a rotation driving mechanism; 5. a first locking mechanism; 6. a second locking mechanism; 7. a guy rope; 8. a guide idler;

21. a trolley system; 211. a track; 212. a trolley; 22. a construction mechanism; 23. a lifting mechanism;

31. a rotating shaft; 32. a shaft sleeve; 33. a bolt column; 34. locking a pressing plate; 35. locking the nut;

41. a winch; 42. a hauling rope; 43. a guide wheel; 431. a first guide wheel; 432. a second guide wheel;

51. a first embedded locking component; 511. locking the bolt; 512. a first locking connection block; 52. a first deck locking assembly; 521. a counter-force block; 522. tightening the bolt; 523. a second locking connection block; 61. a second embedded locking assembly; 62. a second deck locking assembly.

Detailed Description

The technical solutions in the embodiments will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely some embodiments of the utility model, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.

The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

As shown in fig. 1 and fig. 2, the embodiment of the present invention relates to a towing wind-proof device for a ship side working structure, wherein the ship side working structure 2 includes a trolley system 21, a construction mechanism 22 mounted on the trolley system 21, and a lifting mechanism 23 for lifting the construction mechanism 22; the towing windproof device comprises a rotary connecting assembly 3, a rotary driving mechanism 4, a first locking mechanism 5, a second locking mechanism 6 and a plurality of wind cables 7; the rotary connecting assembly 3 is connected between the trolley system 21 and the deck 1 of the ship body so as to rotatably connect the trolley system 21 to the deck 1; the rotary driving mechanism 4 is used for driving the trolley system 21 to rotate between a working position, which is arranged on the deck 1 close to the ship side, and a towing position, which is arranged in the middle of the deck 1; the first locking mechanism 5 is used for locking the trolley system 21 at the working position and is detachably connected between the deck 1 and the trolley system 21 at the working position; the second locking mechanism 6 is used for locking the trolley system 21 at the towing position and is detachably connected between the deck 1 and the trolley system 21 at the towing position; the guy rope 7 is used for wind prevention when the trolley system 21 is in the towing position, and one end of the guy rope 7 is connected to the deck 1, and the other end is connected to the trolley system 21 in the towing position.

Above-mentioned ship side operation structure is with dragging wind-proof device, make ship side operation structure 2 rotate to be connected on deck 1 through the rotation coupling assembling 3 that sets up, when needs drag the navigation, detach the first locking mechanism 5 that sets up, 4 drive platform truck system 21 through the rotary driving mechanism that sets up take whole ship side operation structure 2 rotatory to the position of dragging the navigation that the deck 1 middle part set up together, 6 with platform truck system 21 lock solid in the position of dragging the navigation through the second locking mechanism that sets up, connect cable wind rope 7 between platform truck system 2 and deck 1, can play windproof role, the security of dragging the navigation of ship side operation structure 2 when dragging the navigation has been guaranteed.

In order to facilitate the rotational connection of the trolley system 21 to the deck 1, in some preferred embodiments, as shown in fig. 3, the rotational connection assembly 3 specifically includes a rotating shaft 31 and a bushing 32 sleeved outside the rotating shaft 31; the axis of the rotating shaft 31 is perpendicular to the deck 1, and the bottom end of the rotating shaft 31 is fixedly connected to the deck 1; the sleeve 32 is fixedly connected to the trolley system 21, and the sleeve 32 rotates about the rotation shaft 31. After the rotating connection assembly 3 is adopted, the trolley system 21 can rotate relative to the deck 1 through the rotation of the shaft sleeve 32 relative to the rotating shaft 31, and the rotating connection assembly is simple and portable.

In order to limit further rotation of the trolley system 21 after the trolley system 21 rotates to a position, as shown in fig. 3, the rotation connection assembly 3 further includes a bolt column 33 coaxially connected to the top end of the rotation shaft 31, an outer diameter of the bolt column 33 is smaller than an outer diameter of the rotation shaft 31, a locking pressure plate 34 is sleeved on the periphery of the bolt column 33, the locking pressure plate 34 is pressed on the top of the shaft sleeve 32, a locking nut 35 is further connected to the periphery of the bolt column 33 through a thread, and when the locking nut 35 is screwed, the locking nut 35 contacts with the top surface of the locking pressure plate 34 so that the locking pressure plate 34 is pressed on the shaft sleeve 32. After the trolley system 21 is rotated to the working position or the towing position, the locking nut 35 is tightened to press the locking pressing plate 34 against the sleeve 32, so that the friction force of the rotation of the sleeve 32 relative to the rotating shaft 31 is increased, thereby restricting the rotation of the sleeve 32.

