CN214296374U

CN214296374U - Board protection device suitable for roll-on-roll ship of ship lift

Info

Publication number: CN214296374U
Application number: CN202022261039.2U
Authority: CN
Inventors: 俞赟; 吴彬; 李福军; 高处; 范仲林; 忻坚敏; 张渊
Original assignee: 708th Research Institute of CSIC
Current assignee: 708th Research Institute of CSIC
Priority date: 2020-10-12
Filing date: 2020-10-12
Publication date: 2021-09-28
Anticipated expiration: 2030-10-12

Abstract

The utility model discloses a fender material device of ro-Ro ship suitable for ship lift, a serial communication port, including rubber fender device, steel fender device and light fender device all are equipped with rubber fender device from top to bottom at hull head and the tail both ends, are equipped with the transition node of the steel fender device of preventing the screens below the main deck of hull both sides and above the waterline, are equipped with steel fender device below the main deck of hull both sides, all are equipped with mobilizable light fender device in the outside of whole hull. The utility model has the advantages that: the distribution of the ship fender materials is simplified, the size of the fender materials is minimized, support on the one hand is provided for solving the contradiction between loading space and ship collision prevention safety, the ship fender device is not only suitable for inland river roll-on ships to reduce the risk of ship collision, but also suitable for other ships sailing in narrow channels to reduce the risk of ship collision, and is suitable for reducing the risk of ship collision when ships are berthed at wharfs and locks.

Description

Board protection device suitable for roll-on-roll ship of ship lift

Technical Field

The utility model relates to a fender material device of ro-Ro vessel suitable for ship lift belongs to the shipbuilding field.

Background

The ship lift is a sharp device for shortening the passing time of the ship through the dam, and the ship receiving chamber of the ship lift and a passing channel entering the ship lift are very narrow. In view of the safety of work, the ship lift imposes dimensional restrictions on the ship, including the length, width, draft, displacement, height, and the like. In order to maximize the economic benefit of the ship, the design dimension of the ship is close to the upper limit of the limit dimension, the vertical fender of the conventional inland ship is more, and the blocking risk between the protrusions on the ship body and the protrusions inside the ship receiving chamber of the ship lift is higher. These all present challenges to the handling and safety of the vessel as it passes through the ship lift.

Disclosure of Invention

The to-be-solved technical problem of the utility model is: how to provide a fender device that is applicable to reduce collision risk when inland river ro-ro ships are underway in a ship lift, the device can be applicable to the ship lift, and is also applicable to the safe berthing of narrow channels, docks and ship locks.

In order to solve the technical problem, the technical scheme of the utility model a fender device of ro-Ro vessel suitable for ship lift is provided, a serial communication port, including rubber fender device, steel fender device and light fender device all are equipped with rubber fender device from top to bottom at hull head and the tail both ends, are equipped with the transition node of the steel fender device of preventing the screens below the main deck of hull both sides and above the waterline, are equipped with steel fender device below the main deck of hull both sides, all are equipped with mobilizable light fender device in the outside of whole hull.

Preferably, the rubber fender device is arranged at the 8 positions of the top end and the bottom of the two sides of the ship outline limit position, the rubber fender device arranged at the forefront end of the ship is arranged in a T-like combined rubber fender, and the rubber fender device arranged at the topmost transverse full width position of the ship tail is arranged in a vertical rubber fender.

Preferably, the rubber fender device adopts wedge-shaped node transition at the head part of the ship.

Preferably, the vertical rubber fender arrangement is divided into a front vertical rubber fender arrangement and a rear vertical rubber fender arrangement.

Preferably, the longitudinal horizontal section of the transition node of the steel fender device is in wedge transition, and the vertical bottom of the transition node is in wedge transition.

Preferably, the head part of the steel fender device is transited along the direction of a head part flat side line, and the head end of the steel fender device is transited by adopting a wedge-shaped node.

Preferably, the steel fender device protrudes from the outer surface of the ship body by 100-200 mm.

Preferably, the rubber fender device protrudes from the outer surface of the ship body by 100-200 mm.

Preferably, the steel fender device is D-shaped in cross section.

Through the technical scheme of utility model described above, following beneficial effect has:

the rubber fender device is arranged at the most prominent position of the upper and lower outlines of the head and the tail of the ship body, so that the rubber fender and the quay wall only collide during the collision of the ship with the quay wall of the channel during the navigation of a narrow channel, the possibility of direct collision between the ship body and the quay wall of the channel is reduced, and the safety of the ship body is guaranteed. Meanwhile, the rubber fender can be replaced, and can be replaced in time after being damaged.

