CA1140399A - Coupling apparatus for articulated bodies - Google Patents
Coupling apparatus for articulated bodiesInfo
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- CA1140399A CA1140399A CA000387446A CA387446A CA1140399A CA 1140399 A CA1140399 A CA 1140399A CA 000387446 A CA000387446 A CA 000387446A CA 387446 A CA387446 A CA 387446A CA 1140399 A CA1140399 A CA 1140399A
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- vessel
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Abstract
COUPLING APPARATUS FOR ARTICULATED BODIES
Abstract of the Disclosure The present invention relates to an articulated movable system. The system is comprised of a first marine vessel having a throughgoing notch at one end. The notch has a pair of oppositely disposed wings. A second marine vessel is provided having a forward portion and sides. At least a portion of the second vessel is receivable in the notch. The first marine vessel is comprised of at least one first coupling assembly including at least one bearing member having oppositely directed, substantially vertical bearing surfaces. The second vessel is comprised of a second coupling assembly. The second coupling assembly is engageable with the first coupling assembly generally forward of the notch. The second coupling assembly includes gripping units which have gripping surfaces for frictionally engaging the bearing surfaces. The gripping units are comprised of first and second gripping members, the first having a surface engageable with one of the bearing surfaces and the second having a surface engageable with the other of the bearing surface. The bearing member is gripped between the first and second gripping members when the first and second coupling assemblies are engaged. A unit is provided for effecting engagement of the gripping units with the bearing surfaces.
A lateral bearing is disposed between opposite sides of the second body and the wings generally rearwardly of the notch. The lateral bearing prevents substantial relative yawing and rolling of the vessels.
Abstract of the Disclosure The present invention relates to an articulated movable system. The system is comprised of a first marine vessel having a throughgoing notch at one end. The notch has a pair of oppositely disposed wings. A second marine vessel is provided having a forward portion and sides. At least a portion of the second vessel is receivable in the notch. The first marine vessel is comprised of at least one first coupling assembly including at least one bearing member having oppositely directed, substantially vertical bearing surfaces. The second vessel is comprised of a second coupling assembly. The second coupling assembly is engageable with the first coupling assembly generally forward of the notch. The second coupling assembly includes gripping units which have gripping surfaces for frictionally engaging the bearing surfaces. The gripping units are comprised of first and second gripping members, the first having a surface engageable with one of the bearing surfaces and the second having a surface engageable with the other of the bearing surface. The bearing member is gripped between the first and second gripping members when the first and second coupling assemblies are engaged. A unit is provided for effecting engagement of the gripping units with the bearing surfaces.
A lateral bearing is disposed between opposite sides of the second body and the wings generally rearwardly of the notch. The lateral bearing prevents substantial relative yawing and rolling of the vessels.
Description
?399 This is a division of copending Canadian Patent application serial No. 322,272 which was fi]ed on February 26, 1979.
Background of the Invention The present invention pertains to an apparatus for releasably coupling two movable bodies, and, more particularly, to an articulated ship employing a coupling arrangement permitting both rigid and flexible interconnection.
The use of tug-barge combinations for transporting cargoes by water offers many advantages over the use of self-propelled vessels such as tankers and the like.
While the tug-barge combination can be used quite successfully in calm or sheltered water, the push-towing technique is generally unsuitable for open water travel because of the severity of conditions frequently encountered. In an attempt to reap the economic advantages afforded by tug-barge arrangement and yet overcome the adverse conditions encountered in open water travel, numerous articulated ships have been proposed.
These articulated ships have taken numerous forms including both rigidly coupled systems and systems employing f]exible coupling, i.e. s,ystems allowing ce,rtain substantial relative movements of the coupled vessels.
Examples of rigidly coupled vessels are disclosed in such patents as U.S. Patents 3,610,196 to Lowry, 3,735,722 to Hooper et al and 3,486,~76 to Breit, Jr. U. S. Patents 3,756,183, and 3,605,675 to Clemence, Jr., and 3,568,621 to Kawasaki all disclose systems in which the articulated ship is flexibly coupled.
It is apparent from the prior art, as exemplified above, that both rigid]y coupled and flexibly coupled systems have advantages. In terms of acting as a unitary ship, the rigidly coupled system far surpasses that of the flexibly coupled system. On the other hand, in terms of maneuverability in heavy seas, it may be desirable that certain relative motions of the two vessels be allowed while others be prevented as much as possible. In such cases, the flexibly coupled system may be preferred. As noted above, while both types of systems are disclosed in the prior art, there are no known practical systems by which both types of coupling can be accomplished with the same apparatus. It should also be pointed out that in rigidly coupled systems heretofore disclosed, relative draft engagement of the coupled vessels has been limited to a plurality of discrete draft engagements rather than continuous relative draft engagement within the draft limits of the vessels.
Summary of the Invention It is, therefore, an object of the present invention to provide an apparatus for releasably coupling two movable bodies.
Another object of the present invention is to provide an apparatus for releasably coupling two floatable vessels.
Still another object of the present invention is to provide an articulated marine transportation combination having coupling means permitting both rigid and flexible coupling of the two vessels.
Yet another object of the present invention is to provide an articulated marine transportation combination having a coupling assembly permitting, within the respective draft limits of the vessels, continuous relative draft engagement thereof.
These and other objects of the present invention will become apparent from the drawings, the description given herein and the appended claims.
In one embodiment, the apparatus of the present invention comprises a first coupling assembly secured to one of two movable bodies, the first coupling assembly having a bearing member providing opposed bearing surfaces.
Secured to a second movable body is a second coupling asssembly which has gripping means for frictionally engaging the bearing surfaces of the first coupling assembly, and means for effecting such engagement of the gripping means with the bearing surfaces.
In another embodiment, the present invention includes a first vessel having a notch at one end defined by oppositely disposed wings and a second vessel having a bow portion and sides. At least three of the first coupling assemblies described above are secured to the first vessel, one of which is disposed generally forward of the notch, the remaining two being disposed generally rearward of the notch and on respective ones of the opposed wings.
Secured to the second vessel are three of the second coupling assemblies described above, the second coupling assemblies being disposed on the second vessel so as to be engageable with the first coupling assemblies when the second vessel is suitably received in the notch.
In still another embodiment, the present invention includes an articulated movable combination comprising a first body having a notch at one end defined by oppositely disposed wings, and a second body having a forward portion and sides. The first body has secured thereto at least one of the first coupling assemblies described above, the ll~V3~9 first coupling assembly being disposed generally forward of the notch. 1he second body has a second coupling assembly, described above, secured to the forward portion of the second body such that when the second body is received in the notch of the first body, the second and first coupling assemblies can be engaged to couple the respective bodies together. There are further included lateral thrust bearing means between the opposite sides of the second body and the wings, generally rearwardly of the notch. In the preferred form, the two bodies are floatable vessels, one of which, preferably the second vessel, is powered.
In accordance with an aspect of the invention there is provided an articulated movable combination comprising: a first marine vessel having a throughgoing notch at one endr said notch having a pair of oppositely disposed wings; a second marine vessel having a forward portion and sides, at least a portion of said second vessel being receivable in said notch; said first marine vessel comprising at least one first coupling assembly including at least one bearing member having oppositely directed, substantially vertical bearing surfaces, said second vessel comprising a second coupling assembly, said second coupling assembly being engageable with said first coupling assembly generally forward of said notch when said second vessel is received in said notch, said second coupling assembly including gripping means having gripping surfaces for frictionally engaging said bearing surfaces;
said gripping means comprising first and second gripping members, said first gripping member having a surface engageable with one of said bearing surfaces, said second )399 gripping member having a surface engageable with the other of said bearing surfaces, said bearing member being gripped between said first and second gripping members when said first and second coupling assemblies are engaged, means for effecting engagement of said gripping means with said bearing surfaces; and lateral bearing means disposed between opposite sides of said second body and said wings generally rearwardly of said notch, said lateral bearing means preventing substantial relative yawing and rolling of said first and second vessels.
Brief Description of the Drawings The present invention, taken in conjunction with the invention disclosed in copending Canadian patent application Serial No. 322,272 which was filed on February 26, 1979 will be described in detail hereinbelow with the aid of the accompanying drawings, in whlch:
Fig. 1 is a fragmentary top plan view of one embodiment of the present invention showing a coupled tug and barge.
Fig. 2 is an elevational view, partly in section, taken along the lines 2-2 of Fig. 1.
Fig. 3 is a view, enlarged, taken along the lines 3-3 of Fig. 2.
Fig. 4 is a fragmentary top plan view showing the - 4a -aùjust2ble latcral beârin(~ m-ans er~ loyed in one embodim-nt o~
the prcsent invention.
~ig. 5 is a detai eù sectional vie~l of a gripping means em~loyed in the coupling means of the present invention~
Fig~ 6 is a detailed elevational vie~J, partly in section, taken alona the lines 6-6 o~ Fig. l~.
Fi~. 7 is a view taken along the lines 7-7 of ~ig. 6.
Fig. 8 is a fra~men-tary top plan view of another embodi-ment of the present invention sho~ing a coupled tug and barge.
Fig. 9 is an enlarged vietr of the side coupling means e~ployed in the embodiment o~ Fig. 80 Fig. 10 is a fragmentar~ top plan vie-J of another embodiment of -the present inventionO
~ig. 11 is a vie~Y similar to Figo 3 and shotJing a variation of the coupling means of the present invention~
Fig. 12 is a vie-~r similar to Fig. 6 showing a variation of the lateral bearing means.
Fig. 13 is a view taken along the lines 13 13 of Fig. 12.
Fig. 1l~ is an isometric viet~l of a roller assembly employed in the lateral bearina means of Fig. 12.
