CA1140400A - Marine push-towing transportation system - Google Patents
Marine push-towing transportation systemInfo
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- CA1140400A CA1140400A CA000387447A CA387447A CA1140400A CA 1140400 A CA1140400 A CA 1140400A CA 000387447 A CA000387447 A CA 000387447A CA 387447 A CA387447 A CA 387447A CA 1140400 A CA1140400 A CA 1140400A
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Abstract
MARINE PUSH-TOWING TRANSPORTATION SYSTEM
Abstract of the Disclosure The present invention relates to a marine push-towing transportation system. The system is comprised of a first vessel having a notch at one end with the notch having a pair of oppositely disposed wings. A second vessel is provided having a bow portion and sides. A coupling unit is provided for coupling the vessels when the second vessel is received in the notch between the wings. The coupling unit includes at least three first coupling assemblies secured to one of the vessels. Each of the first coupling assemblies includes at least one bearing member having opposed, substantially vertical bearing surfaces with one assembly being disposed for engagement generally forward of the notch and the other two being disposed for engagement generally rearward and on opposite sides of the notch. At least three second coupling assemblies are secured to the other vessel, each being disposed so as to be engageable with the first coupling assemblies. Each of the second coupling assemblies includes a gripping unit for frictionally engaging the bearing surfaces. Each gripping unit is 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 surfaces. The first gripping member is mounted for movement in a direction generally transverse to the bearing surfaces. A unit is provided for effecting engagement of the gripping units with the bearing surfaces.
Abstract of the Disclosure The present invention relates to a marine push-towing transportation system. The system is comprised of a first vessel having a notch at one end with the notch having a pair of oppositely disposed wings. A second vessel is provided having a bow portion and sides. A coupling unit is provided for coupling the vessels when the second vessel is received in the notch between the wings. The coupling unit includes at least three first coupling assemblies secured to one of the vessels. Each of the first coupling assemblies includes at least one bearing member having opposed, substantially vertical bearing surfaces with one assembly being disposed for engagement generally forward of the notch and the other two being disposed for engagement generally rearward and on opposite sides of the notch. At least three second coupling assemblies are secured to the other vessel, each being disposed so as to be engageable with the first coupling assemblies. Each of the second coupling assemblies includes a gripping unit for frictionally engaging the bearing surfaces. Each gripping unit is 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 surfaces. The first gripping member is mounted for movement in a direction generally transverse to the bearing surfaces. A unit is provided for effecting engagement of the gripping units with the bearing surfaces.
Description
41;~
This is a division of copending Canadian Patent application serial No. 322,272 which was filed on February 26, 1979.
Backqround 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 o~ conditions frequently encounterecl. 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 flexible coupling, i.e. systems allowing certain 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 3,486,476 to Breit, Jr. U. S. Patents 3,756,183, and 3,605,675 to Clemence, Jr., and 3,563,621 to Kawasaki all disclose svstems in which the articulated ship is flexibly coupled.
It is apparent from the prlor art, as exemplified above, that both rigidly 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 draEt 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 d,isposed 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 3~
first coupling assembly being disposed generally forward of the notch. The 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 a marine push-towing transportation combination comprising: a first vessel having a notch at one endl said notch having a pair of oppositely disposed wings, a second vessel having a bow portion and sides, coupling means coupling said Eirst vessel to said second vessel when said second vessel is received in said notch between said wings, said coupling means including at least three first coupling assemblies secured to one of said vessels, each of said first coupling assemblies including at least one bearing member having opposed, substantially vertical bearing surfaces, one of said first coupling assemblies being disposed for engagement generally forward of said notch, the other two of said first coupling assemblies being disposed for engagement generally rearward and on opposite sides of said notch, and at least three second coupling assemblies secured to the other of said vessels, each of said second coupling assemblies being disposed so as to be engageable with said first coupling assemblies when said 3~
second vessel is received in said notch, each of said second coupling assemblies including gripping means for frictionally engaging sald bearing surfaces, each of 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 first gripping member being mounted for movement in a direction generally transverse to said bearing surfaces, and means for effecting engagement of said gripping means with said bearing surfaces.
Brief Descri~tion of the Drawinqs L _ ,, 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 which:
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 ]ines 2-2 of Fig. 1.
Fig. 3 is a view, enlarged, taken along the lines 3-3 of Fig. 2.
Fig. ~ is a fragmentary top plan view showing the - 4a -3~
adjustable la-teral bearinJ means e~ployed in OI'e embodimen~ of the present inven~ion~
~ Fi~. 5 is a detailed sectional view of a gripping means ~ en~loyed in the coupling means of the present inventionO
~igo 6 is a detaile~ elevational vie~r, partly in section, taken along the lines 6-6 of Fig. 4 Fi~. 7,is a view taken along the lines 7-7 of Fig. 6~
Fig. 8 is a fragmentary top plan view of another embodi-ment of the present invention showing a coupled tug and barge.
Fig. 9 is an enlarged vieJI of the side coupling means e~ployed in the embodimznt of Fig. 80 Fig. 10 is a fragmentary top plan view of another embodiment of the present invention~
Fig~ 11 is a vie~ similar to Figo 3 and showing a variation of the coupling means of the present invention.
Fig. 12 is a view similar to Fig. 6 sho~ing a variation of the lateral bearing means.
~ig~ 13 is a view taken alon~ the lines 13-13 of Fig~ 12 Fig~ 14 is an isometric view of a roller assembly e~ployed in the lateral bearing means of Fig. 12.
Description of the Preferred Embodiments .
In the description which follol:ls, the invention will be described ~ith particular reference to an ar-ticulated ship, i~e~ a se~mented ship comprised o-f 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 ~Jhich the respective vessels are (1) rigidly coupled to~ether or (2) flexibly coupled to~ether, the latter ~o the extent that a certaln degree of relative movement between the vessels of the articulated ship is permitted~ It is to be understood, however, that the coupling appara-tus of the presen~ inverltion finds application herever t-~o movable bodies are to be coupled together to fo~m an articulated assemblageO
~c~crr.i~lg first to ~ig~ ~, there is sho-:~ a first vessel or barGe 10 ha~-ing a throughgoing notch 11 de~ined by ~ .i opposed po-rt and stai-board wings 12 and 13, respectively, extending a~t of balge 10. Partially received into notch 11 is a second vessel or tug 14 having opposed port and starboard sides 15 and ~6, respectively, and a for~ard or bow portion 17~ As seen from Fig~ 8, the shape of -the notch 11 is generally complementary to that of the portion of the tug 14 received therein. Ho~lever~
the shape of notch 11 need not conform to that o~ the portion of tug 14 received therein and need only be such as to accommodate coupling of the vessels employing the coupling means described herein.
In the mated position sho~n in Fig. 8, tug 14 is coupled to barge 10 by three independent coupli.ng means, the three coupling means comprising forward or bow coupling means 20 and port and starboard coupling means 18 and 19, respectively Couplin~ means 18, 19 and 20, which are described more fully ~ ~ .
belo~T, all include a firs-t 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. I~ile there is some dif~erence in their mounting on the vessels, as will be seen, the basic construction and operation of the coupling means 18, 19 and 20 is substantially iden-tical.
Accordingly, the terms 'Ifirst coupling assembly" and Dsecond coupling assembly" are used ~ith regard to all three coupling means.
Turning no-Y to Fig. 3, there is shown in greater detail bow coupling means 20~ While Fig~ 3 is actually a view of the embodiment of Fig. 2, the bo~ coupling means 20 used in the embodiments of Figs. 7 and 8 is identical~ As noted above~ bo~Y
coupling means 20 comprises ~irst and second coupling assemblies The first coupling assembly compri.ses a generally vertically extendin~ plate or bar 21 secured to barge 10 at substantially .
the a~ex OL` notch 11, plate 2] serving as a bearing mem`~er ha~ing opposed vertical and genera~ly parallel bearinO sur~aces 22 and ( 23. Secured to the bol~r or forlrard portion 17 of tug lLI is a mounting member 24, mounting member 24 having a vertically extending slot 25 partially defined by lateral walls 26 and 27, the width of slot 25 being larger than the thickness of bearing member 21 between bearing surfaces 22 and 23~ As can be seen _. _ from Figs. 3 and 8, t~rhen tug ll~ is matincly received in notch 11, bearing member 21 extends into slot 25 be-tl~reen the lateral t~ralls 26 and 27.