In order to facilitate the rotation of the trolley system 21, as shown in fig. 1, the rotation driving mechanism 4 includes a winch 41 installed on the deck 1, the winch 41 is connected with a traction rope 42 for pulling the trolley system 21 to rotate, and the end of the traction rope 42 is connected to the trolley system 21. The trolley system 21 can be pulled to rotate by pulling the traction rope 42 through the winch 41. It should be noted that, according to the common general knowledge, the skilled person can know: when the trolley system 21 is driven to rotate, the traction rope 42 should be pulled toward the direction in which the trolley system 21 rotates, and thus, a specific connection mode of the traction rope 42 can be set by a person skilled in the art according to common knowledge.

To facilitate rotation of the trolley system 21 by the pull-cord 42, as shown in fig. 1 and 3, the sleeve 32 is fixedly attached to the front end of one of the rails 211 of the trolley system 21 remote from the ship; the winch 41 is positioned on one side of the trolley system 21, which is far away from the ship side; when the trolley system 21 is driven to rotate from the working position to the towing position, the tail end of the traction rope 42 is connected to the rear end of one rail 211 close to the ship side in the trolley system 21; as shown in fig. 7b, the end of the pull-cord 42 is connected to the rear end of one of the rails 211 of the trolley system 21 remote from the ship side when the trolley system 21 is driven to rotate from the towing position to the working position. After the arrangement, the rotation center of the trolley system 21 and the connection point of the trolley system 21 and the traction rope 42 are respectively positioned at two ends of the trolley system 21, so that the longest rotation arm of force can be obtained, and the trolley system 21 can rotate more conveniently.

Further, in order to change the direction of the pulling rope 42 to realize the rotation of the trolley system 21 in two directions, as shown in fig. 1 and 7b, the rotary driving mechanism 4 further comprises a guide wheel 43 for changing the direction of the pulling rope 42, the guide wheel 43 is mounted on the deck 1, and the pulling rope 42 is wound around the guide wheel 43. Specifically, as shown in fig. 1 and fig. 6c, in the present embodiment, the winch 41 is located on a side of the trolley system 21 away from the ship side, and the winch 41 is disposed near the front end of the trolley system 21; when the trolley system 21 is driven to rotate from the working position to the towing position, a first guide wheel 431 is arranged on the deck 1 at a position, which is close to the rear end of the trolley system 21, on one side of the trolley system 21, which is far away from the ship side, and the traction rope 42 is wound outside the first guide wheel 431 so as to change the direction of the traction rope 42; as shown in fig. 7b, when the trolley system 21 is driven to rotate from the towing position to the working position, a first guide wheel 431 is disposed on the deck 1 at a position close to the rear end of the trolley system 21 on the side of the trolley system 21 away from the ship, and a second guide wheel 432 is disposed on the deck 1 at a position close to the rear end of the trolley system 21 on the side of the ship, and the traction rope 42 sequentially bypasses the first guide wheel 431 and the second guide wheel 432 and then is connected to the rear end of the rail 211 of the trolley system 21, so that the direction of the traction rope 42 is changed, and the trolley system 21 rotates reversely. In addition, in order to prevent friction between the traction ropes 42 and the rear ends of the rails 211 to which the traction ropes 42 are not coupled when the traction ropes 42 are pulled, as shown in fig. 7b, a guide wheel 8 may be installed at the rear end of one rail 211 to which the traction ropes 42 are not coupled to guide the movement of the traction ropes 42, thereby preventing the traction ropes 42 from being coupled to the rear ends of the rails 211 to which the traction ropes 42 are not coupled.