Description of the Preferred Embodiments In the description tJhich follo~:Js, the invention will be described tYith particular reference to an articulated ship, i.e. a segmented ship comprised of two vessels, generally a cargo vessel and a powered vessel, e.g. a tug. As will be seen, the articulated ship can be one in t!~hich the respective vessels are (1) rigidly coupled together or (2) flexibly coupled to~ether, the latter to the extent that a certain degree of relative movement between the vessels of the articulated ship is permitted. It is to be understood, however, that the coupling apparatus of the present invention finds application herever two movable bodies are to be coupled to~ether to form an articulated assemblage~
3~
~ cfcrril~g firs~ to ~ig. 8, thcre is sholm a first ~essel or barge 10 having a throughgoing notch 11 defined by opposed po-rt and starboard ~ings 12 and 13, respec-tively, extending aft of barge 10. Partially received in-to notch 11 is a second vessel or tug 14 having opposed port and -~tarboard sides 15 and 16, respectively, and a forward or bo~r portion 170 As seen from Fig. 8, the shape of the notch 11 is generally complementary to that of the portion of -the tuo 14 received therein Ho~Jever, the shape of notch 11 need not conform to that of the portion of tug _ received therein and need only be such as to acco~modate coupling ol the vessels employing the coupling means described herein.
In the mated position sho~m in Fig. 8, tug 14 is coupled to barge 10 by three independent coupling means, the three coupling means comprising for-~Jard or bo~ coupling means 20 and port and starboard coupling means 18 and 19, respectively.
Couplinc means ld, 19 and 20, ~Jhich are described more fully belo~J, all include a first coupling assembly secured to one of the vessels, in this case barge 10, and a second coupling assembly secured to the other of the vessels, in this case tug 14. Ilhile there is some difference in their mounting on the vessels, as will be seen, the basic construction and operation of the coupling means 18, 19 and 20 is substantia]ly identical.
Accordingly, the terms "first couplin~ assembly" and "second coupling assembly" are used ~rith regard to all three coupling means.
Turning no~ to Fig. 3, there is shown in greater detail bo~ coupling means 20. I~Jhile Figo 3 is actually a view of the embodiment of Fig. 2, the bo~ coupling means 20 used in the embodiments of ~igs. 7 and 8 is identical~ As noted above~ bo~
coupling means 20 comprises ~irst and second coupling assemblies~
The first coupling assembly comprises a generally vertically extendinO plate or bar 21 secured to barge 10 at suhstantially e apex o^ notch 11, pla-te 21 serving as a bearing me~ber having opposed vertical an(l generally parallel bearing surfaces 22 and -~ 2~. Secured to the bo~r or for~r~rd portion 17 of tug 14 i~ a ~ounting me~nber 24, ~ounting member 24 havinO a vertically extending slot 25 partially~defined by lateral ~ralls 26 and 27, the ~`Jid-th of slot 25 being larger than the thickness of bearing memoer 21 between bearing surfaces 22 and 230 As can be seen from Figs. 3 and 8, when tug 14 is matin-rly received in notch 11, bearing member 21 extends into slot 25 betl~reen the lateral ~ralls _ and 27.
Disposed ~rithin mounting member 24 is the second coupling assembly. The second coupling assembly comprises gripping members 53 ànd 41, portions of which extend out of lateral ~ralls 26 and 27. As ~\rill be explained ~ore fully hereafter, gripping member 41 is mounted for movement in a direction generally transverse to bearing surfaces 22 and 23, such movement being effected by a piston-cylinder arrangement sho~ln generally at 28 and mounted internally of mounting member 24.
The detailed construction and operat:;on of the first ancl second coupling assemblies is best understood by reference to Fig. 5~ Secured in the starbo~rd side of mounting member 2l~ is housing 29. Mounted ~ithin housin~r 29 is a cylindrical guide tube 30, guide tube 30 and housinr 29 being secured to one another by suitable webbing 31~ ~ebbing 31 being welded to housing 29 and guide tube 30~ Disposed internally o~ guide tube 30 is hydraulic cylinder 32 and associated piston 1~0, cylinder 32 abutting a shoulder 33 formed by an internally upset portion 34 of guide tube 30. A re~oveable stop plate 35 extends through suitable openings 36 and 37 in the upper portions of housing 29 and 30 a~d, when fully inserted in a down~ard position, engages a groove 38 in guide tube 30. When stop plate 35 is securely in place, hydraulic cylinder 32 is secured against transverse, i.eO -port or starboard, movement by sJ-oulder 33 and stop plate 350 l~elroval of s~oo pla~e 3'~ perl~its acccss tc) hydraulic cylinder 32 throu~h bore 39 ~hich opens starboard of ~ountirlg mem'oer 24~
Disposed in the cylindrical bore form_d by internal upset portion 34 of guide tube 30 is cylindrical ~ripping member 41 having a gripping surface l~la formed by a plurality of concentric annular gl`OOVeS Gripping mernber l~l is spaced from piston 40 by selr-lubrica~ting thrust plates 42. A bolt 43 e~tending through a generally central bore 1~4 in grippin,g memoer 41 also extends through resistering bores in thrust olates 42 and is threadedly received in piston 40. It wi.ll be observed that the threa~ed portion of bolt 43 at no time enga~es a com~lementary threaded portion of bore 44. Accordingly, grippinO member 41 is free to rotate about the axis defined by bolt 43. 0-ring 45 disposed in an annular groove on the outer periphery of gripping member L~l provides sealing bet~een the internal upset portion 34 of guide tube 30 and gripping member L~l.
Located on the port side of slot 25 in mounting member 24 is housing 46 internally of which is cylindrical guide tube 47, guide tube 47 being secured to housing ~6 by ~ebbing 4~
welded to guide tube 47 and housing 46. A bearing plate 49 is disposed internally of and ~elded to guide tube 47 and a support frame~ork consisting of webbing members 50 and 51, the support frame~lork in turn being ~relded to housing 46. Bear.ing plate 1~9 is spaced from cylindrical gripping member 53 by self-lubricating thrust plates 540 A bolt 52 extends throu-Oh central bores in bearing plate 49 and thrust plates 54 and is threadedly received in cylindrical gripping member 53. 0-ring 55 effects sealin~
between cylindrical gripping member 53 and,the guide tube 47.
As can be seen, gripping member 53 is free to rotate ~rithin guide tube 47 on the generally horizontal axis defined by bolt 52.
Like member 41, gripping member 53 has a gripping surface 53a formed by a plurality of concentric annular grooves. .
It will be apparent that, whereas both eripping me~bers Il an~ 53 are permicted to rotate on the same gene~al hori%ontal axis dofined by bolts 52 and 4l~, Gripping member 53 is restrained from any substantial transverse movement rel~tiv-e to bearing surface 22. Accordingly, when tug 11~ is received in notch 11,-and bearing member 21 is received in slot 25, bearing surfaces 23 and 22 will be in a po5ition to be engaged by gripping surfaces 41a and 53a, respectively. ~ovement of piston 40 in a port direction, i.e. to-lard bearing surface 23, ~Jill force gripping surf~ce 41a into engagement ~rith bearing surface 23 l~hich in turn O ~Till, if necessary, cause movement of bearing member 21 to-~ard gripping member 53 until bearing surface 22 and gripping surface 53a are engaged. As a practical matter, the clearances bet~7een gripping surface 41a and bearing surface 23 and gripping surf~ce 53a and bearing surface 22 are relatively small even when the vessels are not coupled. Accordingly, very little movement of bearing member 21 tol~ard gripping surface 53a occurs upon movement of gri~ping member 41 to~ard bearing surface 23.
The grooved gripping surfaces 41a and 53a serve to enhance frictlonal en~agement between the gripping members ~nd 0 bearing member 21. Other surface configurations such as dimpled, waffled, etc., may be employed to achieve the enhanced frictional engagement between the gripping members and the bearing surfaces~
it being understood that the gripping surfaces can be smooth if desired.
~5 The hydraulic piston-cylinder arrangement described above is of the double-acting type wher~by gripping member 41 can also be movecl in a direction a~lay from bearing surf`aee 23 resulting in disengagement of bearing member 21 and gripping members 41 and 53. It should further be observed that ~hile a -,O double-acting piston-cylinder arrangement is shown other means of effecting engagement of the gripping members with bearillg member 21 can be employed~ Such means, which may be considered foree modules, can include single-actin~ piston-cylinder systems )399 usin~ m~ al or mechanical return, ~chanical sy';'~ei~S such as CaTilS, Scre~J~ etc., or elcctrical syste1ns such as solinoids, (~ electrom~nets, etc.
~ile in the coupling means depicted in Figs. 3 and 5, only on~ o~ the gripping members is mounted for transverse movement in a direction generally transverse to bearing member 21, it is apparent that both o~ the gripping members can be so mounted. Such an arran~ement is shown in Fig. 11 wnere 2 dual piston-cylinder systems, such as depictedin Figs. 3 and 5 are used in conjunction ~ith both gripping rnembers 53 and 41.
In Fig. 9 is sho~m the port coupling ~eans 18, it being understood that starboard coupling means 19 is identical in construction. As noted above, coupling means 18 and 19 function the same as coupling means 20 and are, in pertinent part, substantially identical structurally, save for their mounting assemblies employed and their relative disposition on the vessels. Depending from the'aft of port wing 12 is the first coupling assembly comprising vertically eY~tending bearing member 56 having opposed vertical and generally parallel bearing surfaces 57 and 58 It ~ill be appreciated that bearing member 56, li~e bearing member 22 generally extends for substantially the full height of notch 11. Secured to the port side 15 of tug 14 is port mounting member 59 having a forwardly opening, generally vertical slot 60 having opposed lateral walls 60a and 60b. I~ounted in wall 60a of mounting member 59 is gripping member 62, gripping member 62 being mounted substantially the same as gripping member 53, iOe. rota-tably around a generally horizontal axis but fixed against motion in a direction transverse to bearing surfaces _ and 580 Disposed on the other side of slot 60 in wall 60b and facing bearing surface 58 is gripping member 63, gripping member 63 being mounted substantially the same as gripping member 41 and being operatively connected to piston-cylinder arran~ement 64, basically the same as piston-c~linder systc~ 2~ shotJn ;n l'i~. 5, to eff'ect r~ovcment of gripping member 63 in a direc~ion toward be~ring surrace 5~ and a~sumi~
a double-acting piston-cylinder system is used to ef'fect movement of gripping mer,ber 63 atray frorn bearing surface 5~. ~s in the case of the em~odiment shown m Fig. 11, both grip in~ mernbers 62 and 63 may be operatively connected to suitable force modules to effect engagerQnt ~rith bearinO member 56.