Disposed t~ithin mounting member 21-' is the second coupling assembly. rhe second coupling assembly comprises gripping members 53 and 41, portions of which extend out of lateral walls 26 and 27. As ~ill be explained ~ore fully hereafter, grippin~
mem~er 41 is mounted for movement in a direction generally ~ransverse to bearing surfaces 22 ancl 23, such movement being effected by a piston-cylinder arranOement shown generally at 28 d mounted internally of moun-ting member 24.
The detailed construction and operation of the first and second coupling assemblies is best understood by reference to Fig. 5. Secured in the starboard side of ~ol~ting member 24 is housing 29. Mounted within housin~ 29 is a cylindrical guide tube 30, guide tube 30 and housing 29 being secured to one another by suitable webbing 31~ ~lebbing 31 being ~elded to housing 29 and guide tube 30~ Disposed internally of guide tube 30 is hydraulic cylinder 32 and associated piston 40~ cylinder 32 abutting a shoulder 33 formed by an internally upset portion 34 of guide tube 30~ A removeable stop plate 35 extends through suitable openings 36 and 37 in the upper portions of housing 29 and 30 a~d, ~rhen fully inserted in a down~rard posi-~ion, engages a groove 38 in guide tube 30. ~en stop plate 35 is securely in place, hydraulic cylinder 32 is secured a~ainst transverse, i.eO--~
port or starboard, movement by shoulder 33 and stop plate 35 }~^moval ol ,to~ p~ate 35 perlnits access to h~draulic cylinder 32 throug}l bore 39 ~hich opens starboard OI mO~ ting me(ll`Oer ~
:~-; 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 41 a formed boy a plurality of concentric annular groovesO Gripping mernber 41 is spaced ~rom piston 40 by self-lubricating thrust plates 42. A bolt 43 extending through a generally central bore 44 in gripp ~g memoer 41 also e~tends through registering bores in thrust plates 42 and is threadedly L0 received in piston 40 It will be observed that the threaded portion of bolt 43 at no time enga~es a co~lementary threaded portion of bore 4LL, Accordingly, ~ripping 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 between the internal upset portion 34 o~
guide tube 30 and gripping member 41.
Located on the port side of slot 25 in mounting member 2ll is housing 1~6 internally of which is cylindrical guide tube 47~ guide tube 47 being secured to housing 46 by webbing 48 -- -- _ welded to guide tube 47 and housing 46. ~. bearing plate 49 is disposed internally of and welded -to guide tube 47 and a support frame~ork consisting of webbing members 50 and 51, the support frame~ork in tur~ being welded to housing 46~ Bearing plate 49 is spaced from cylindrical gripping member 53 by self-lubricating thrust plates 540 A bolt 52 extends through central bores in bearing plate 49 and thrust plates 54 and is threadedly received in cylindrical gripping member 53. 0-ring 55 effects sealing bet~een cylindrical gripping member 53 an~ the guide tube 47.
As can be seen, gripping member 53 is free to rotate within 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, ~hereas both gripping members 1~l an~ 5~ are per~itted to rotate on the same gene~al hori%ontal __ _ axis dofined by bolts 52 and 41~, gripping member 53 is restrainedfrom any substantial transverse movement relative to bearing surface 22. ~ccordingly, ~Jhen tug 14 is received in notch 11,~
and bearing member 21 is received in slot 5, bearing surfaces 23 and 22 will be in a position to be engaged by gripping surfaces 41a and 53a, respectively. Movement of piston 40 in a port direction, i.e. toward bearing surface 23, ~iill force gripping surface 41a into engagement ~rith bearing surface 23 which in turn O ~Jill, if necessary, cause movement of bearing member 21 to-~ard gripping mem~er 53 until bearing surface 22 and gripping surface 53a are engaged. As a practi~cal matter~ the clearances between gripping surface 41a and bearing surface 23 and gripping surface 53a and bearing surface 22 are relatively small even whe~ the vessels are not coupled. Accordingly, very li-ttle movement of bearing member 21 to-~ard gripping surface 53a occurs upon movem~nt of gri~ping member 41 toward bearing surface 23.
The grooved ~ripping sur~aces ~la and 53a serve to enhance frictional engagement bet~leen the gripping~ members a~d ~o bearing rnember 21. Other surface configurations such as dimpl~d, waf~led, etc., may be employed to achieve the enhanced ~rictional . . .
engagement between the gripping members and the bearing surfaces~
it being understood that the gripping surfaces can be smoo~h if desired.
`5 The hydraulic piston~cylinder arrangement described above is of the double-acting type whereby gripping member 41 can also be moved in a direction a~lay from bearing surface 23 resulting in dlsengagement of bearing member 2 and gripping members 41 and 53. It should further be observed that ~Yhile ,O double-acting piston-cylinder arrangement is sho~Yn other means of effecting engagement of the gripping ~embers ~ith bearing member 21 can be employedO Such means, ~lhich may be consider2d for~e modules, can include singl~-acting piston-cylinder systems _9_ usirlg r~ al or mecnanical return, mechanical sy;tems such as cams, scre~Js, etc., or electrical systerns such as solinoids, electrorn~ne-ts, etc.
I~hile in the coupling means depicted ln Figs. 3 and 5, only onc of the g-ipping mernbers is mounted for transve-rse movement in a direction generally transverse to bearing member 21, it is apparent that both of the gripping rnembers can be so mounted. Such an arrangement is sholl~n in ~ig. 11 where a dual piston-cylinder systems, such as depicted in Figs. 3 and 5 are ~0 used in conjunction ~ith both gripping members 53 and 41.
In Fig. 9 is sho~m the port coupling means 18j it being understood that starboard coupling ~eans 19 is identical in construction. As noted above~ couplinG means 18 and 19 function the same as coupling means 20 and are, iTl pertinent part, substantially identical structurally, save for their mounting assemblies employed and their relative disposition o~
the vessels~ DependinG frorn the af-t of poxt ~ling 12 is the ~irst coupling assembly comprising vertically extending bearing member 56 having opposed vertical and generally parallel bearing surfaces 57 and 58. It will be appreciated that bearing member 56, like 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 fon~ardly opening~
generally vertical slot 60 having opposed lateral ~alls 60a and 60b. Mounted in ~all 60a of mounting member 59 is gripping member 62, gripping member 62 being mounted substantially the same as gripping member _, io e. rotatabl~ around a generally horizontal axis but fi~ed ~gainst motion in a direction transverse to bearing surfaces 57 and 58~ Disposed on the other side of slot _ in wall 60b and facing bearinO surface 5O is gripplng member 63, gripping member 63 being mounted subs-tantially the same as gripping member ~1 and being operatively connected tb piston-cylinder arrangement 6l~, basicàlly the same as piston-. . .
cylinder syste~ 2~ sho'~n :in Fi~. 5, to effect movc~ent of ~rippin~
member 63 in a direction to-/ard bear~rlg surrace 58 and assuming , . . .
a double-acting piston-cylinder system is used to effect rnovemen~
of gripping member 63 away frorn bearing surface 5~. As in thé
case of the em~odiment shown ln Fig. 11, both grip inO members 62 and 63 may be operati~ely connected to suitable force modules to effect engagement ~lth bearing member 56.
In Fig. 10 is sho~rn an embodirnent of the present inven-tion wherein a barge sho~rn ~t 65 and a -tug sho-rn at 66 are coupled at 0 the stern 69 of the barge 65 and the bo~r 68 of the tu~ 66, there being no notch on barge 65 Dual coupling means 67, substantially identical with coupling means 20, are used to couple tug 66 and barOe 65 to~ether. It ~rill be obser-~ed that the second coupling assemblies described above and cornprising the gripping mQmbers L5 are connected to the forward portion 68 of tug 66, forward portion 68 having a more blunted nose to accommodate lateral spacing of`
the asse~blies. ~ikewise, the stern 69 of barge 65 has secured thereto the first coupling assemblies described above and co~prising the vertical bearing member~ the first couplin~
'0 assemblies being suit~bly-spaced so as to register ~ith and be engagable with the f-rst coupling assemblies upon mating of ~ug 66 and barge 65.
.
It is to be cbserved that in the preferred case, the generally cylindrically shaped gripping members of each of the '5 second coupling assemblies will lie on and rotate about the same, generally horizontal, axis, although the axes need not all lie in the same horizontal planeO Thus, for example, the gripping members of` for-;rard or bow coupling means 20 could be disposed relatively higher or lower than those of couplin~ means 18 or 19 which, in turn, could also be in dif`ferent horizontal planes.