To facilitate the locking of the trolley system 21 to the deck 1, in some embodiments, as shown in fig. 1, fig. 2, fig. 4 and fig. 5, the first locking mechanism 5 includes a first embedded locking component 51 and a first deck locking component 52, one end of the first embedded locking component 51 is embedded and connected in the deck 1 around the working position, the other end of the first embedded locking component 51 is connected to the rail 211 of the trolley system 21 far from the ship side, the first deck locking component 52 is located above the deck 1, and the first deck locking component 52 is detachably connected between the rail 211 of the trolley system 21 near the ship side and the deck 1 around the working position; the second locking mechanism 6 includes a second embedded locking component 61 and a second deck locking component 62, one end of the second embedded locking component 61 is embedded in the deck 1 around the towing position, the other end of the second embedded locking component 61 is connected to the rail 211 of the trolley system 21 near the ship side, the second deck locking component 62 is located above the deck 1, and the second deck locking component 62 is detachably connected between the rail 211 of the trolley system 21 far from the ship side and the deck 1 around the towing position. Because the embedded locking component embedded in the deck 1 has better locking firmness, and the deck locking component positioned on the deck 1 is more convenient to install, the embedded locking component and the deck locking component are matched to be used as the locking component, and the locking firmness and the installation portability can be considered. It should be noted that, in order to improve the locking firmness, in the embodiment, as shown in fig. 1, two first embedded locking assemblies 51 are respectively located at the middle and the rear end of the track 211 of the trolley system 21 away from the ship side; the number of the first deck locking assemblies 52 is two, and the two first deck locking assemblies are respectively positioned at the middle rear part and the front end of the track 211 of the trolley system 21 close to the ship side; as shown in fig. 2, two second embedded locking assemblies 61 are respectively located at the middle front part and the rear end of the track 211 of the trolley system 21 near the ship side; the second deck locking assemblies 62 are also two and are located at the rear ends of the rails 211 of the trolley system 21 away from the ship. It is understood that the skilled person can specifically set the specific number and positions of the first embedded locking assemblies 51, the first deck locking assemblies 52, the second embedded locking assemblies 61 and the second deck locking assemblies 62 according to the requirement.

As shown in fig. 4, in the present embodiment, the first embedded locking component 51 and the second embedded locking component 61 have the same structure, and both include a locking bolt 511 and a first locking connection block 512; the locking bolt 511 is arranged perpendicular to the deck 1, the locking bolt 511 sequentially penetrates through the first locking connecting block 512 and the deck 1 from top to bottom, and the first locking connecting block 512 is fixedly connected to the side of the rail 211. When locking, the locking bolt 511 sequentially penetrates through the first locking connecting block 512 and the deck 1 from top to bottom, and the locking bolt 511 is screwed, so that the locking firmness is good.

As shown in fig. 5, in the present embodiment, the first deck locking component 52 and the second deck locking component 62 have the same structure, and each includes a reaction block 521, a tightening bolt 522 and a second locking connection block 523; the bottom end of the reaction block 521 is fixedly connected to the top surface of the deck 1, the reaction block 521 has a cantilever end suspended above the deck 1, the second locking connection block 523 is located below the cantilever end and is fixedly connected to the side portion of the rail 211, and the tightening bolt 522 is connected to the cantilever end in the vertical direction and is tightened against the top surface of the second locking connection block 523. During locking, the jacking bolt 522 is screwed down to jack the top surface of the second locking connection block 523, so that the installation is facilitated.

In order to improve the windproof effect, as shown in fig. 2, four wind cables 7 are provided, and the four wind cables 7 form a cross shape, wherein two wind cables 7 are arranged along the length direction of the trolley system 21, and the other two wind cables 7 are arranged along the width direction of the trolley system 21.

The following describes a specific operation process of the towing windproof device for the ship side operation structure according to the embodiment of the present invention with reference to fig. 6 to 7:

(1) towing windproof process

As shown in fig. 6, the construction machine 22 is lifted above the deck 1 by the lifting mechanism 23 of the ship-side working structure 2 to rotate the ship-side working structure 2 subsequently; after the construction mechanism 22 is lifted to the right position, the first locking mechanism 5 connected between the trolley system 21 and the deck 1 is detached, the trolley system 21 is driven by the rotary driving mechanism 4 to drive the whole ship side operation structure 2, and the ship side operation structure is rotated to a towing position in the middle of the deck 1 from a working position close to the ship side by taking the rotary connecting component 3 as a rotary center; after the trolley system 21 rotates to the position, connecting the second locking mechanism 6 between the trolley system 21 and the deck 1 to lock the trolley system 21 at the towing position; finally, a guy rope 7 is connected between the trolley system 21 and the deck 1 for wind protection.