In Fig. 10 is shown an embodiment of the present invention ~rherein 2 barge sho~n at 65 and a tug sho-m at 66 are coupled at the stern 69 of the b~rge 65 and the bow 68 of the tu~ 66, there being no notch on barge 65. Du~l couplin~ means 67, subs-tantially identical with couplin~ me~ns 20, are used to couple tug 66 and barge 65 together. It ~Till be observed that the second coupling assemblies described above and comprising the gripping members are connected to the f'orward por~ion 68 of tug 66, f'orward portion 68 havin~ a more blunted nose to acco~modate lateral spacing of the assemblies. Like~rise, the stern 6g of barge 65 has secured thereto the first couplin~ assemblies described above and co~prising the vertical bearin~ member~ the first coupling ~0 assemblies being suitab:Ly spaced so as to register ~ri-th and be engagable with the ~'-rst coupling assemblies upon rnatin~ of tug 66 and barge 65.
It is to be ~ served that in the preferred case, the generally cylindrically sh~ped ~ripping members of e~ch of the ~5 second coupling assemblies ~ill lie on and ro-tatc about the same~
generally horizontal, axis, although the axes need not all lie in the same horizontal pl~neO Thus, f`or example, the gripping members of forward or bo~J coupling means 20 could be disposed relatively higher or lower than those of coupling means 1~ or 19 which, in turn, could also be in different horizontal planes.
It is further to be noted that the disposition of the coupling means relative to the t~o vessels ~rill depend upon such parame-ters as weight, leng~h and other such di~ensiolls of the vessels and, 33~9 aS can be seen belo~J, on the t~!~e Or` couplinrr desired, i.e.
~rhetrler of the rigid or I~lexible ~ype.
The extreme versi-tilit~ and utility o~ the invention described herein is clearly brought out by an analysis of the capabilities of the system. ~or e~am~le, it is to be o'bserved that ~Jithin the draft limits of the mated vessels, the coupling means provides continuous rel~tive draft enrra~ement. This is in contrast to other mainly rigidly coupled systems in Irhich relative draft engagement of the two coupled vessels is limited to a O pluralit~ of discre-te coupling points. For practical purposes, relative draft engagement is limited only by the vertical ectent of the bearing members ~hich can be co-extensive with the draft limits of the vess~l. The unique couplin~ means provides for both rigid and flexible coupling of t~Jo bodies together. In regard to the former, it should be observed from Fig. 8 that when coupling means 18, 19 and 20 are all engaged and the gripping members have frictionally engaged the vertica]ly extending bearing members, an articulated system which is rigidly connected is achieved. ~oreover, this rigid interconnection is achieved in O a manner which for practical purposes can be considered to be a three-point suspension system. In this regard, it is important to note that the area of engagement bet~reen -the gripping members and the bearing sur~aces, relative to the sizes of the t~Jo mated vessels is small such that, for practical purpose, point engage-'5 ment at the coupling sites is achieved. This permits the vesselsto engage and disengage e~tremely rapidly, a feature which cannot be over emphasized from a safety point of vie-~. By utilizing a suitable control system operatively connected to all of the coupling means, iOe coupling means 18~ 19 and 20, the latter ,0 can be engaged or disengaged virtually simultaneously which will provide virtually instantaneous en~agement or disengagement of the t~ro vessels.
The coupling means described herein also provides a 3~9 unique syste,~ for providin~ flc~ib]e coupli~, i.e. allolinO
some rel?tivc rlovel~ent be-t~reen the coupled vessels. ln the `ï~ cnlbodiment of Fi~. ~, if the grippin~ ~embers in couplin~ me~ns 18 and 19 are not fric-tionally engaged l~rith the corresponding ._ _ bearlrg me~bers, tug 14 ~iLl be allo~ed to pivo-t, in a generally vertical plane, arou~d coupling rneans 20, it beinc~ remembered that the gripping mernbers are rotatable relative to tug 14.
Adjustment of the aft coupling means 18 and 19 so as to allo-~vertic~l slidin~r of the grippin~r members on the bearing surfaces will allo~J such vertical pivoting but ~Jill substantially curtail any relative rolling, y~wing, i.e. steerin~r, of the coupled vessels. The embodiment of Fig.10 sho~Js still another articulated ship wherein fleY.ible couplin~r is achieved.
Thus, the coupling means of the present invention in one basic structure provides a means whereby tl~ro vessels may be rigidly or flexibly coupled. It should be borne in mind that hile the invention has been described ~ith re~ard to the second coupling means being secured to -the pol~ered or pushing vessel, they can, of course, be secured to the pushed vessel. Gene-rally, ~0 ho~Jever, since the po-~er and control syst~ms are usually on the pushin r vessel, the movable, grippin~O members would be more conveniently secured to the po~Yered or pushin~ vessel.
Another advantage of the coupling means resides in the fact that, because of its unique desi~rn and mamler Or coupling, auxillary equipment to lash or other~ise secure the vessels together can be minimized and, in some cases, dispensed ~Jith.
Once the bearing surfaces are friction~lly engaged by the gripping me~bers, the two vessels are not simply coupled but are, for all intents and purposes, locked to~ether. Nonetheless, it may be desirable, particularly in heavy sea conditions or as a safety measure, to employ securing devices such as hydraulic rams, winches, cables, turnbuckles, bolts or the like.
Attention is no~J directed to ~igs. 1, 2, 4, 6 and 7 39~
for a dcscr;~tion of a modified form oi the articulated ship of the prcsent irlvcntion. Referring firs-t to Fig. 17 there is sho~rn a barge or pushed vessel 70 havin~r a throughgoing notch 71 a-t one end thereof defined by port and s-tarboard ~ings 72 and 73, respectively. Received in notch 71 is a tug 74 having a for~Jard por-tion 75 and port and starboard sldes 76 and 77, res~ectively. CouplIng means 20, identical to that shown ln Figs. 3, 5 and 8 couples the forrard portion 75 of tug 74 to barge 70, coupling occurrin~ substantially at the apex of notch o 71 and the bo~r of tug 7~. Disposed bet~reen the side 77 of tug - 74 and the inner wall of starboard ~ring 73 is a lateral thrust bearincr 78 ~rhose construction and o~eration ~Jill be described more fully hereaf-ter. ~ateral thrust bearing 78 is extensible and retractable in a generally port and starboard direction and is secured to thrust bearing mounting member 79 which in turn is secured to the side 77 OI vessel 71~. A bearing or guide surface 80 (see Fig. 4) is formed on the inner ~Jall of starboard wing 73 adjacent lateral thrust bearing (8.
Disposed bet~leen the port slde 76 of tug 74 and the 20 inner ~rall of port wing 72 iS a second lateral thrust bearing 81, lateral thrust bearing 81 li~e~rise being engagable wi~h a bearing or guide surface, which as in the case of bearing surface 80, can be partly formed by the inner wall of Jing 72. Lateral thrust bearing 81, unlike thrust bearing 78, is fixcd against 25 generally port or starboard movement. Extending generally vertically up~rardly from wings 72 and 73 are above-deck guides 83 and 8L~, respectively, guides83 and 84 for~in~g vertical up~ard extensions of the bearing surfaces formed on the inner walls of ~rings 72 and 73, respec-tively. Guides 83 and 84, ~rhich extend the bearing surfaces against ~rhich thrust bearings 81 and 78, respectively~ bear, allo~r for greater latitude in terms of relative draft engagement of the t~lO vessels and maximum relative pitchin~-or pivoting of the tllo vessels about co~plinO means 20 when the l~tter is engaged ".
~V39~
~ c~erence is no;l male to ~;.gs. ~ d 7 for a de-tailed descrL~tion of adjustable lateral thrust bearin~ 78. Lateral ~} thrust bearinO _ includes a substantiall~ flat plate 85 to ~,hich are secured a plurality of resilient pads ~7. The term "resilient" as employed he-rein, is intended to mean a material possessing surficient rigidity and resistence to compression so as to prevent any substantlal deformation thereof, but yet possessin~ some d~gree of` elasticity. In ~eneral, pads 87 ~
con'prise certain polymeric materials, either in pure or composite form. Plate 86 is secured to a frame~Jork cor~rising vertical support beams 88 and generally horizontal ribs 89. Secured to the back side of plate 86 are a plurality of cylindrical guide tubes 90, the number and disposition being dependent upon -the size of the thrus~ bearing ~Tnich in turn depends upon the relative size of the vessels, In the e~bodiment sho~m, eight such tubes are e~!ployed. As best seen in Fig. 6, guide tubes 90 open in a direction facing the side 77 oi tug 74.