It is further to be noted that the disposition of the CoUpling means relatiVQ to the two vessels ~ill depend upon such paramete-rs as ~eight, length and other such dimensio~l~ of th~ vessels and, as can b_ seen belo:~, on thc type o~ cou ling desired, i.e.
et~ler of the rigid or flexible t~pe~
The extreme versitility and utility of the invention described herein is clearly brought out by an analysis of the capa~ilities of -the system. For e~am~le, it is t~i be observed that ~ithin the draft limits of the ma-ted vessels, the coupling means provides continuous relative draCt engagement. This is in contrast to other mainly rigidly coupled systems in ~'nich relative draft engagement of the t~o coupled vessels is limited to a 0 pluralit~ of discrete coupling points. For practical purposes, `; relative draft engagement is limited only by the vertical e~tent of the bearing members ~hich can be co-extensive ~ith the draft lirni-ts of the vessel. The uni~ue coupling means provides for both rigid and flexible coupling o~ t~Jo bodies to~rether. In regard -to the former, it should be observed from Fig. 8 that when couplingr means 18, 19 and 20 are all engaged and the gripping members have frictionally engaged the vertically extending bearing members, an artlculated system which is rigidly connected is achieved. ~oreover, this ri~id interconnection is achieved in ~0 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 enga~ement between the gripping members and the bearing surfaces, relative to the sizes of the t~Jo mated vessels is small such that, for practical purpose~ point engage-'5 ment a-t the coupling sites is achieved. This permits the vessels to engage and disengage extremely rapidly, a feature which cannot be over emphasized from a safety point of vie~Y. By utilizing a sui-table control system operatively connected to all of the coupling means, i~e. coupling means 18, 19 and 20~ the latter ,0 can be engaged or disengaged virtually simultaneously which ~Yill provide virtually instant~neous en~agement or disengagement of the t~Yo vessels. -The coupling means described herein also ~rovides a 3~
uni~ue ;~s1e~ for providing ~le~ible coupli~ r,~ i. e. alloling some rcl~tivc movel~ent; bett~Jeen the coupled vessels. In the `~ cnlbodimellt of Fig. ~, if the gripping members in couplin~ means 18 and 19 are not f`rictional]y cngaged l`Ji th -the corresponding bearing members, tug 14 l~Jill be alloJed to pivot, in a ~enerally vertical plane, arou~d coupling means 20, i-t being remembered that the gripping mernbers are rotatable relative -to tug lL~.
Adjustment of the aft coupling me~ns 18 and 19 so as to allo~:l vertical sliding of the gripping members cn the bearing surfaces ~ill allow such vertical pivot'ng but ~rill substantially curtail any relative rollin~, ya~Jing~ i.e. steering, of the coupled vessels~ The embodiment of Fig.10 sho~ls still another articulated ship ~ihereln fle~ible coupling is achieved Thus, the coupling means of the present invention in one basic structure provides a means ~rhereby t~lO vessels may be ri~idly or ~lexibly coupled. Xt should be borne in mind that ~hile the invention has been described ~lith regard to the second couplin~ means being secured to the pol~ered or pushing vessel~
they can, of course, be secured to the pushed vessel. Generall~, ~0 however, since ~he po-~er and control systems are usually on the pushing vessel, the movable, grippin~ members would be more conveniently secured to the powered or pushing vessel.
Another advantage of the coupling means resides in the fact that, because of its ~ique desi~n and manner of coupling, ~5 auxillary equipment to lash or otherwise secure the vessels together can be minimized and, in some cases, dispensed ~/ith.
Once the bearing surfaces are frictionally engaged by the gripping members, the t~o vessels are not simply coupled but are, for all inten-ts and purposes, locked together. Nonetheless, it may be desirable, particul~rly in heavy sea conditions or as a safety measure, -to employ securing devices such as hydraulic rams, ~inches, cables, turnbuclcles, bolts or the like. -.
~ttention is no~l directed to Figs~ 1, 2, 4, 6 and 7 ' Q~
for a dcscription o~ a ~odifled form of the ar-ticulated shi~
of the present invention. ReferrinG first to Fig. 1, there is sho~ a barge or pushed vessel 70 having a throughOoing notch 71 ~t one end thereof defined by port and s-tarboard ~Jings 72 and 7~, respec-tively. Received in notch 71 is a tug 74 having a forlrard portion 75 and port and starboard sldes 76 and 77, respectively. Coupling means 20, id_n-tical to that sho-~n in Figs~ 3, 5 and 8 couples the for~rard portion 75 of tug 74 to barge 70, coupling occurrinG substantially a-t the apex of notch 71 and the bo.~ of tug 7~. Disposed between the side 77 of tug 74 and the ir~ler wall of starboard ~Jing 73 is a lateral thrust bearing 78 ~Jhose construction and operation will be described more fully hereafter ~a-teral thrus~ bearing 78 is extensible and retractable in a generally por~ and starboard direction a~d is secured to thrust bearing mounting member 79 ~rhich in turn is secured to the side 77 o~ vessel 7l'. A bearing or guide surface 80 (see Fig. 4J is formed on the inner ~Jall of starboard wing 7 adjacent lateral thrust beari.ng 78.
Disposed between the port side 76 of tug 74 and the inner ~Jall of por~ ~ing 72 is a second lateral thrust bearing 81, lateral thrust bearing 81 like;~rise being engag2ble wi~h a -bearing or guide sur~ace, which as in the case of bearing surface 80, can be partly formed by the inner wall of wing 72~ Lateral thrust bearing 81~ unlike thrust bearing 78, is fixed against gener~lly port or starboard movementr Extending generally vertically upwardly from wings 72 and 73 are above-deck guides 83 an~ 84, respectively~ guides83 and 84 forming vertical upward extensions of the bearing surfaces formed on the inner walls of ~rings 72 and 73, respectively. Guides 83 and 84, which extend the bearing sur~aces against ~rhich thrust bearings 81 and 78, respectively, bear, allo~l for greater latitude in terms of r~elative draft engagement of the two vessels ~n~ maximum relative pitchin~ -or pivoting of the t~ro vessels about co~oling means 20 ~rhen the latter is engaged.
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3~
l~crerence i.s no~J made to ~igs. ~ ~ld 7 for a detailed clc-cription of adjustable l~teral thrust bearing 78. Lateral thrust bearing 7~ includes a substantially flat plate 86 to ~Ihich are secured a plurality of resilient pads 87. The term "resilient-" as employed herein, is intended to mean a material possessing su-~ficient rigidity and resistence to compression so as to prevent an~y substantial deforr~.ation thereof, but yet possessing some degree o~ elasticity. In general, pads 87 will comprise certain polymeric materials, either in pure or COT.~OSite ~orm. Plate _ is secured to a framework cor~rising vertical support beams 88 and generally horizontal ribs 89. Secured to the back side of plate 85 are a plurality of cylindrica-L guide -tubes 90, the number and disposi~ion bein~ dependent u on the size of the thrust bearing ~Thich in turn depends upon the relative size L5 f the vessels~ In the er~bodiment shot~m eight such tubes are err~loyedO As best seen in Fig. 6, guide tubes 90 open in a direction facin~ the side 77 oi` tug 71~.
Secured to the side of tu~ 74 is a thrust bearing mounting member 79, mountins member 79 comprising a ~rame~Jorl{
'0 of vertical beams 91 and cross-webbing 92. As can be seen from Fig. 6, mounting member 79 extends above the deck of tug 7~ and is connected to a crossbeam 93, crossbeam 93 in turn being secured to the deck of ~ug 74 and, pre~erably, being connected to or being an extension of a like beam extending from fixed thrust '5 bearing 81. It wlll be understood that the mo~nting member 79 can be constructed in m~ny ~rays, the only requisite being that it be so designed and o~ a ma~erial as to possess the strength to ~rithstand the forces encountered in the environment in ~lhich the articulated ship is to be used. Forming par~ of mounting member 79 is a face plate 9~ havin~ a series of cylindrical mounting member guide tubes 95 secured thereto, each tube 95 being disposed so as to be telescopically engagable lith a corresponding thrust bearing guide tube 90. Disposed ~ thin r.ounting mcmber 79 arc a p]urality of doul)lc-acting piston-- cylinder sys'ems com~rising cylinders 96 and pis-tons 97, the piston-cylinder sys-tems being of the conven-tional hy~raulic type~ Pistons 97 eY~tend throu~h openings in face plate 94 and are secured to plate 86 of thrust bearing ~8. Each of the piston-cylinder assemblies is disposed ~rithin mounting member 79 such -that each piston 97 lies generally concen-tric ~.ith the corresponding mounting rnember guide tube 95 and thrus~t bearing guide tube 90~
llhile not sho~m, f:Lxed thrust bearing 81 will, to the 0 extent of its bearin~ surface configuration, be substantially identical to the sur~ace configuration of bearinrg 78 sho-~ in Fig. 7. Howeve-r, as noted, bearing 8 being fixed will be rigidly secured in a suitable fashion to the side 76 oP tug 74.