The specific process of driving the trolley system 21 to rotate by the rotation driving mechanism 4 includes: the pulling rope 42 of the rotary driving mechanism 4 is connected to the rail 211 of the trolley system 21, and the pulling rope 42 is wound by the winding machine 41 to pull the trolley system 21 to rotate from the working position to the towing position.

It should be further noted that the specific process of detaching the first locking mechanism 5 is as follows: screwing out the locking bolt 511 of the first embedded locking component 51 in the first locking mechanism 5 from the first locking connection block 512 and the deck 1 so as to separate the first locking connection block 512 from the deck 1; the jacking bolt 522 of the first deck locking assembly 52 is loosened to disengage the jacking bolt 522 from the top surface of the second locking connecting block 523.

It should be further noted that the specific process of connecting the second locking mechanism 6 is as follows: sequentially passing the locking bolt of the second embedded locking component 61 in the second locking mechanism 6 through the second locking connecting block and the deck 1 from top to bottom, and screwing the locking bolt so as to connect the second locking connecting block and the deck 1 together; the tightening bolt of the second deck locking assembly 62 is tightened to tighten against the top surface of the second locking connection block, so that the second locking connection block and the reaction block connected to the deck 1 are connected together.

In addition, as shown in fig. 6c and 6d, during the rotation of the trolley system 21, the trolley 212 is always located at the front end of the track 211 so as to be close to the rotation center, so that on one hand, the safety can be ensured when the ship hull rolls, and on the other hand, the acting force required for driving the trolley system 21 to rotate can be reduced. Before connecting the cable 7, it is also necessary to move the trolley 212 in the trolley system 21 from the front end to the rear end of the rail 211, as shown in fig. 6e, so that the trolley 212 is as close as possible to the center of the deck 1, thereby improving safety.

(2) Resuming an operating state process

As shown in fig. 7, the guy cable 7 connected between the trolley system 21 and the deck 1 is removed, and the second locking mechanism 6 connected between the trolley system 21 and the deck 1 is detached; the trolley system 21 is driven by the rotary driving mechanism 4 to drive the whole ship side operation structure 2 to rotate to a working position from a towing position by taking the rotary connecting assembly 3 as a rotation center; after the trolley system 21 rotates to the position, the first locking mechanism 5 is connected between the trolley system 21 and the deck 1 so as to lock the trolley system 21 at the working position; the construction mechanism 22 is lowered by the lifting mechanism 23, and the work can be performed.

The specific process of driving the trolley system 21 to rotate by the rotation driving mechanism 4 includes: the pulling rope 42 of the rotary driving mechanism 4 is connected to the rail 211 of the trolley system 21, and the pulling rope 42 is wound by the winding machine 41 to pull the trolley system 21 to rotate from the towing position to the working position.

It should be further noted that the specific process of detaching the second locking mechanism 6 is as follows: screwing out the locking bolt of the second embedded locking component 61 in the second locking mechanism 6 from the second locking connecting block and the deck 1 so as to separate the second locking connecting block from the deck 1; the jacking bolt of the second deck locking assembly 62 is loosened to disengage the jacking bolt from the top surface of the second locking connection block.

It should be further noted that the specific process of connecting the first locking mechanism 5 is as follows: sequentially penetrating a locking bolt 511 of a first embedded locking component 51 in a first locking mechanism 5 through a first locking connecting block 512 and a deck 1 from top to bottom, and screwing the locking bolt 511 to connect the first locking connecting block 512 and the deck 1 together; the top tightening bolt 522 of the first deck locking assembly 52 is tightened to abut against the top surface of the first locking connection block 512, so that the first locking connection block 512 and the counterforce block 521 connected to the deck 1 are connected together.

Finally, it should be noted that: the embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

The above examples are only intended to illustrate the technical solution of the present invention and not to limit it; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art will understand that: modifications to the specific embodiments of the utility model or equivalent substitutions for parts of the technical features may be made; without departing from the spirit of the present invention, it is intended to cover all aspects of the utility model as defined by the appended claims.

Claims

1. Ship side operation structure is with towing safety device against wind, ship side operation structure include the platform truck system, install in the construction mechanism of platform truck system with be used for going up and down construction mechanism's elevating system, its characterized in that, towing safety device against wind includes:

a rotary connection assembly connected between the trolley system and a deck of the hull to rotatably connect the trolley system to the deck;

the rotary driving mechanism is used for driving the trolley system to rotate between a working position, in which the deck is arranged close to the ship side, and a towing position, in which the deck is arranged in the middle of the deck;

a first locking mechanism for locking the trolley system in the operating position, the first locking mechanism being detachably connected between the deck and the trolley system in the operating position;

and the plurality of guy cables are used for playing a role of wind prevention when the trolley system is positioned at the towing position, one end of each guy cable is connected to the deck, and the other end of each guy cable is connected to the trolley system positioned at the towing position.