Secured to the side of tug 74 is a thrust bearing mounting member 79, mountin~ mernber 79 comprising a ~rame~Torlc ~0 of vertical beams 91 and cross~ ebbing 92. As can be seen ~rom Fig. 6, mounting member 79 extends above the dec~ of tug 7l~ nd is connected to a crossbeam 93, crossbeam 93 in turn being secured to the deck of tug ~4 and, preferably, being connect~d to or being an extension of a like beam extending from fixed thrust '5 bearing 81. It will be understood that the mounting member 79 c~n be constructed in m~ny ~iays, the only requisite being that it be so designed and of a material as to possess the strength to ~rithstand the forces encountered in the environ~ent in ~hich the articul~ted ship is to be used. Forming part of mounting ~0 member 79 is a face plate 94 having a series of cylindrical mountin~ member guide tubes 95 securcd thereto~ each tube 95 being disposed so as to be telescopically engagable ~lith a corresponding thrust bearing guide tube 90. Disposed ~ithin ~1 ~{~3~9 mountillg mcmbel ~ arc a ~luralit~ of dou~)lc-actin~ ~iston-~- cylinder systems co~risin~ cylind~rs 90 and pis-tons 97, -the ~ ~,,, -piston-cylinder systems being o~ ~he conventional hydraulic type. Pistons 97 extend through openinOs in face pla-te 94 and are secured to plate 86 of thrus~t bearing 78. Each of the pi~ton-cylinder assemblies is disposed ~rithin mounting member 79 such th~t each piston 97 lies generall~ concentric ~rith the corresponding mounting member guide tube 95 and -thrust bearing guide tube 90.
I~ile not sho~m, fixed thrust bearing 81 will, to the ~0 extent of its bearing su-rface configuration, be substantially i~entical to the surface configuration of bearing 78 sho~m in Fig. 7. ~Io-rever, as noted, bearing 81 being fixed will be rigidly secured in a suitable fashion to the side 76 of tug 7~.
The piston-cylinder systems can be easily controlled ~5 by well kno~rn means a~d methods so as to be simultaneously activated whereby either to exte~d thrust bearing 78 outt~rardly away from tug 74 and into engagement trith bearing surface 80 or to retract bearing 78. It liill be apparent t;hat t~Jhen tug 7l~ is received in the notch _ of barge 70, and thrust bearing 18 is urged latera:Lly '0 outward in a starboard direction to engage bearing surface 80, tug 71~ will be snugly fitted in notch 71, fixed lateral thrust bearing 81 engaging the bearing surface formed on wing 72 and adjustable la-teral thrust bearing 78 engaging bearing surface 80. The snug engagement t~rill a]low tug 74 some freedom to pivot '5 around coupling means _ but trill prevent any subst~ntial relative yawing or rolling of tug 74 and bar~e 70.
~ Jhile only one adjustable lateral thrust bearing 78 is sho~m, it will be apparent that adjustable thrust bearings may be provided on both sides of tug 7l~, i.e~ a lateral thrust bearing similar to 78 may be substituted for fixed thrust bearing 81. ~s noted above, when the thrust bearings are engaged with the bearing surfaces on the wings ~f the barge and forward cou~ling means 20 is engaged, the t~;o vessels are allo~red 3~9 rel~tivc vertical mo-~cm-nt, i.e. pivotin~ abou~ couplin r mcans 20~ such ~o~rc~erl~ being ret?rdecl only by -the rrictional resistcnce betl~feeII the l~teral thrust bearin~s and the bearinrr surfaces on ~he wings of the barge. The relative vertical rnovel~ent or pivoting about coupling means 20 can be essentially stopped depe~dinrr on holJ much force is eYerted on the lateral thrust bearings and, accordingly, the degree of frictional engagement between the thrust bearings and the bearing surlaces on ~he inner walls ol the ~ring of the bar~e, i.e. the articulated sh;p can be made rigidly coup1ed.
O~her than the above described double~acting piston-cylinder syste~.s, other forms of force exerting devices such as cams, screws, etc., can be used in conjunction with the movable lateral thrust bearinr~ to extend and retract the latter. It snould also be noted that the thrust bearings, while sho~m as being secured to the po~ered vessel or tug, can be disposed on the wings o~ the bar~e, the ~orrner arranOement being preferred because of the usual presence of po~rer and control systerns on ~he powered vessel.
Reference is now made to Figs~ 12, 13 and 1l', for a modified version of the lateral thrust bearing shorn in Figs.
6 and 7. In FigsO 12 and 13, like characters are used to denote like elements of the lateral thrust bearing assembly sho m in Figs. 6 and 7. Mountinr~ member 79 and lateral thrust bearing 78~ sho~m in Figs. 12 and 13 are identical in construc-tion and operztion with mounting me-mber 79 and lateral thrus-t bearing 78 sho-m in Fi~s~ 6 and 7, except lateral thrust bearing 78a includes a plurality of roller assemblies, sho~
gener211y at 1 Roller housing 101 having upper and lower walls 102 and 103, respectively, side walls 104 a~d 105, respectively, and rear wall 106 is mounted in thrust bearing 78a by welds 111 ~hich secure housinO 101 to plate 86~ While not sho~rn, housing ~ 39 101 is also sup~orted bJ' the fra~ie work col~priin3 vertical su~ort be~mc 83 and hori~on~al ribs ~9.
Roller ascel~b~J 100, as best seen in ~ig. 14, comprises a central7 generally horizont~lly disposed shaft 107 fiYedly secured, usually by welding, on each end to mounting brackets 108, opposite ends of shaft 107 extending through bores 108a in each bracket. Shaft 107 acts as a bearing surface for roller 109 which is preferabl~, though not necessarily, com~rised of the sal~e or similar material as pads 87, and ~rhich is free to rotate around shaft 1070 MountinG brackets 108 abut the surface 105a of ~r211 lOo and are tapped (not sho~rn) to receive bolts 110 1hich e~tend through registering holes (not shown) on either side of the rear wall 106 of roller housing 101~ As best seen in Fig. 14, the width of roller asse~bly 100, taken between the outside surfaces of opposed mounting brackets 108 is substantially equal to the width of housing 101 taken be~ween the inside surfaces of side ~ralls 104 and 105. Likewise, the height of roller assembly 100 taken between the top and bottom edges ~f bracke~s 108 is substantially equal to the distance between tlle inside surfaces of the walls ~02 and ~030 ~ccordingly, ~Jhen roller assembly 100, co~prising sh~ft 107, brackets 10~ and __ _ _ roller 109, is inserted into roller housing 101, roller assembly 100 is substantially restrained from any vertical or horizontal movement. As can also be seen, preferably, roller assembly 100 is dimensioned such that when it is disposed within housing 101 and secured in the latter by means of bolts 110, roller 109 extends out~rardly past the surface of pads 87 not more than the radial thickness of roller 109.
~1hile the roller assemblies 100 have been described with reference to incorporation into the adjustable lateral thrust bearing 70a, it will be apparent that, in the preferred case, such roller assemblies will also be incorporated into the fixed lateral thrust bearing, such as 81, as well~ Likewise, .
3~
~hcn both later21 thrust be;rin~s are adj~lstable, both rnay m clude the roller assemblies. The disposition ~nd number Or the rollers (~ in the lateral thrust bearings ~rill, of course, depend upon various paraneters such as -the size of the thrus~ bearings, the relatlve sizes of -the vessels, etc.
Incorporation o~ the roller assemblies into the lateral thrust bearin~s greatly f~cilitates pivotinrg about coupling means 20. Since rollers 109 are free to rotate around shalts 107, the frictional forces bet~een the la+eral thrust bearings 0 and the bearirg surlaces on the ~lin~s of the bar~e are decreased.
rTOt onl~ does this perrnit easier relative pivoting of -the t~o vessels around the coupling means 20, but it also lessens the chances that the resilient pads 87, if used, trill be damaged.
As noted, and as sho~m in Fig. 14, rollers 109 have a cornposi-tion essentially the sa~e as that of the pads 87. Thus, roller 109 is resilient, as that term is described above. Their resilient na~ure allo~s rollers 109 to be compressed or to yeild easier than il they tlere metallic in nature. In the event the forces exerted against rollers 109 are sufficient to compress or crush ~0 them beyond their yield point, the bearing surfaces on the ~rings of barge 70 tJill then engage pads 87. To this extent, the rollers provide a cushion t~hich acts to protect the pads ~7 against . _ sudden damage. As is readily apparen-t, the roller assernblies are quite easily replaced Witil ne~r assemblies, and it will be appreciated that replacement of the roller assemblies is much easier than replacemen-t of resilient pads o7. It is to be understood that ~lhile the rollers have been described ~1ith reference to their being constructed from a resilient material, ~- they can, of course, be metallic in nature or of some other non-0 resilient material.
~ ' ,.
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Background of the Invention The present invention pertains to an apparatus for releasably coupling two movable bodies, and, more particularly, to an articulated ship employing a coupling arrangement permitting both rigid and flexible interconnection.
The use of tug-barge combinations for transporting cargoes by water offers many advantages over the use of self-propelled vessels such as tankers and the like.
While the tug-barge combination can be used quite successfully in calm or sheltered water, the push-towing technique is generally unsuitable for open water travel because of the severity of conditions frequently encountered. In an attempt to reap the economic advantages afforded by tug-barge arrangement and yet overcome the adverse conditions encountered in open water travel, numerous articulated ships have been proposed.
These articulated ships have taken numerous forms including both rigidly coupled systems and systems employing f]exible coupling, i.e. s,ystems allowing ce,rtain substantial relative movements of the coupled vessels.
Examples of rigidly coupled vessels are disclosed in such patents as U.S. Patents 3,610,196 to Lowry, 3,735,722 to Hooper et al and 3,486,~76 to Breit, Jr. U. S. Patents 3,756,183, and 3,605,675 to Clemence, Jr., and 3,568,621 to Kawasaki all disclose systems in which the articulated ship is flexibly coupled.
It is apparent from the prior art, as exemplified above, that both rigid]y coupled and flexibly coupled systems have advantages. In terms of acting as a unitary ship, the rigidly coupled system far surpasses that of the flexibly coupled system. On the other hand, in terms of maneuverability in heavy seas, it may be desirable that certain relative motions of the two vessels be allowed while others be prevented as much as possible. In such cases, the flexibly coupled system may be preferred. As noted above, while both types of systems are disclosed in the prior art, there are no known practical systems by which both types of coupling can be accomplished with the same apparatus. It should also be pointed out that in rigidly coupled systems heretofore disclosed, relative draft engagement of the coupled vessels has been limited to a plurality of discrete draft engagements rather than continuous relative draft engagement within the draft limits of the vessels.