The pis-ton-cylinder systems can be easily controlled ~5 by well kno~Jn means and methods so as to be simultaneously activated ~hereby either to extend thrust bearing 78 out~Jardly away from tug 7~ and into engage~ent with bearin~ surface 80 or to retract bearing 78. It ~rill be apparen-t that ~;hen tug 71~ is received in the notch ~1 of barge 70, and thrust bearing 78 is urged laterally '0 outward in a starboard direction to engage bearing surface 80, tug 74 will be snugly fitted in notch 71, fixed lateral thrust bearing 81 engaging the bearing surface formed on wing 72.and adjustable lateral thrust bearing 78 engaging bearing surface 80. The snug engage~..ent will allow tug 74 some freedom to pivot ~5 around coupling means 20 but will prevent any substantial relative yawing or rolling of tug 7l~ and barge 70~
l~hile 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 74, i~eO a lateral thrust ~0 bearing similar to 78 may be substituted for fixed thrust beari.ng 81. ~s noted above, ~rhen the thrus-t bearin~s are engaged with the bearing surfaces on the win~s of the bar~e and for~rard coupling me~ns 20 is engaged, the t~lo vessels are allo~red 9~
rel2ti~-e ~ertieal movcment, i.e. pivotin~, about coupling mcans 20, 5UCn m~vc~ent being ret rded only by -the friction~l rcsistence between the lateral -th-rust bearings and the bearing surfaces on the wings of the barge. The relative vertical rnovemQnt or pivoting about coupling means 20 can be essentially s~opped dependin~ on hol~ much force is exerted on the lateral thrust bearin~s and~ accordingly, the degree of frictional engagement bet~ieen the thrust bearinr~s and the bearing surlaces on the inner walls of the ~Jins of the barge, i.e~ the articulated ship can be ~ade rigidly coupled.
- Other than the above described double-acting piston-cylinder systens, other forms of force e~erting devices such as cams~ screws, etc.~ can be used in conjunction wi-t~ the movable lateral thrust bearin~ to extend and retract the latter. Tt sl~ould also be noted that the thrust bearings~ trhile sho~rn as being secured to the powered vessel or -tu~, can be disposed on the ~rings of the barge~ the ~ormer arrangem2nt being preferred because of the usual presence of power and control systerns on the po~rered vessel.
~eference is now made to ~igs. 12~ 13 and 14 ~or a modified version of the lateral thrust bearing sho~m in Figs.
6 and 7. In Figso 12 and 13, like characters are used to denote like elemen-ts o~ the lateral thrust bearins assembly shown in Figs. 6 and 7~ MountinO member 79 and lateral thrust bearing 78a shown in Figs. 12 and 13 are identical in construc-tion and operation with mounting ~ember 79 and lateral thrust bearing 78 sho~ in Figs~ 6 and 7, except lateral thrust bearing 78a includes a plurality of roller assemblies, sho~
generally at 100O
Roller housing 101 havinO upper and lower walls 102 and 103, respectively, side t~alls 10~ and 105, respectively~
and rear wall 106 is mounted in thrust bearing 78a by welds 111 which secure housing 101 to plate 86. ~ile no-t sho~m, housing -17~
~ . . ... .
iS al50 supportcd b~ the frame ~orli comprising vertic~l support bea!l~s ~ and hori~ontc-l ri~s 89.
~' Roller assembl~r 100, as best seen in ~ig~ 14, comprises a central, generaLly horizontally disposed shaf-t 107 fixedly secured, usually by welding, on each end '~o mounting brackets 108, opposite encls of sha-~t 107 extend:ing through bores 108a in each bracket. Shaft 107 acts ~s a bearing surface -for roller 109 which is preferably, though not necessarily, comprised of the same or similar material as pads 87, and ~Jhich is free to rotate around shalt 1070 Moun-ting bracke-ts ~o8 abu-t the surface 105a of wall 105 and are tapped (not sho~Jn) to receive bolts llO
~hich e~tend throu~n registering holes (not shown) on either side of the rear wall 106 of roller housing lOlo As best seen in Fig~ 14, the width of roller assembly 100, taken betweell -the outside surfaces of opposed rno-mting bracke~ts 108 is substantially equal to the width of housing 101 -ta~en between -the inside sur~aces ol sicle ~alls 104 and 105. Likewise, the height of __ roller assembly 100 taken between the top and bottom edges o-~
brackets lOo is substantially equal to the dis-tance between the inside surfaces of the walls 102 and 1030 Accordingly, ~Jhen roller asse~bly 100, com~rising shaft 107, brac~cets 108 and roller 109, is inserted into roller housing 101, roller asse~bly 100 is substantially restrained from any vèr-tical or horizontal movement. As c~l also be seen~ preferably3 roller assembly 100 is dimensioned such that when it is disposed ~ithin housing 101 and secured in the latter by means o-f bolts 110, roller 109-extends outwardly past the surface of pads ~7 not more than the radial thickness of roller 109.
~ile the roller assemblies 100 have been described ~ith referenCe to incorporation into the adjustable lateral thrust bearing 78a, it will be apparen-t that, in the preferred case, such roller assemblies will also be incorporated into ~he fixed lateral thrust bearing, such as 81, as well ~ike~ise~
~`nen bo~h lat~r~l thrust be.rin~s are ~dj-lstable, both m~y ~nclude the rollcr assemblies. I~e disposition and number Or the rollers in the lateral thrust bearings ~ill, of course~ de~end upon various parameters such as the size of the thrust bearings, the relative sizes of the vessels, etc Incorporation of the roller assemblies into the la-teral thrust bearings greatly facilitates pivotin~ about coupling means 20. Since rollers 109 are free to rotate around shafts 107, the frictional forces bett~een the lateral thrust bearings .0 and the bearing surfaces on the t~Jin~s of the barge are decreased.
~Tot onl~ does this permit easier relative pivoting of the tr;~o vessels around the couplin~ means 20, but it also lessens the chances that the resilient pads 87, if used, ~rill be damaged.
As noted, and as sho~rn in Fi.g. 14, rollers 109 have a composition .5 essen-tially the same as -that of the pads 87. r~hus, roller 109 is resilient, as that term is described above. Their resilien-t na~ure allo~rs rollers 109 to be compressed or -to yeild easier than if they trere metallic in nature. ;ln the event the ~orces e~erted against rollers 109 are sufficient to com~ress or crush 0 them beyond their yield point, the bearing surlaces on the ~Jings o~ barge 70 will then engage pads 87. To this extent, the rollers provide a cushion t~Jhich acts to protect the pads o7 against sudden damage~ As is readily apparent, the roller assemblies are quite easily replaced ~rith net~ assemblies~ and it will be appreciated that replacement of the roller assemblies is much easier than replacement of resilient pads 87. It is to be understood that trhile the rollers have been described ~lith reference to their being constructed from a resilient material, they can, o. course, be metallic in n~ture or of some other non-0 resilient material.
~, ,
This is a division of copending Canadian Patent application serial No. 322,272 which was filed on February 26, 1979.
Backqround 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 o~ conditions frequently encounterecl. 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 flexible coupling, i.e. systems allowing certain 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 3,486,476 to Breit, Jr. U. S. Patents 3,756,183, and 3,605,675 to Clemence, Jr., and 3,563,621 to Kawasaki all disclose svstems in which the articulated ship is flexibly coupled.
It is apparent from the prlor art, as exemplified above, that both rigidly 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 draEt 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 d,isposed 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 3~
first coupling assembly being disposed generally forward of the notch. The 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 a marine push-towing transportation combination comprising: a first vessel having a notch at one endl said notch having a pair of oppositely disposed wings, a second vessel having a bow portion and sides, coupling means coupling said Eirst vessel to said second vessel when said second vessel is received in said notch between said wings, said coupling means including at least three first coupling assemblies secured to one of said vessels, each of said first coupling assemblies including at least one bearing member having opposed, substantially vertical bearing surfaces, one of said first coupling assemblies being disposed for engagement generally forward of said notch, the other two of said first coupling assemblies being disposed for engagement generally rearward and on opposite sides of said notch, and at least three second coupling assemblies secured to the other of said vessels, each of said second coupling assemblies being disposed so as to be engageable with said first coupling assemblies when said 3~
second vessel is received in said notch, each of said second coupling assemblies including gripping means for frictionally engaging sald bearing surfaces, each of 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 first gripping member being mounted for movement in a direction generally transverse to said bearing surfaces, and means for effecting engagement of said gripping means with said bearing surfaces.