2. The towing wind prevention device for a ship side working structure according to claim 1, wherein the rotation connection assembly includes a rotation shaft and a bushing sleeved outside the rotation shaft; the axis of the rotating shaft is perpendicular to the deck, and the bottom end of the rotating shaft is fixedly connected to the deck; the shaft sleeve is fixedly connected to the trolley system, and the shaft sleeve rotates around the rotating shaft.

3. The towing windproof device for the ship side operation structure according to claim 2, wherein the rotation connection assembly further comprises a locking bolt coaxially connected to the top end of the rotation shaft, the outer diameter of the locking bolt is smaller than the outer diameter of the rotation shaft, a locking pressing plate is sleeved on the periphery of the locking bolt and presses against the top of the shaft sleeve, a locking nut is further connected to the periphery of the locking bolt in a threaded manner, and when the locking nut is tightened, the locking nut contacts with the top surface of the locking pressing plate so that the locking pressing plate presses against the shaft sleeve.

4. The towing wind guard for the ship side working structure according to claim 2 or 3, wherein the rotation driving mechanism includes a hoist installed on the deck, the hoist is connected with a pulling rope for pulling the trolley system to rotate, and a distal end of the pulling rope is connected to the trolley system.

5. The towing wind guard for a ship side working structure according to claim 4, wherein said bushing is fixedly attached to a front end of a rail far from the ship side in said trolley system; the winch is positioned on one side of the trolley system, which is far away from the ship side; when the trolley system is driven to rotate from the working position to the towing position, the tail end of the traction rope is connected to the rear end of one track close to the ship side in the trolley system; when the trolley system is driven to rotate from the towing position to the working position, the tail end of the traction rope is connected to the rear end of one track far away from the ship side in the trolley system.

6. The towage wind guard for a ship side working structure of claim 5, wherein the rotation driving mechanism further comprises a guide wheel for changing a direction of the traction rope, the guide wheel being mounted to the deck, the traction rope being wound around the guide wheel.

7. The towing wind guard for a ship side working structure according to claim 1, wherein the first locking mechanism includes a first embedded locking member and a first deck locking member, one end of the first embedded locking member is embedded and connected in the deck around the working position, the other end of the first embedded locking member is connected to the rail of the trolley system far from the ship side, the first deck locking member is located above the deck, and the first deck locking member is detachably connected between the rail of the trolley system near the ship side and the deck around the working position; the second locking mechanism comprises a second embedded locking assembly and a second deck locking assembly, one end of the second embedded locking assembly is embedded and connected into the deck around the towing position, the other end of the second embedded locking assembly is connected onto the track of the trolley system close to the ship side, the second deck locking assembly is located above the deck, and the second deck locking assembly is detachably connected between the track of the trolley system far away from the ship side and the deck around the towing position.

8. The towing wind prevention device for a ship side working structure according to claim 7, wherein the first embedded locking member and the second embedded locking member have the same structure and each comprise a locking bolt and a first locking connection block; the locking bolt is perpendicular to the deck and penetrates through the first locking connecting block and the deck from top to bottom in sequence, and the first locking connecting block is fixedly connected to the side portion of the track.

9. The towing wind prevention device for the ship side working structure according to claim 7, wherein the first deck locking assembly and the second deck locking assembly have the same structure and each comprise a reaction block, a jacking bolt and a second locking connection block; the bottom end of the reaction block is fixedly connected to the top surface of the deck, the reaction block is provided with a cantilever end suspended above the deck, the second lock connecting block is located below the cantilever end and is fixedly connected to the side portion of the track, and the tightening bolt is connected to the cantilever end in the vertical direction and is tightened against the top surface of the second lock connecting block.

10. The towing wind prevention device for a ship side working structure according to claim 1, wherein the number of the guy wires is four, and the four guy wires form a cross shape, wherein two guy wires are arranged in a length direction of the trolley system, and the other two guy wires are arranged in a width direction of the trolley system.