Summary of the Invention It is, therefore, an object of the present invention to provide an apparatus for releasably coupling two movable bodies.
Another object of the present invention is to provide an apparatus for releasably coupling two floatable vessels.
Still another object of the present invention is to provide an articulated marine transportation combination having coupling means permitting both rigid and flexible coupling of the two vessels.
Yet another object of the present invention is to provide an articulated marine transportation combination having a coupling assembly permitting, within the respective draft limits of the vessels, continuous relative draft engagement thereof.
These and other objects of the present invention will become apparent from the drawings, the description given herein and the appended claims.
In one embodiment, the apparatus of the present invention comprises a first coupling assembly secured to one of two movable bodies, the first coupling assembly having a bearing member providing opposed bearing surfaces.
Secured to a second movable body is a second coupling asssembly which has gripping means for frictionally engaging the bearing surfaces of the first coupling assembly, and means for effecting such engagement of the gripping means with the bearing surfaces.
In another embodiment, the present invention includes a first vessel having a notch at one end defined by oppositely disposed wings and a second vessel having a bow portion and sides. At least three of the first coupling assemblies described above are secured to the first vessel, one of which is disposed generally forward of the notch, the remaining two being disposed generally rearward of the notch and on respective ones of the opposed wings.
Secured to the second vessel are three of the second coupling assemblies described above, the second coupling assemblies being disposed on the second vessel so as to be engageable with the first coupling assemblies when the second vessel is suitably received in the notch.
In still another embodiment, the present invention includes an articulated movable combination comprising a first body having a notch at one end defined by oppositely disposed wings, and a second body having a forward portion and sides. The first body has secured thereto at least one of the first coupling assemblies described above, the ll~V3~9 first coupling assembly being disposed generally forward of the notch. 1he second body has a second coupling assembly, described above, secured to the forward portion of the second body such that when the second body is received in the notch of the first body, the second and first coupling assemblies can be engaged to couple the respective bodies together. There are further included lateral thrust bearing means between the opposite sides of the second body and the wings, generally rearwardly of the notch. In the preferred form, the two bodies are floatable vessels, one of which, preferably the second vessel, is powered.
In accordance with an aspect of the invention there is provided an articulated movable combination comprising: a first marine vessel having a throughgoing notch at one endr said notch having a pair of oppositely disposed wings; a second marine vessel having a forward portion and sides, at least a portion of said second vessel being receivable in said notch; said first marine vessel comprising at least one first coupling assembly including at least one bearing member having oppositely directed, substantially vertical bearing surfaces, said second vessel comprising a second coupling assembly, said second coupling assembly being engageable with said first coupling assembly generally forward of said notch when said second vessel is received in said notch, said second coupling assembly including gripping means having gripping surfaces for frictionally engaging said bearing surfaces;
said gripping means comprising first and second gripping members, said first gripping member having a surface engageable with one of said bearing surfaces, said second )399 gripping member having a surface engageable with the other of said bearing surfaces, said bearing member being gripped between said first and second gripping members when said first and second coupling assemblies are engaged, means for effecting engagement of said gripping means with said bearing surfaces; and lateral bearing means disposed between opposite sides of said second body and said wings generally rearwardly of said notch, said lateral bearing means preventing substantial relative yawing and rolling of said first and second vessels.
Brief Description of the Drawings The present invention, taken in conjunction with the invention disclosed in copending Canadian patent application Serial No. 322,272 which was filed on February 26, 1979 will be described in detail hereinbelow with the aid of the accompanying drawings, in whlch:
Fig. 1 is a fragmentary top plan view of one embodiment of the present invention showing a coupled tug and barge.
Fig. 2 is an elevational view, partly in section, taken along the lines 2-2 of Fig. 1.
Fig. 3 is a view, enlarged, taken along the lines 3-3 of Fig. 2.
Fig. 4 is a fragmentary top plan view showing the - 4a -aùjust2ble latcral beârin(~ m-ans er~ loyed in one embodim-nt o~
the prcsent invention.
~ig. 5 is a detai eù sectional vie~l of a gripping means em~loyed in the coupling means of the present invention~
Fig~ 6 is a detailed elevational vie~J, partly in section, taken alona the lines 6-6 o~ Fig. l~.
Fi~. 7 is a view taken along the lines 7-7 of ~ig. 6.
Fig. 8 is a fra~men-tary top plan view of another embodi-ment of the present invention sho~ing a coupled tug and barge.
Fig. 9 is an enlarged vietr of the side coupling means e~ployed in the embodiment o~ Fig. 80 Fig. 10 is a fragmentar~ top plan vie-J of another embodiment of -the present inventionO
~ig. 11 is a vie~Y similar to Figo 3 and shotJing a variation of the coupling means of the present invention~
Fig. 12 is a vie-~r similar to Fig. 6 showing a variation of the lateral bearing means.
Fig. 13 is a view taken along the lines 13 13 of Fig. 12.
Fig. 1l~ is an isometric viet~l of a roller assembly employed in the lateral bearina means of Fig. 12.
Description of the Preferred Embodiments In the description tJhich follo~:Js, the invention will be described tYith particular reference to an articulated ship, i.e. a segmented ship comprised of two vessels, generally a cargo vessel and a powered vessel, e.g. a tug. As will be seen, the articulated ship can be one in t!~hich the respective vessels are (1) rigidly coupled together or (2) flexibly coupled to~ether, the latter to the extent that a certain degree of relative movement between the vessels of the articulated ship is permitted. It is to be understood, however, that the coupling apparatus of the present invention finds application herever two movable bodies are to be coupled to~ether to form an articulated assemblage~
3~
~ cfcrril~g firs~ to ~ig. 8, thcre is sholm a first ~essel or barge 10 having a throughgoing notch 11 defined by opposed po-rt and starboard ~ings 12 and 13, respec-tively, extending aft of barge 10. Partially received in-to notch 11 is a second vessel or tug 14 having opposed port and -~tarboard sides 15 and 16, respectively, and a forward or bo~r portion 170 As seen from Fig. 8, the shape of the notch 11 is generally complementary to that of the portion of -the tuo 14 received therein Ho~Jever, the shape of notch 11 need not conform to that of the portion of tug _ received therein and need only be such as to acco~modate coupling ol the vessels employing the coupling means described herein.
In the mated position sho~m in Fig. 8, tug 14 is coupled to barge 10 by three independent coupling means, the three coupling means comprising for-~Jard or bo~ coupling means 20 and port and starboard coupling means 18 and 19, respectively.
Couplinc means ld, 19 and 20, ~Jhich are described more fully belo~J, all include a first coupling assembly secured to one of the vessels, in this case barge 10, and a second coupling assembly secured to the other of the vessels, in this case tug 14. Ilhile there is some difference in their mounting on the vessels, as will be seen, the basic construction and operation of the coupling means 18, 19 and 20 is substantia]ly identical.
Accordingly, the terms "first couplin~ assembly" and "second coupling assembly" are used ~rith regard to all three coupling means.
Turning no~ to Fig. 3, there is shown in greater detail bo~ coupling means 20. I~Jhile Figo 3 is actually a view of the embodiment of Fig. 2, the bo~ coupling means 20 used in the embodiments of ~igs. 7 and 8 is identical~ As noted above~ bo~
coupling means 20 comprises ~irst and second coupling assemblies~
The first coupling assembly comprises a generally vertically extendinO plate or bar 21 secured to barge 10 at suhstantially e apex o^ notch 11, pla-te 21 serving as a bearing me~ber having opposed vertical an(l generally parallel bearing surfaces 22 and -~ 2~. Secured to the bo~r or for~r~rd portion 17 of tug 14 i~ a ~ounting me~nber 24, ~ounting member 24 havinO a vertically extending slot 25 partially~defined by lateral ~ralls 26 and 27, the ~`Jid-th of slot 25 being larger than the thickness of bearing memoer 21 between bearing surfaces 22 and 230 As can be seen from Figs. 3 and 8, when tug 14 is matin-rly received in notch 11, bearing member 21 extends into slot 25 betl~reen the lateral ~ralls _ and 27.
Disposed ~rithin mounting member 24 is the second coupling assembly. The second coupling assembly comprises gripping members 53 ànd 41, portions of which extend out of lateral ~ralls 26 and 27. As ~\rill be explained ~ore fully hereafter, gripping member 41 is mounted for movement in a direction generally transverse to bearing surfaces 22 and 23, such movement being effected by a piston-cylinder arrangement sho~ln generally at 28 and mounted internally of mounting member 24.
The detailed construction and operat:;on of the first ancl second coupling assemblies is best understood by reference to Fig. 5~ Secured in the starbo~rd side of mounting member 2l~ is housing 29. Mounted ~ithin housin~r 29 is a cylindrical guide tube 30, guide tube 30 and housinr 29 being secured to one another by suitable webbing 31~ ~ebbing 31 being welded to housing 29 and guide tube 30~ Disposed internally o~ guide tube 30 is hydraulic cylinder 32 and associated piston 1~0, cylinder 32 abutting a shoulder 33 formed by an internally upset portion 34 of guide tube 30. A re~oveable stop plate 35 extends through suitable openings 36 and 37 in the upper portions of housing 29 and 30 a~d, when fully inserted in a down~ard position, engages a groove 38 in guide tube 30. When stop plate 35 is securely in place, hydraulic cylinder 32 is secured against transverse, i.eO -port or starboard, movement by sJ-oulder 33 and stop plate 350 l~elroval of s~oo pla~e 3'~ perl~its acccss tc) hydraulic cylinder 32 throu~h bore 39 ~hich opens starboard of ~ountirlg mem'oer 24~
Disposed in the cylindrical bore form_d by internal upset portion 34 of guide tube 30 is cylindrical ~ripping member 41 having a gripping surface l~la formed by a plurality of concentric annular gl`OOVeS Gripping mernber l~l is spaced from piston 40 by selr-lubrica~ting thrust plates 42. A bolt 43 e~tending through a generally central bore 1~4 in grippin,g memoer 41 also extends through resistering bores in thrust olates 42 and is threadedly received in piston 40. It wi.ll be observed that the threa~ed portion of bolt 43 at no time enga~es a com~lementary threaded portion of bore 44. Accordingly, grippinO member 41 is free to rotate about the axis defined by bolt 43. 0-ring 45 disposed in an annular groove on the outer periphery of gripping member L~l provides sealing bet~een the internal upset portion 34 of guide tube 30 and gripping member L~l.