Brief Descri~tion of the Drawinqs L _ ,, 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 which:
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 ]ines 2-2 of Fig. 1.
Fig. 3 is a view, enlarged, taken along the lines 3-3 of Fig. 2.
Fig. ~ is a fragmentary top plan view showing the - 4a -3~
adjustable la-teral bearinJ means e~ployed in OI'e embodimen~ of the present inven~ion~
~ Fi~. 5 is a detailed sectional view of a gripping means ~ en~loyed in the coupling means of the present inventionO
~igo 6 is a detaile~ elevational vie~r, partly in section, taken along the lines 6-6 of Fig. 4 Fi~. 7,is a view taken along the lines 7-7 of Fig. 6~
Fig. 8 is a fragmentary top plan view of another embodi-ment of the present invention showing a coupled tug and barge.
Fig. 9 is an enlarged vieJI of the side coupling means e~ployed in the embodimznt of Fig. 80 Fig. 10 is a fragmentary top plan view of another embodiment of the present invention~
Fig~ 11 is a vie~ similar to Figo 3 and showing a variation of the coupling means of the present invention.
Fig. 12 is a view similar to Fig. 6 sho~ing a variation of the lateral bearing means.
~ig~ 13 is a view taken alon~ the lines 13-13 of Fig~ 12 Fig~ 14 is an isometric view of a roller assembly e~ployed in the lateral bearing means of Fig. 12.
Description of the Preferred Embodiments .
In the description which follol:ls, the invention will be described ~ith particular reference to an ar-ticulated ship, i~e~ a se~mented ship comprised o-f 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 ~Jhich the respective vessels are (1) rigidly coupled to~ether or (2) flexibly coupled to~ether, the latter ~o the extent that a certaln degree of relative movement between the vessels of the articulated ship is permitted~ It is to be understood, however, that the coupling appara-tus of the presen~ inverltion finds application herever t-~o movable bodies are to be coupled together to fo~m an articulated assemblageO
~c~crr.i~lg first to ~ig~ ~, there is sho-:~ a first vessel or barGe 10 ha~-ing a throughgoing notch 11 de~ined by ~ .i opposed po-rt and stai-board wings 12 and 13, respectively, extending a~t of balge 10. Partially received into notch 11 is a second vessel or tug 14 having opposed port and starboard sides 15 and ~6, respectively, and a for~ard or bow portion 17~ As seen from Fig~ 8, the shape of -the notch 11 is generally complementary to that of the portion of the tug 14 received therein. Ho~lever~
the shape of notch 11 need not conform to that o~ the portion of tug 14 received therein and need only be such as to accommodate coupling of the vessels employing the coupling means described herein.
In the mated position sho~n in Fig. 8, tug 14 is coupled to barge 10 by three independent coupli.ng means, the three coupling means comprising forward or bow coupling means 20 and port and starboard coupling means 18 and 19, respectively Couplin~ means 18, 19 and 20, which are described more fully ~ ~ .
belo~T, all include a firs-t 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. I~ile there is some dif~erence in their mounting on the vessels, as will be seen, the basic construction and operation of the coupling means 18, 19 and 20 is substantially iden-tical.
Accordingly, the terms 'Ifirst coupling assembly" and Dsecond coupling assembly" are used ~ith regard to all three coupling means.
Turning no-Y to Fig. 3, there is shown in greater detail bow coupling means 20~ While Fig~ 3 is actually a view of the embodiment of Fig. 2, the bo~ coupling means 20 used in the embodiments of Figs. 7 and 8 is identical~ As noted above~ bo~Y
coupling means 20 comprises ~irst and second coupling assemblies The first coupling assembly compri.ses a generally vertically extendin~ plate or bar 21 secured to barge 10 at substantially .
the a~ex OL` notch 11, plate 2] serving as a bearing mem`~er ha~ing opposed vertical and genera~ly parallel bearinO sur~aces 22 and ( 23. Secured to the bol~r or forlrard portion 17 of tug lLI is a mounting member 24, mounting member 24 having a vertically extending slot 25 partially defined by lateral walls 26 and 27, the width of slot 25 being larger than the thickness of bearing member 21 between bearing surfaces 22 and 23~ As can be seen _. _ from Figs. 3 and 8, t~rhen tug ll~ is matincly received in notch 11, bearing member 21 extends into slot 25 be-tl~reen the lateral t~ralls 26 and 27.
Disposed t~ithin mounting member 21-' is the second coupling assembly. rhe second coupling assembly comprises gripping members 53 and 41, portions of which extend out of lateral walls 26 and 27. As ~ill be explained ~ore fully hereafter, grippin~
mem~er 41 is mounted for movement in a direction generally ~ransverse to bearing surfaces 22 ancl 23, such movement being effected by a piston-cylinder arranOement shown generally at 28 d mounted internally of moun-ting member 24.
The detailed construction and operation of the first and second coupling assemblies is best understood by reference to Fig. 5. Secured in the starboard side of ~ol~ting member 24 is housing 29. Mounted within housin~ 29 is a cylindrical guide tube 30, guide tube 30 and housing 29 being secured to one another by suitable webbing 31~ ~lebbing 31 being ~elded to housing 29 and guide tube 30~ Disposed internally of guide tube 30 is hydraulic cylinder 32 and associated piston 40~ cylinder 32 abutting a shoulder 33 formed by an internally upset portion 34 of guide tube 30~ A removeable stop plate 35 extends through suitable openings 36 and 37 in the upper portions of housing 29 and 30 a~d, ~rhen fully inserted in a down~rard posi-~ion, engages a groove 38 in guide tube 30. ~en stop plate 35 is securely in place, hydraulic cylinder 32 is secured a~ainst transverse, i.eO--~
port or starboard, movement by shoulder 33 and stop plate 35 }~^moval ol ,to~ p~ate 35 perlnits access to h~draulic cylinder 32 throug}l bore 39 ~hich opens starboard OI mO~ ting me(ll`Oer ~
:~-; 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 41 a formed boy a plurality of concentric annular groovesO Gripping mernber 41 is spaced ~rom piston 40 by self-lubricating thrust plates 42. A bolt 43 extending through a generally central bore 44 in gripp ~g memoer 41 also e~tends through registering bores in thrust plates 42 and is threadedly L0 received in piston 40 It will be observed that the threaded portion of bolt 43 at no time enga~es a co~lementary threaded portion of bore 4LL, Accordingly, ~ripping 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 between the internal upset portion 34 o~
guide tube 30 and gripping member 41.
Located on the port side of slot 25 in mounting member 2ll is housing 1~6 internally of which is cylindrical guide tube 47~ guide tube 47 being secured to housing 46 by webbing 48 -- -- _ welded to guide tube 47 and housing 46. ~. bearing plate 49 is disposed internally of and welded -to guide tube 47 and a support frame~ork consisting of webbing members 50 and 51, the support frame~ork in tur~ being welded to housing 46~ Bearing plate 49 is spaced from cylindrical gripping member 53 by self-lubricating thrust plates 540 A bolt 52 extends through central bores in bearing plate 49 and thrust plates 54 and is threadedly received in cylindrical gripping member 53. 0-ring 55 effects sealing bet~een cylindrical gripping member 53 an~ the guide tube 47.
As can be seen, gripping member 53 is free to rotate within 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, ~hereas both gripping members 1~l an~ 5~ are per~itted to rotate on the same gene~al hori%ontal __ _ axis dofined by bolts 52 and 41~, gripping member 53 is restrainedfrom any substantial transverse movement relative to bearing surface 22. ~ccordingly, ~Jhen tug 14 is received in notch 11,~
and bearing member 21 is received in slot 5, bearing surfaces 23 and 22 will be in a position to be engaged by gripping surfaces 41a and 53a, respectively. Movement of piston 40 in a port direction, i.e. toward bearing surface 23, ~iill force gripping surface 41a into engagement ~rith bearing surface 23 which in turn O ~Jill, if necessary, cause movement of bearing member 21 to-~ard gripping mem~er 53 until bearing surface 22 and gripping surface 53a are engaged. As a practi~cal matter~ the clearances between gripping surface 41a and bearing surface 23 and gripping surface 53a and bearing surface 22 are relatively small even whe~ the vessels are not coupled. Accordingly, very li-ttle movement of bearing member 21 to-~ard gripping surface 53a occurs upon movem~nt of gri~ping member 41 toward bearing surface 23.
The grooved ~ripping sur~aces ~la and 53a serve to enhance frictional engagement bet~leen the gripping~ members a~d ~o bearing rnember 21. Other surface configurations such as dimpl~d, waf~led, etc., may be employed to achieve the enhanced ~rictional . . .
engagement between the gripping members and the bearing surfaces~
it being understood that the gripping surfaces can be smoo~h if desired.
`5 The hydraulic piston~cylinder arrangement described above is of the double-acting type whereby gripping member 41 can also be moved in a direction a~lay from bearing surface 23 resulting in dlsengagement of bearing member 2 and gripping members 41 and 53. It should further be observed that ~Yhile ,O double-acting piston-cylinder arrangement is sho~Yn other means of effecting engagement of the gripping ~embers ~ith bearing member 21 can be employedO Such means, ~lhich may be consider2d for~e modules, can include singl~-acting piston-cylinder systems _9_ usirlg r~ al or mecnanical return, mechanical sy;tems such as cams, scre~Js, etc., or electrical systerns such as solinoids, electrorn~ne-ts, etc.
I~hile in the coupling means depicted ln Figs. 3 and 5, only onc of the g-ipping mernbers is mounted for transve-rse movement in a direction generally transverse to bearing member 21, it is apparent that both of the gripping rnembers can be so mounted. Such an arrangement is sholl~n in ~ig. 11 where a dual piston-cylinder systems, such as depicted in Figs. 3 and 5 are ~0 used in conjunction ~ith both gripping members 53 and 41.
In Fig. 9 is sho~m the port coupling means 18j it being understood that starboard coupling ~eans 19 is identical in construction. As noted above~ couplinG means 18 and 19 function the same as coupling means 20 and are, iTl pertinent part, substantially identical structurally, save for their mounting assemblies employed and their relative disposition o~
the vessels~ DependinG frorn the af-t of poxt ~ling 12 is the ~irst coupling assembly comprising vertically extending bearing member 56 having opposed vertical and generally parallel bearing surfaces 57 and 58. It will be appreciated that bearing member 56, like 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 fon~ardly opening~
generally vertical slot 60 having opposed lateral ~alls 60a and 60b. Mounted in ~all 60a of mounting member 59 is gripping member 62, gripping member 62 being mounted substantially the same as gripping member _, io e. rotatabl~ around a generally horizontal axis but fi~ed ~gainst motion in a direction transverse to bearing surfaces 57 and 58~ Disposed on the other side of slot _ in wall 60b and facing bearinO surface 5O is gripplng member 63, gripping member 63 being mounted subs-tantially the same as gripping member ~1 and being operatively connected tb piston-cylinder arrangement 6l~, basicàlly the same as piston-. . .
cylinder syste~ 2~ sho'~n :in Fi~. 5, to effect movc~ent of ~rippin~
member 63 in a direction to-/ard bear~rlg surrace 58 and assuming , . . .
a double-acting piston-cylinder system is used to effect rnovemen~
of gripping member 63 away frorn bearing surface 5~. As in thé
case of the em~odiment shown ln Fig. 11, both grip inO members 62 and 63 may be operati~ely connected to suitable force modules to effect engagement ~lth bearing member 56.
In Fig. 10 is sho~rn an embodirnent of the present inven-tion wherein a barge sho~rn ~t 65 and a -tug sho-rn at 66 are coupled at 0 the stern 69 of the barge 65 and the bo~r 68 of the tu~ 66, there being no notch on barge 65 Dual coupling means 67, substantially identical with coupling means 20, are used to couple tug 66 and barOe 65 to~ether. It ~rill be obser-~ed that the second coupling assemblies described above and cornprising the gripping mQmbers L5 are connected to the forward portion 68 of tug 66, forward portion 68 having a more blunted nose to accommodate lateral spacing of`
the asse~blies. ~ikewise, the stern 69 of barge 65 has secured thereto the first coupling assemblies described above and co~prising the vertical bearing member~ the first couplin~
'0 assemblies being suit~bly-spaced so as to register ~ith and be engagable with the f-rst coupling assemblies upon mating of ~ug 66 and barge 65.
.
It is to be cbserved that in the preferred case, the generally cylindrically shaped gripping members of each of the '5 second coupling assemblies will lie on and rotate about the same, generally horizontal, axis, although the axes need not all lie in the same horizontal planeO Thus, for example, the gripping members of` for-;rard or bow coupling means 20 could be disposed relatively higher or lower than those of couplin~ means 18 or 19 which, in turn, could also be in dif`ferent horizontal planes.
It is further to be noted that the disposition of the CoUpling means relatiVQ to the two vessels ~ill depend upon such paramete-rs as ~eight, length and other such dimensio~l~ of th~ vessels and, as can b_ seen belo:~, on thc type o~ cou ling desired, i.e.
et~ler of the rigid or flexible t~pe~
The extreme versitility and utility of the invention described herein is clearly brought out by an analysis of the capa~ilities of -the system. For e~am~le, it is t~i be observed that ~ithin the draft limits of the ma-ted vessels, the coupling means provides continuous relative draCt engagement. This is in contrast to other mainly rigidly coupled systems in ~'nich relative draft engagement of the t~o coupled vessels is limited to a 0 pluralit~ of discrete coupling points. For practical purposes, `; relative draft engagement is limited only by the vertical e~tent of the bearing members ~hich can be co-extensive ~ith the draft lirni-ts of the vessel. The uni~ue coupling means provides for both rigid and flexible coupling o~ t~Jo bodies to~rether. In regard -to the former, it should be observed from Fig. 8 that when couplingr means 18, 19 and 20 are all engaged and the gripping members have frictionally engaged the vertically extending bearing members, an artlculated system which is rigidly connected is achieved. ~oreover, this ri~id interconnection is achieved in ~0 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 enga~ement between the gripping members and the bearing surfaces, relative to the sizes of the t~Jo mated vessels is small such that, for practical purpose~ point engage-'5 ment a-t the coupling sites is achieved. This permits the vessels to engage and disengage extremely rapidly, a feature which cannot be over emphasized from a safety point of vie~Y. By utilizing a sui-table control system operatively connected to all of the coupling means, i~e. coupling means 18, 19 and 20~ the latter ,0 can be engaged or disengaged virtually simultaneously which ~Yill provide virtually instant~neous en~agement or disengagement of the t~Yo vessels. -The coupling means described herein also ~rovides a 3~
uni~ue ;~s1e~ for providing ~le~ible coupli~ r,~ i. e. alloling some rcl~tivc movel~ent; bett~Jeen the coupled vessels. In the `~ cnlbodimellt of Fig. ~, if the gripping members in couplin~ means 18 and 19 are not f`rictional]y cngaged l`Ji th -the corresponding bearing members, tug 14 l~Jill be alloJed to pivot, in a ~enerally vertical plane, arou~d coupling means 20, i-t being remembered that the gripping mernbers are rotatable relative -to tug lL~.
Adjustment of the aft coupling me~ns 18 and 19 so as to allo~:l vertical sliding of the gripping members cn the bearing surfaces ~ill allow such vertical pivot'ng but ~rill substantially curtail any relative rollin~, ya~Jing~ i.e. steering, of the coupled vessels~ The embodiment of Fig.10 sho~ls still another articulated ship ~ihereln fle~ible coupling is achieved Thus, the coupling means of the present invention in one basic structure provides a means ~rhereby t~lO vessels may be ri~idly or ~lexibly coupled. Xt should be borne in mind that ~hile the invention has been described ~lith regard to the second couplin~ means being secured to the pol~ered or pushing vessel~
they can, of course, be secured to the pushed vessel. Generall~, ~0 however, since ~he po-~er and control systems are usually on the pushing vessel, the movable, grippin~ members would be more conveniently secured to the powered or pushing vessel.
Another advantage of the coupling means resides in the fact that, because of its ~ique desi~n and manner of coupling, ~5 auxillary equipment to lash or otherwise secure the vessels together can be minimized and, in some cases, dispensed ~/ith.
Once the bearing surfaces are frictionally engaged by the gripping members, the t~o vessels are not simply coupled but are, for all inten-ts and purposes, locked together. Nonetheless, it may be desirable, particul~rly in heavy sea conditions or as a safety measure, -to employ securing devices such as hydraulic rams, ~inches, cables, turnbuclcles, bolts or the like. -.