Located on the port side of slot 25 in mounting member 24 is housing 46 internally of which is cylindrical guide tube 47, guide tube 47 being secured to housing ~6 by ~ebbing 4~
welded to guide tube 47 and housing 46. A bearing plate 49 is disposed internally of and ~elded to guide tube 47 and a support frame~ork consisting of webbing members 50 and 51, the support frame~lork in turn being ~relded to housing 46. Bear.ing plate 1~9 is spaced from cylindrical gripping member 53 by self-lubricating thrust plates 540 A bolt 52 extends throu-Oh central bores in bearing plate 49 and thrust plates 54 and is threadedly received in cylindrical gripping member 53. 0-ring 55 effects sealin~
between cylindrical gripping member 53 and,the guide tube 47.
As can be seen, gripping member 53 is free to rotate ~rithin guide tube 47 on the generally horizontal axis defined by bolt 52.
Like member 41, gripping member 53 has a gripping surface 53a formed by a plurality of concentric annular grooves. .
It will be apparent that, whereas both eripping me~bers Il an~ 53 are permicted to rotate on the same gene~al hori%ontal axis dofined by bolts 52 and 4l~, Gripping member 53 is restrained from any substantial transverse movement rel~tiv-e to bearing surface 22. Accordingly, when tug 11~ is received in notch 11,-and bearing member 21 is received in slot 25, bearing surfaces 23 and 22 will be in a po5ition to be engaged by gripping surfaces 41a and 53a, respectively. ~ovement of piston 40 in a port direction, i.e. to-lard bearing surface 23, ~Jill force gripping surf~ce 41a into engagement ~rith bearing surface 23 l~hich in turn O ~Till, if necessary, cause movement of bearing member 21 to-~ard gripping member 53 until bearing surface 22 and gripping surface 53a are engaged. As a practical matter, the clearances bet~7een gripping surface 41a and bearing surface 23 and gripping surf~ce 53a and bearing surface 22 are relatively small even when the vessels are not coupled. Accordingly, very little movement of bearing member 21 tol~ard gripping surface 53a occurs upon movement of gri~ping member 41 to~ard bearing surface 23.
The grooved gripping surfaces 41a and 53a serve to enhance frictlonal en~agement between the gripping members ~nd 0 bearing member 21. Other surface configurations such as dimpled, waffled, etc., may be employed to achieve the enhanced frictional engagement between the gripping members and the bearing surfaces~
it being understood that the gripping surfaces can be smooth if desired.
~5 The hydraulic piston-cylinder arrangement described above is of the double-acting type wher~by gripping member 41 can also be movecl in a direction a~lay from bearing surf`aee 23 resulting in disengagement of bearing member 21 and gripping members 41 and 53. It should further be observed that ~hile a -,O double-acting piston-cylinder arrangement is shown other means of effecting engagement of the gripping members with bearillg member 21 can be employed~ Such means, which may be considered foree modules, can include single-actin~ piston-cylinder systems )399 usin~ m~ al or mechanical return, ~chanical sy';'~ei~S such as CaTilS, Scre~J~ etc., or elcctrical syste1ns such as solinoids, (~ electrom~nets, etc.
~ile in the coupling means depicted in Figs. 3 and 5, only on~ o~ the gripping members is mounted for transverse movement in a direction generally transverse to bearing member 21, it is apparent that both o~ the gripping members can be so mounted. Such an arran~ement is shown in Fig. 11 wnere 2 dual piston-cylinder systems, such as depictedin Figs. 3 and 5 are used in conjunction ~ith both gripping rnembers 53 and 41.
In Fig. 9 is sho~m the port coupling ~eans 18, it being understood that starboard coupling means 19 is identical in construction. As noted above, coupling means 18 and 19 function the same as coupling means 20 and are, in pertinent part, substantially identical structurally, save for their mounting assemblies employed and their relative disposition on the vessels. Depending from the'aft of port wing 12 is the first coupling assembly comprising vertically eY~tending bearing member 56 having opposed vertical and generally parallel bearing surfaces 57 and 58 It ~ill be appreciated that bearing member 56, li~e bearing member 22 generally extends for substantially the full height of notch 11. Secured to the port side 15 of tug 14 is port mounting member 59 having a forwardly opening, generally vertical slot 60 having opposed lateral walls 60a and 60b. I~ounted in wall 60a of mounting member 59 is gripping member 62, gripping member 62 being mounted substantially the same as gripping member 53, iOe. rota-tably around a generally horizontal axis but fixed against motion in a direction transverse to bearing surfaces _ and 580 Disposed on the other side of slot 60 in wall 60b and facing bearing surface 58 is gripping member 63, gripping member 63 being mounted substantially the same as gripping member 41 and being operatively connected to piston-cylinder arran~ement 64, basically the same as piston-c~linder systc~ 2~ shotJn ;n l'i~. 5, to eff'ect r~ovcment of gripping member 63 in a direc~ion toward be~ring surrace 5~ and a~sumi~
a double-acting piston-cylinder system is used to ef'fect movement of gripping mer,ber 63 atray frorn bearing surface 5~. ~s in the case of the em~odiment shown m Fig. 11, both grip in~ mernbers 62 and 63 may be operatively connected to suitable force modules to effect engagerQnt ~rith bearinO member 56.
In Fig. 10 is shown an embodiment of the present invention ~rherein 2 barge sho~n at 65 and a tug sho-m at 66 are coupled at the stern 69 of the b~rge 65 and the bow 68 of the tu~ 66, there being no notch on barge 65. Du~l couplin~ means 67, subs-tantially identical with couplin~ me~ns 20, are used to couple tug 66 and barge 65 together. It ~Till be observed that the second coupling assemblies described above and comprising the gripping members are connected to the f'orward por~ion 68 of tug 66, f'orward portion 68 havin~ a more blunted nose to acco~modate lateral spacing of the assemblies. Like~rise, the stern 6g of barge 65 has secured thereto the first couplin~ assemblies described above and co~prising the vertical bearin~ member~ the first coupling ~0 assemblies being suitab:Ly spaced so as to register ~ri-th and be engagable with the ~'-rst coupling assemblies upon rnatin~ of tug 66 and barge 65.
It is to be ~ served that in the preferred case, the generally cylindrically sh~ped ~ripping members of e~ch of the ~5 second coupling assemblies ~ill lie on and ro-tatc about the same~
generally horizontal, axis, although the axes need not all lie in the same horizontal pl~neO Thus, f`or example, the gripping members of forward or bo~J coupling means 20 could be disposed relatively higher or lower than those of coupling means 1~ or 19 which, in turn, could also be in different horizontal planes.
It is further to be noted that the disposition of the coupling means relative to the t~o vessels ~rill depend upon such parame-ters as weight, leng~h and other such di~ensiolls of the vessels and, 33~9 aS can be seen belo~J, on the t~!~e Or` couplinrr desired, i.e.
~rhetrler of the rigid or I~lexible ~ype.
The extreme versi-tilit~ and utility o~ the invention described herein is clearly brought out by an analysis of the capabilities of the system. ~or e~am~le, it is to be o'bserved that ~Jithin the draft limits of the mated vessels, the coupling means provides continuous rel~tive draft enrra~ement. This is in contrast to other mainly rigidly coupled systems in Irhich relative draft engagement of the two coupled vessels is limited to a O pluralit~ of discre-te coupling points. For practical purposes, relative draft engagement is limited only by the vertical ectent of the bearing members ~hich can be co-extensive with the draft limits of the vess~l. The unique couplin~ means provides for both rigid and flexible coupling of t~Jo bodies together. In regard to the former, it should be observed from Fig. 8 that when coupling means 18, 19 and 20 are all engaged and the gripping members have frictionally engaged the vertica]ly extending bearing members, an articulated system which is rigidly connected is achieved. ~oreover, this rigid interconnection is achieved in O a manner which for practical purposes can be considered to be a three-point suspension system. In this regard, it is important to note that the area of engagement bet~reen -the gripping members and the bearing sur~aces, relative to the sizes of the t~Jo mated vessels is small such that, for practical purpose, point engage-'5 ment at the coupling sites is achieved. This permits the vesselsto engage and disengage e~tremely rapidly, a feature which cannot be over emphasized from a safety point of vie-~. By utilizing a suitable control system operatively connected to all of the coupling means, iOe coupling means 18~ 19 and 20, the latter ,0 can be engaged or disengaged virtually simultaneously which will provide virtually instantaneous en~agement or disengagement of the t~ro vessels.
The coupling means described herein also provides a 3~9 unique syste,~ for providin~ flc~ib]e coupli~, i.e. allolinO
some rel?tivc rlovel~ent be-t~reen the coupled vessels. ln the `ï~ cnlbodiment of Fi~. ~, if the grippin~ ~embers in couplin~ me~ns 18 and 19 are not fric-tionally engaged l~rith the corresponding ._ _ bearlrg me~bers, tug 14 ~iLl be allo~ed to pivo-t, in a generally vertical plane, arou~d coupling rneans 20, it beinc~ remembered that the gripping mernbers are rotatable relative to tug 14.
Adjustment of the aft coupling means 18 and 19 so as to allo-~vertic~l slidin~r of the grippin~r members on the bearing surfaces will allo~J such vertical pivoting but ~Jill substantially curtail any relative rolling, y~wing, i.e. steerin~r, of the coupled vessels. The embodiment of Fig.10 sho~Js still another articulated ship wherein fleY.ible couplin~r is achieved.
Thus, the coupling means of the present invention in one basic structure provides a means whereby tl~ro vessels may be rigidly or flexibly coupled. It should be borne in mind that hile the invention has been described ~ith re~ard to the second coupling means being secured to -the pol~ered or pushing vessel, they can, of course, be secured to the pushed vessel. Gene-rally, ~0 ho~Jever, since the po-~er and control syst~ms are usually on the pushin r vessel, the movable, grippin~O members would be more conveniently secured to the po~Yered or pushin~ vessel.
Another advantage of the coupling means resides in the fact that, because of its unique desi~rn and mamler Or coupling, auxillary equipment to lash or other~ise secure the vessels together can be minimized and, in some cases, dispensed ~Jith.
Once the bearing surfaces are friction~lly engaged by the gripping me~bers, the two vessels are not simply coupled but are, for all intents and purposes, locked to~ether. Nonetheless, it may be desirable, particularly in heavy sea conditions or as a safety measure, to employ securing devices such as hydraulic rams, winches, cables, turnbuckles, bolts or the like.
Attention is no~J directed to ~igs. 1, 2, 4, 6 and 7 39~
for a dcscr;~tion of a modified form oi the articulated ship of the prcsent irlvcntion. Referring firs-t to Fig. 17 there is sho~rn a barge or pushed vessel 70 havin~r a throughgoing notch 71 a-t one end thereof defined by port and s-tarboard ~ings 72 and 73, respectively. Received in notch 71 is a tug 74 having a for~Jard por-tion 75 and port and starboard sldes 76 and 77, res~ectively. CouplIng means 20, identical to that shown ln Figs. 3, 5 and 8 couples the forrard portion 75 of tug 74 to barge 70, coupling occurrin~ substantially at the apex of notch o 71 and the bo~r of tug 7~. Disposed bet~reen the side 77 of tug - 74 and the inner wall of starboard ~ring 73 is a lateral thrust bearincr 78 ~rhose construction and o~eration ~Jill be described more fully hereaf-ter. ~ateral thrust bearing 78 is extensible and retractable in a generally port and starboard direction and is secured to thrust bearing mounting member 79 which in turn is secured to the side 77 OI vessel 71~. A bearing or guide surface 80 (see Fig. 4) is formed on the inner ~Jall of starboard wing 73 adjacent lateral thrust bearing (8.
Disposed bet~leen the port slde 76 of tug 74 and the 20 inner ~rall of port wing 72 iS a second lateral thrust bearing 81, lateral thrust bearing 81 li~e~rise being engagable wi~h a bearing or guide surface, which as in the case of bearing surface 80, can be partly formed by the inner wall of Jing 72. Lateral thrust bearing 81, unlike thrust bearing 78, is fixcd against 25 generally port or starboard movement. Extending generally vertically up~rardly from wings 72 and 73 are above-deck guides 83 and 8L~, respectively, guides83 and 84 for~in~g vertical up~ard extensions of the bearing surfaces formed on the inner walls of ~rings 72 and 73, respec-tively. Guides 83 and 84, ~rhich extend the bearing surfaces against ~rhich thrust bearings 81 and 78, respectively~ bear, allo~r for greater latitude in terms of relative draft engagement of the t~lO vessels and maximum relative pitchin~-or pivoting of the tllo vessels about co~plinO means 20 when the l~tter is engaged ".
~V39~
~ c~erence is no;l male to ~;.gs. ~ d 7 for a de-tailed descrL~tion of adjustable lateral thrust bearin~ 78. Lateral ~} thrust bearinO _ includes a substantiall~ flat plate 85 to ~,hich are secured a plurality of resilient pads ~7. The term "resilient" as employed he-rein, is intended to mean a material possessing surficient rigidity and resistence to compression so as to prevent any substantlal deformation thereof, but yet possessin~ some d~gree of` elasticity. In ~eneral, pads 87 ~
con'prise certain polymeric materials, either in pure or composite form. Plate 86 is secured to a frame~Jork cor~rising vertical support beams 88 and generally horizontal ribs 89. Secured to the back side of plate 86 are a plurality of cylindrical guide tubes 90, the number and disposition being dependent upon -the size of the thrus~ bearing ~Tnich in turn depends upon the relative size of the vessels, In the e~bodiment sho~m, eight such tubes are e~!ployed. As best seen in Fig. 6, guide tubes 90 open in a direction facing the side 77 oi tug 74.
Secured to the side of tug 74 is a thrust bearing mounting member 79, mountin~ mernber 79 comprising a ~rame~Torlc ~0 of vertical beams 91 and cross~ ebbing 92. As can be seen ~rom Fig. 6, mounting member 79 extends above the dec~ of tug 7l~ nd is connected to a crossbeam 93, crossbeam 93 in turn being secured to the deck of tug ~4 and, preferably, being connect~d to or being an extension of a like beam extending from fixed thrust '5 bearing 81. It will be understood that the mounting member 79 c~n be constructed in m~ny ~iays, the only requisite being that it be so designed and of a material as to possess the strength to ~rithstand the forces encountered in the environ~ent in ~hich the articul~ted ship is to be used. Forming part of mounting ~0 member 79 is a face plate 94 having a series of cylindrical mountin~ member guide tubes 95 securcd thereto~ each tube 95 being disposed so as to be telescopically engagable ~lith a corresponding thrust bearing guide tube 90. Disposed ~ithin ~1 ~{~3~9 mountillg mcmbel ~ arc a ~luralit~ of dou~)lc-actin~ ~iston-~- cylinder systems co~risin~ cylind~rs 90 and pis-tons 97, -the ~ ~,,, -piston-cylinder systems being o~ ~he conventional hydraulic type. Pistons 97 extend through openinOs in face pla-te 94 and are secured to plate 86 of thrus~t bearing 78. Each of the pi~ton-cylinder assemblies is disposed ~rithin mounting member 79 such th~t each piston 97 lies generall~ concentric ~rith the corresponding mounting member guide tube 95 and -thrust bearing guide tube 90.
I~ile not sho~m, fixed thrust bearing 81 will, to the ~0 extent of its bearing su-rface configuration, be substantially i~entical to the surface configuration of bearing 78 sho~m in Fig. 7. ~Io-rever, as noted, bearing 81 being fixed will be rigidly secured in a suitable fashion to the side 76 of tug 7~.
The piston-cylinder systems can be easily controlled ~5 by well kno~rn means a~d methods so as to be simultaneously activated whereby either to exte~d thrust bearing 78 outt~rardly away from tug 74 and into engagement trith bearing surface 80 or to retract bearing 78. It liill be apparent t;hat t~Jhen tug 7l~ is received in the notch _ of barge 70, and thrust bearing 18 is urged latera:Lly '0 outward in a starboard direction to engage bearing surface 80, tug 71~ will be snugly fitted in notch 71, fixed lateral thrust bearing 81 engaging the bearing surface formed on wing 72 and adjustable la-teral thrust bearing 78 engaging bearing surface 80. The snug engagement t~rill a]low tug 74 some freedom to pivot '5 around coupling means _ but trill prevent any subst~ntial relative yawing or rolling of tug 74 and bar~e 70.
~ Jhile only one adjustable lateral thrust bearing 78 is sho~m, it will be apparent that adjustable thrust bearings may be provided on both sides of tug 7l~, i.e~ a lateral thrust bearing similar to 78 may be substituted for fixed thrust bearing 81. ~s noted above, when the thrust bearings are engaged with the bearing surfaces on the wings ~f the barge and forward cou~ling means 20 is engaged, the t~;o vessels are allo~red 3~9 rel~tivc vertical mo-~cm-nt, i.e. pivotin~ abou~ couplin r mcans 20~ such ~o~rc~erl~ being ret?rdecl only by -the rrictional resistcnce betl~feeII the l~teral thrust bearin~s and the bearinrr surfaces on ~he wings of the barge. The relative vertical rnovel~ent or pivoting about coupling means 20 can be essentially stopped depe~dinrr on holJ much force is eYerted on the lateral thrust bearings and, accordingly, the degree of frictional engagement between the thrust bearings and the bearing surlaces on ~he inner walls ol the ~ring of the bar~e, i.e. the articulated sh;p can be made rigidly coup1ed.
O~her than the above described double~acting piston-cylinder syste~.s, other forms of force exerting devices such as cams, screws, etc., can be used in conjunction with the movable lateral thrust bearinr~ to extend and retract the latter. It snould also be noted that the thrust bearings, while sho~m as being secured to the po~ered vessel or tug, can be disposed on the wings o~ the bar~e, the ~orrner arranOement being preferred because of the usual presence of po~rer and control systerns on ~he powered vessel.
Reference is now made to Figs~ 12, 13 and 1l', for a modified version of the lateral thrust bearing shorn in Figs.
6 and 7. In FigsO 12 and 13, like characters are used to denote like elements of the lateral thrust bearing assembly sho m in Figs. 6 and 7. Mountinr~ member 79 and lateral thrust bearing 78~ sho~m in Figs. 12 and 13 are identical in construc-tion and operztion with mounting me-mber 79 and lateral thrus-t bearing 78 sho-m in Fi~s~ 6 and 7, except lateral thrust bearing 78a includes a plurality of roller assemblies, sho~
gener211y at 1 Roller housing 101 having upper and lower walls 102 and 103, respectively, side walls 104 a~d 105, respectively, and rear wall 106 is mounted in thrust bearing 78a by welds 111 ~hich secure housinO 101 to plate 86~ While not sho~rn, housing ~ 39 101 is also sup~orted bJ' the fra~ie work col~priin3 vertical su~ort be~mc 83 and hori~on~al ribs ~9.