~ttention is no~l directed to Figs~ 1, 2, 4, 6 and 7 ' Q~
for a dcscription o~ a ~odifled form of the ar-ticulated shi~
of the present invention. ReferrinG first to Fig. 1, there is sho~ a barge or pushed vessel 70 having a throughOoing notch 71 ~t one end thereof defined by port and s-tarboard ~Jings 72 and 7~, respec-tively. Received in notch 71 is a tug 74 having a forlrard portion 75 and port and starboard sldes 76 and 77, respectively. Coupling means 20, id_n-tical to that sho-~n in Figs~ 3, 5 and 8 couples the for~rard portion 75 of tug 74 to barge 70, coupling occurrinG substantially a-t the apex of notch 71 and the bo.~ of tug 7~. Disposed between the side 77 of tug 74 and the ir~ler wall of starboard ~Jing 73 is a lateral thrust bearing 78 ~Jhose construction and operation will be described more fully hereafter ~a-teral thrus~ bearing 78 is extensible and retractable in a generally por~ and starboard direction a~d is secured to thrust bearing mounting member 79 ~rhich in turn is secured to the side 77 o~ vessel 7l'. A bearing or guide surface 80 (see Fig. 4J is formed on the inner ~Jall of starboard wing 7 adjacent lateral thrust beari.ng 78.
Disposed between the port side 76 of tug 74 and the inner ~Jall of por~ ~ing 72 is a second lateral thrust bearing 81, lateral thrust bearing 81 like;~rise being engag2ble wi~h a -bearing or guide sur~ace, which as in the case of bearing surface 80, can be partly formed by the inner wall of wing 72~ Lateral thrust bearing 81~ unlike thrust bearing 78, is fixed against gener~lly port or starboard movementr Extending generally vertically upwardly from wings 72 and 73 are above-deck guides 83 an~ 84, respectively~ guides83 and 84 forming vertical upward extensions of the bearing surfaces formed on the inner walls of ~rings 72 and 73, respectively. Guides 83 and 84, which extend the bearing sur~aces against ~rhich thrust bearings 81 and 78, respectively, bear, allo~l for greater latitude in terms of r~elative draft engagement of the two vessels ~n~ maximum relative pitchin~ -or pivoting of the t~ro vessels about co~oling means 20 ~rhen the latter is engaged.
~ ), , .
3~
l~crerence i.s no~J made to ~igs. ~ ~ld 7 for a detailed clc-cription of adjustable l~teral thrust bearing 78. Lateral thrust bearing 7~ includes a substantially flat plate 86 to ~Ihich are secured a plurality of resilient pads 87. The term "resilient-" as employed herein, is intended to mean a material possessing su-~ficient rigidity and resistence to compression so as to prevent an~y substantial deforr~.ation thereof, but yet possessing some degree o~ elasticity. In general, pads 87 will comprise certain polymeric materials, either in pure or COT.~OSite ~orm. Plate _ is secured to a framework cor~rising vertical support beams 88 and generally horizontal ribs 89. Secured to the back side of plate 85 are a plurality of cylindrica-L guide -tubes 90, the number and disposi~ion bein~ dependent u on the size of the thrust bearing ~Thich in turn depends upon the relative size L5 f the vessels~ In the er~bodiment shot~m eight such tubes are err~loyedO As best seen in Fig. 6, guide tubes 90 open in a direction facin~ the side 77 oi` tug 71~.
Secured to the side of tu~ 74 is a thrust bearing mounting member 79, mountins member 79 comprising a ~rame~Jorl{
'0 of vertical beams 91 and cross-webbing 92. As can be seen from Fig. 6, mounting member 79 extends above the deck of tug 7~ and is connected to a crossbeam 93, crossbeam 93 in turn being secured to the deck of ~ug 74 and, pre~erably, being connected to or being an extension of a like beam extending from fixed thrust '5 bearing 81. It wlll be understood that the mo~nting member 79 can be constructed in m~ny ~rays, the only requisite being that it be so designed and o~ a ma~erial as to possess the strength to ~rithstand the forces encountered in the environment in ~lhich the articulated ship is to be used. Forming par~ of mounting member 79 is a face plate 9~ havin~ a series of cylindrical mounting member guide tubes 95 secured thereto, each tube 95 being disposed so as to be telescopically engagable lith a corresponding thrust bearing guide tube 90. Disposed ~ thin r.ounting mcmber 79 arc a p]urality of doul)lc-acting piston-- cylinder sys'ems com~rising cylinders 96 and pis-tons 97, the piston-cylinder sys-tems being of the conven-tional hy~raulic type~ Pistons 97 eY~tend throu~h openings in face plate 94 and are secured to plate 86 of thrust bearing ~8. Each of the piston-cylinder assemblies is disposed ~rithin mounting member 79 such -that each piston 97 lies generally concen-tric ~.ith the corresponding mounting rnember guide tube 95 and thrus~t bearing guide tube 90~
llhile not sho~m, f:Lxed thrust bearing 81 will, to the 0 extent of its bearin~ surface configuration, be substantially identical to the sur~ace configuration of bearinrg 78 sho-~ in Fig. 7. Howeve-r, as noted, bearing 8 being fixed will be rigidly secured in a suitable fashion to the side 76 oP tug 74.
The pis-ton-cylinder systems can be easily controlled ~5 by well kno~Jn means and methods so as to be simultaneously activated ~hereby either to extend thrust bearing 78 out~Jardly away from tug 7~ and into engage~ent with bearin~ surface 80 or to retract bearing 78. It ~rill be apparen-t that ~;hen tug 71~ is received in the notch ~1 of barge 70, and thrust bearing 78 is urged laterally '0 outward in a starboard direction to engage bearing surface 80, tug 74 will be snugly fitted in notch 71, fixed lateral thrust bearing 81 engaging the bearing surface formed on wing 72.and adjustable lateral thrust bearing 78 engaging bearing surface 80. The snug engage~..ent will allow tug 74 some freedom to pivot ~5 around coupling means 20 but will prevent any substantial relative yawing or rolling of tug 7l~ and barge 70~
l~hile 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 74, i~eO a lateral thrust ~0 bearing similar to 78 may be substituted for fixed thrust beari.ng 81. ~s noted above, ~rhen the thrus-t bearin~s are engaged with the bearing surfaces on the win~s of the bar~e and for~rard coupling me~ns 20 is engaged, the t~lo vessels are allo~red 9~
rel2ti~-e ~ertieal movcment, i.e. pivotin~, about coupling mcans 20, 5UCn m~vc~ent being ret rded only by -the friction~l rcsistence between the lateral -th-rust bearings and the bearing surfaces on the wings of the barge. The relative vertical rnovemQnt or pivoting about coupling means 20 can be essentially s~opped dependin~ on hol~ much force is exerted on the lateral thrust bearin~s and~ accordingly, the degree of frictional engagement bet~ieen the thrust bearinr~s and the bearing surlaces on the inner walls of the ~Jins of the barge, i.e~ the articulated ship can be ~ade rigidly coupled.
- Other than the above described double-acting piston-cylinder systens, other forms of force e~erting devices such as cams~ screws, etc.~ can be used in conjunction wi-t~ the movable lateral thrust bearin~ to extend and retract the latter. Tt sl~ould also be noted that the thrust bearings~ trhile sho~rn as being secured to the powered vessel or -tu~, can be disposed on the ~rings of the barge~ the ~ormer arrangem2nt being preferred because of the usual presence of power and control systerns on the po~rered vessel.
~eference is now made to ~igs. 12~ 13 and 14 ~or a modified version of the lateral thrust bearing sho~m in Figs.
6 and 7. In Figso 12 and 13, like characters are used to denote like elemen-ts o~ the lateral thrust bearins assembly shown in Figs. 6 and 7~ MountinO member 79 and lateral thrust bearing 78a shown in Figs. 12 and 13 are identical in construc-tion and operation with mounting ~ember 79 and lateral thrust bearing 78 sho~ in Figs~ 6 and 7, except lateral thrust bearing 78a includes a plurality of roller assemblies, sho~
generally at 100O
Roller housing 101 havinO upper and lower walls 102 and 103, respectively, side t~alls 10~ and 105, respectively~
and rear wall 106 is mounted in thrust bearing 78a by welds 111 which secure housing 101 to plate 86. ~ile no-t sho~m, housing -17~
~ . . ... .
iS al50 supportcd b~ the frame ~orli comprising vertic~l support bea!l~s ~ and hori~ontc-l ri~s 89.