Roller ascel~b~J 100, as best seen in ~ig. 14, comprises a central7 generally horizont~lly disposed shaft 107 fiYedly secured, usually by welding, on each end to mounting brackets 108, opposite ends of shaft 107 extending through bores 108a in each bracket. Shaft 107 acts as a bearing surface for roller 109 which is preferabl~, though not necessarily, com~rised of the sal~e or similar material as pads 87, and ~rhich is free to rotate around shaft 1070 MountinG brackets 108 abut the surface 105a of ~r211 lOo and are tapped (not sho~rn) to receive bolts 110 1hich e~tend through registering holes (not shown) on either side of the rear wall 106 of roller housing 101~ As best seen in Fig. 14, the width of roller asse~bly 100, taken between the outside surfaces of opposed mounting brackets 108 is substantially equal to the width of housing 101 taken be~ween the inside surfaces of side ~ralls 104 and 105. Likewise, the height of roller assembly 100 taken between the top and bottom edges ~f bracke~s 108 is substantially equal to the distance between tlle inside surfaces of the walls ~02 and ~030 ~ccordingly, ~Jhen roller assembly 100, co~prising sh~ft 107, brackets 10~ and __ _ _ roller 109, is inserted into roller housing 101, roller assembly 100 is substantially restrained from any vertical or horizontal movement. As can also be seen, preferably, roller assembly 100 is dimensioned such that when it is disposed within housing 101 and secured in the latter by means of bolts 110, roller 109 extends out~rardly past the surface of pads 87 not more than the radial thickness of roller 109.
~1hile the roller assemblies 100 have been described with reference to incorporation into the adjustable lateral thrust bearing 70a, it will be apparent that, in the preferred case, such roller assemblies will also be incorporated into the fixed lateral thrust bearing, such as 81, as well~ Likewise, .
3~
~hcn both later21 thrust be;rin~s are adj~lstable, both rnay m clude the roller assemblies. The disposition ~nd number Or the rollers (~ in the lateral thrust bearings ~rill, of course, depend upon various paraneters such as -the size of the thrus~ bearings, the relatlve sizes of -the vessels, etc.
Incorporation o~ the roller assemblies into the lateral thrust bearin~s greatly f~cilitates pivotinrg about coupling means 20. Since rollers 109 are free to rotate around shalts 107, the frictional forces bet~een the la+eral thrust bearings 0 and the bearirg surlaces on the ~lin~s of the bar~e are decreased.
rTOt onl~ does this perrnit easier relative pivoting of -the t~o vessels around the coupling means 20, but it also lessens the chances that the resilient pads 87, if used, trill be damaged.
As noted, and as sho~m in Fig. 14, rollers 109 have a cornposi-tion essentially the sa~e as that of the pads 87. Thus, roller 109 is resilient, as that term is described above. Their resilient na~ure allo~s rollers 109 to be compressed or to yeild easier than il they tlere metallic in nature. In the event the forces exerted against rollers 109 are sufficient to compress or crush ~0 them beyond their yield point, the bearing surfaces on the ~rings of barge 70 tJill then engage pads 87. To this extent, the rollers provide a cushion t~hich acts to protect the pads ~7 against . _ sudden damage. As is readily apparen-t, the roller assernblies are quite easily replaced Witil ne~r assemblies, and it will be appreciated that replacement of the roller assemblies is much easier than replacemen-t of resilient pads o7. It is to be understood that ~lhile the rollers have been described ~1ith reference to their being constructed from a resilient material, ~- they can, of course, be metallic in nature or of some other non-0 resilient material.
~ ' ,.
~' `
Claims (27)
1. An articulated movable combination comprising:
a first marine vessel having a throughgoing notch at one end, said notch having a pair of oppositely disposed wings;
a second marine vessel having a forward portion and sides, at least a portion of said second vessel being receivable in said notch;
said first marine vessel comprising at least one first coupling assembly including at least one bearing member having oppositely directed, substantially vertical bearing surfaces, said second vessel comprising a second coupling assembly, said second coupling assembly being engageable with said first coupling assembly generally forward of said notch when said second vessel is received in said notch, said second coupling assembly including gripping means having gripping surfaces for frictionally engaging said bearing surfaces;
said gripping means comprising first and second gripping members, said first gripping member having a surface engageable with one of said bearing surfaces, said second gripping member having a surface engageable with the other of said bearing surfaces, said bearing member being gripped between said first and second gripping members when said first and second coupling assemblies are engaged, means for effecting engagement of said gripping means with said bearing surfaces; and lateral bearing means disposed between opposite sides of said second body and said wings generally rearwardly of said notch, said lateral bearing means preventing substantial relative yawing and rolling of said first and second vessels.
a first marine vessel having a throughgoing notch at one end, said notch having a pair of oppositely disposed wings;
a second marine vessel having a forward portion and sides, at least a portion of said second vessel being receivable in said notch;
said first marine vessel comprising at least one first coupling assembly including at least one bearing member having oppositely directed, substantially vertical bearing surfaces, said second vessel comprising a second coupling assembly, said second coupling assembly being engageable with said first coupling assembly generally forward of said notch when said second vessel is received in said notch, said second coupling assembly including gripping means having gripping surfaces for frictionally engaging said bearing surfaces;
said gripping means comprising first and second gripping members, said first gripping member having a surface engageable with one of said bearing surfaces, said second gripping member having a surface engageable with the other of said bearing surfaces, said bearing member being gripped between said first and second gripping members when said first and second coupling assemblies are engaged, means for effecting engagement of said gripping means with said bearing surfaces; and lateral bearing means disposed between opposite sides of said second body and said wings generally rearwardly of said notch, said lateral bearing means preventing substantial relative yawing and rolling of said first and second vessels.
2. The combination of Claim 1, wherein the surfaces of said gripping members engageable with said bearing surface have a plurality of concentric annular grooves.
3. The combination of Claim 1, wherein said lateral bearing means are mounted on opposite sides of said second vessel and are engageable with bearing surfaces on respective ones of said wings when said second vessel is received in said notch of said first vessel.
4. The combination of Claim 1, wherein at least one of said lateral bearing means is extendable and retractable.
5. The combination of Claim 4, including means operatively connected to said laterally extendable and retractable bearing means for extending and retracting said laterally extendable and retractable bearing means.
6. The combination of Claim5, wherein said surfaces of said lateral bearing means are comprised of a resilient material.
7. The combination of Claim 1, wherein said lateral bearing means include roller means mounted for rotation about a generally horizontal axis.
8. The combination of Claim 7,wherein said roller means comprises a resilient material.
9. The combination of Claim 7, wherein there are a plurality of said roller means.
10. The combination of Claim 6, wherein said bearing means include roller means mounted for rotation about a generally horizontal axis.
11. The combination of Claim 10 wherein said roller means comprise a rigid shaft forming a bearing surface and a cylindrical roller comprised of a resilient material surrounding said shaft, said shaft and said roller being mounted in said bearing means such that said roller extends outwardly from said resilient surface of said bearing means.
12. The combination of Claim 10 wherein there are a plurality of said roller means.
13. The combination of Claim 1,wherein said lateral bearing means are mounted on opposite sides of said second vessel and there are bearing surfaces on respective ones of said wings in opposed relationship to said bearing means when said second vessel is received in said notch of said first vessel.
14. The combination of Claim 13 wherein at least one of said lateral bearing means is extendable and retractable so as to selectively control the degree of engagement between said bearing means and said bearing surfaces.
15. The combination of Claim14 wherein both of said lateral bearing means are extendable and retractable.
16.The apparatus of Claim 1, wherein said bearing member comprises a plate secured to and projecting from said first floatable vessel.
17. The combination of Claim 16 wherein said bearing member is disposed substantially at the apex of said notch.
18. The combination of Claim 1, wherein said second coupling assembly is disposed closely adjacent the bow of said second vessel.
19. The combination of Claim 18 wherein said bearing member comprises a plate secured to and projecting from said first vessel.
20. The combination of Claim 19 wherein said bearing member is disposed substantially at the apex of said notch.
21. The combination of Claim 1, wherein said second coupling assembly further includes means for disengaging said gripping means from said bearing surfaces.
22. The combination of Claim 21 wherein said means for effecting engagement and said means for disengaging said gripping means are the same and comprise a piston-cylinder system.
23. The apparatus of Claim 1, wherein said first gripping member is mounted for movement in a direction generally transverse to said bearing surfaces.
24. The combination of Claim 23 wherein said means for effecting engagement includes first means for moving said first gripping member toward said one bearing surface.
25. The combination of Claim 24 wherein said second gripping member is mounted for movement in a direction generally transverse to said bearing surfaces and said means for effecting engagement includes a second means for moving said second gripping member toward said other bearing surface.
26. The combination of Claim 1, wherein said gripping members are generally cylindrical and are mounted for rotation about a generally common horizontal axis, the axes of said cylindrical shaped members being transverse to said bearing surfaces.
27. The combination of Claim 1, wherein said gripping means have rigid gripping surface for non-resiliently engaging said bearing surfaces.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000387446A CA1140399A (en) | 1974-04-29 | 1981-10-06 | Coupling apparatus for articulated bodies |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US465,147 | 1974-04-29 | ||
| US05/465,147 US4148270A (en) | 1974-04-29 | 1974-04-29 | Coupling apparatus for articulated bodies |
| CA322,272A CA1113793A (en) | 1974-04-29 | 1979-02-26 | Coupling apparatus for articulated bodies |
| CA000387446A CA1140399A (en) | 1974-04-29 | 1981-10-06 | Coupling apparatus for articulated bodies |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1140399A true CA1140399A (en) | 1983-02-01 |
Family
ID=27166102
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000387446A Expired CA1140399A (en) | 1974-04-29 | 1981-10-06 | Coupling apparatus for articulated bodies |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1140399A (en) |
-
1981
- 1981-10-06 CA CA000387446A patent/CA1140399A/en not_active Expired
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