~' Roller assembl~r 100, as best seen in ~ig~ 14, comprises a central, generaLly horizontally disposed shaf-t 107 fixedly secured, usually by welding, on each end '~o mounting brackets 108, opposite encls of sha-~t 107 extend:ing through bores 108a in each bracket. Shaft 107 acts ~s a bearing surface -for roller 109 which is preferably, though not necessarily, comprised of the same or similar material as pads 87, and ~Jhich is free to rotate around shalt 1070 Moun-ting bracke-ts ~o8 abu-t the surface 105a of wall 105 and are tapped (not sho~Jn) to receive bolts llO
~hich e~tend throu~n registering holes (not shown) on either side of the rear wall 106 of roller housing lOlo As best seen in Fig~ 14, the width of roller assembly 100, taken betweell -the outside surfaces of opposed rno-mting bracke~ts 108 is substantially equal to the width of housing 101 -ta~en between -the inside sur~aces ol sicle ~alls 104 and 105. Likewise, the height of __ roller assembly 100 taken between the top and bottom edges o-~
brackets lOo is substantially equal to the dis-tance between the inside surfaces of the walls 102 and 1030 Accordingly, ~Jhen roller asse~bly 100, com~rising shaft 107, brac~cets 108 and roller 109, is inserted into roller housing 101, roller asse~bly 100 is substantially restrained from any vèr-tical or horizontal movement. As c~l also be seen~ preferably3 roller assembly 100 is dimensioned such that when it is disposed ~ithin housing 101 and secured in the latter by means o-f bolts 110, roller 109-extends outwardly past the surface of pads ~7 not more than the radial thickness of roller 109.
~ile the roller assemblies 100 have been described ~ith referenCe to incorporation into the adjustable lateral thrust bearing 78a, it will be apparen-t that, in the preferred case, such roller assemblies will also be incorporated into ~he fixed lateral thrust bearing, such as 81, as well ~ike~ise~
~`nen bo~h lat~r~l thrust be.rin~s are ~dj-lstable, both m~y ~nclude the rollcr assemblies. I~e disposition and number Or the rollers in the lateral thrust bearings ~ill, of course~ de~end upon various parameters such as the size of the thrust bearings, the relative sizes of the vessels, etc Incorporation of the roller assemblies into the la-teral thrust bearings greatly facilitates pivotin~ about coupling means 20. Since rollers 109 are free to rotate around shafts 107, the frictional forces bett~een the lateral thrust bearings .0 and the bearing surfaces on the t~Jin~s of the barge are decreased.
~Tot onl~ does this permit easier relative pivoting of the tr;~o vessels around the couplin~ means 20, but it also lessens the chances that the resilient pads 87, if used, ~rill be damaged.
As noted, and as sho~rn in Fi.g. 14, rollers 109 have a composition .5 essen-tially the same as -that of the pads 87. r~hus, roller 109 is resilient, as that term is described above. Their resilien-t na~ure allo~rs rollers 109 to be compressed or -to yeild easier than if they trere metallic in nature. ;ln the event the ~orces e~erted against rollers 109 are sufficient to com~ress or crush 0 them beyond their yield point, the bearing surlaces on the ~Jings o~ barge 70 will then engage pads 87. To this extent, the rollers provide a cushion t~Jhich acts to protect the pads o7 against sudden damage~ As is readily apparent, the roller assemblies are quite easily replaced ~rith net~ assemblies~ and it will be appreciated that replacement of the roller assemblies is much easier than replacement of resilient pads 87. It is to be understood that trhile the rollers have been described ~lith reference to their being constructed from a resilient material, they can, o. course, be metallic in n~ture or of some other non-0 resilient material.
~, ,
Claims (16)
1. A marine push-towing transportation combination comprising:
a first vessel having a notch at one end, said notch having a pair of oppositely disposed wings, a second vessel having a bow portion and sides, coupling means coupling said first vessel to said second vessel when said second vessel is received in said notch between said wings, said coupling means including at least three first coupling assemblies secured to one of said vessels, each of said first coupling assemblies including at least one bearing member having opposed, sub-stantially vertical bearing surfaces, one of said first coupling assemblies being disposed for engagement generally forward of said notch, the other two of said first coupling assemblies being disposed for engagement generally rearward and on opposite sides of said notch, and at least three second coupling assemblies secured to the other of said vessels, each of said second coupling assemblies being disposed so as to be engageable with said first coupling assemblies when said second vessel is received in said notch, each of said second coupling assemblies including gripping means for frictionally engaging said bearing surfaces, each of 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 first gripping member being mounted for movement in a direction generally transverse to said bearing surfaces, and means for effecting engagement of said gripping means with said bearing surfaces.
a first vessel having a notch at one end, said notch having a pair of oppositely disposed wings, a second vessel having a bow portion and sides, coupling means coupling said first vessel to said second vessel when said second vessel is received in said notch between said wings, said coupling means including at least three first coupling assemblies secured to one of said vessels, each of said first coupling assemblies including at least one bearing member having opposed, sub-stantially vertical bearing surfaces, one of said first coupling assemblies being disposed for engagement generally forward of said notch, the other two of said first coupling assemblies being disposed for engagement generally rearward and on opposite sides of said notch, and at least three second coupling assemblies secured to the other of said vessels, each of said second coupling assemblies being disposed so as to be engageable with said first coupling assemblies when said second vessel is received in said notch, each of said second coupling assemblies including gripping means for frictionally engaging said bearing surfaces, each of 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 first gripping member being mounted for movement in a direction generally transverse to said bearing surfaces, and means for effecting engagement of said gripping means with said bearing surfaces.
2. The transportation combination of Claim 1 wherein said first coupling assemblies disposed for engagement generally rear-ward of said notch are secured to respective ones of said wings substantially at the ends of said wings, and said second coupling assemblies engageable therewith are disposed on opposite sides of said second vessel.
3. The transportation combination of Claim 1 wherein said second vessel is a powered vessel and said second coupling assemblies are secured to said second vessel.
4. The transportation combination of Claim 1 wherein said second coupling assembly further includes means for disengaging said gripping means from said bearing surfaces.
5. The transportation combination of Claim 4 wherein said means for effecting engagement and said means for disengaging said gripping means are the same and comprise a piston-cylinder system.
6. The transportation combination of Claim 1 wherein said means for effecting engagement includes first means for moving said first gripping member toward said one bearing surface.
7. The transportation combination of Claim 6 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 second means for moving said second gripping member toward said other bearing surfaces.
8. The transportation combination of Claim 6 wherein said means for effecting engagement further includes means for moving said first gripping member in a direction away from said one bearing surface to thereby cause disengagement of said gripping members and said bearing surface.
9. The marine transportation combination of Claim 8 wherein said first means for moving said first gripping member in a direction toward said one bearing surface and said means for moving said first gripping member in a direction away from said one bearing surface are the same and comprise a piston-cylinder system.
10. The transportation combination of Claim l wherein said gripping members are generally cylindrically shaped and are mounted for rotation about a generally common horizontal axis, the axes of said cylindrically shaped members being transverse to said bearing surfaces.
11. The transportation combination of Claim 1 wherein the surfaces of said gripping members engageable with said bearing surfaces have a plurality of concentric annular grooves.
12. The transportation combination of Claim 1 wherein said first coupling assembly disposed generally forward of said notch is substantially at the apex of said notch and said second coupling assembly engageable therewith is secured to said bow of said second vessel.
13. The transportation combination of Claim 1 wherein each of said bearing members in a respective one of said first coupling assemblies is gripped between said first and second gripping members of a respective one of said second coupling assemblies.
14. The transportation combination of Claim 13 wherein said first coupling assemblies are secured to said first vessel and said bearing members comprise plate members secured to and projecting from said first vessel.
15. The transportation combination of Claim 14 wherein one of said bearing members is disposed substantially at the apex of said notch.
16. The transportation combination of Claim 1 wherein said notch on said first vessel is throughgoing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000387447A CA1140400A (en) | 1974-04-29 | 1981-10-06 | Marine push-towing transportation system |
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 |
| CA000387447A CA1140400A (en) | 1974-04-29 | 1981-10-06 | Marine push-towing transportation system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1140400A true CA1140400A (en) | 1983-02-01 |
Family
ID=27166103
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000387447A Expired CA1140400A (en) | 1974-04-29 | 1981-10-06 | Marine push-towing transportation system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1140400A (en) |
-
1981
- 1981-10-06 CA CA000387447A patent/CA1140400A/en not_active Expired
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