The steel fender device is arranged below the main deck in a longitudinal arrangement mode, so that when a ship is berthed in a ship lift ship-holding chamber and a wharf, the most important main deck of the ship body cannot be damaged by collision and the like, the line type below the main deck above a tail waterline is transited to the full width, the collision risk to the upper ship body is caused for limiting the transverse movement of the ship in a channel, the vertical steel fender is arranged at the part, the clamping of the ship body is caused for reducing the collision with protrusions such as a ship lift ship-holding chamber gate and the like, and the wedge-shaped horizontal section transition is formed between the vertical steel fender and the ship body. In addition, a vertically movable lightweight fender is also an option to reduce the occurrence of collisions of the hull, thus ensuring the safety of the hull in navigation and operations in the ship reception compartment in narrow channels such as ship lifts.

The utility model has the advantages that: the distribution of the ship fender materials is simplified, the size of the fender materials is minimized, support on the one hand is provided for solving the contradiction between loading space and ship collision prevention safety, the ship fender device is not only suitable for inland river roll-on ships to reduce the risk of ship collision, but also suitable for other ships sailing in narrow channels to reduce the risk of ship collision, and is suitable for reducing the risk of ship collision when ships are berthed at wharfs and locks.

Drawings

FIG. 1 is a schematic illustration of a restricted channel;

FIG. 2 is a schematic view of a vessel in a ship lift chamber or lock chamber;

fig. 3 is a schematic view of the basic appearance of a ship hull according to an embodiment of the invention;

FIG. 4 is a schematic view of the arrangement of rubber fender devices above and below the hull bow;

FIG. 5 is a schematic layout of rubber fender devices above and below the tail of a ship body;

FIG. 6 is a schematic view of the steel fender arrangement of the main deck;

FIG. 7 is a schematic layout of a steel fender transition node for preventing blocking below a main deck and above a waterline;

FIG. 8 is a cross-sectional view of a fender made of D-section steel;

FIG. 9 is a cross-sectional view of a wedge-shaped steel fender assembly;

fig. 10 is a schematic view of the structural arrangement of the whole ship lightweight fender.

Detailed Description

In order to make the present invention more comprehensible, preferred embodiments are described in detail below with reference to the accompanying drawings.

As shown in fig. 1 to 10, the basic principle of the present invention is: the fender arrangement design with the protruding outline limit positions is adopted, and the fender comprises a rubber fender, a steel fender, a node transition form at a special position and the like, so that the fender is firstly contacted with a fender when the ship is possibly collided, the damage of the ship body is reduced, the size of the fender is minimized, the size of the ship body is favorably maximized, and the loading space of the ship is increased.

As shown in fig. 1, which is an illustration of a restricted navigation path according to various exemplary embodiments, the transverse direction of the outer-most left 2, outer-most right 3, outer-most left 4, and outer-most right 5 side may be rubbed against the quay wall 1.

As shown in fig. 2, is a docking at a ship lift ship reception or dam lock chamber 7 according to various exemplary embodiments, with longitudinal bow 6 and stern 8 being the locations most likely to rub against a gate 9 of the ship reception or lock chamber.

As shown in fig. 3, various types of fender are provided at the limit positions of the ship's contour, as a special way to protect the hull. Meanwhile, in order to avoid the risk that the vertical fender of the inland river ship is too much and the blocking of the inner protrusion of the ship receiving chamber of the ship lift occurs, the protruded fenders are arranged at the front, back, upper and lower 8 limit positions of the two sides.

As shown in fig. 4 to 10, the fender device suitable for the ro-ro ship is characterized by comprising a rubber fender device 13, a steel fender device 15 and a light fender device 17, wherein the rubber fender devices 13 are arranged at the head end and the tail end of a ship body, the upper end and the lower end of the ship body are respectively provided with the rubber fender device 13, the transition node of the steel fender device 15 for preventing blocking is arranged below the main deck at both sides of the ship body and above a waterline, the steel fender device 15 is arranged below the main deck at both sides of the ship body, and the light fender device 17 which can move is arranged outside the whole ship body.

As shown in fig. 4 and 6, a T-like composite rubber fender arrangement 10 is provided at the forwardmost end of the vessel bow and is transitioned at its head end using a wedge node 14. The rubber fender device 13 is arranged at the top end of the bow, and is a transverse full-width position, and the head end of the rubber fender device 13 is transited by a wedge-shaped node 14. A steel fender device 15 is arranged at the position of the main deck along the ship length direction, the head part of the fender device is transited along the direction of a head part flat side line 12, and the head end of the fender device is transited by a wedge-shaped node 14.

As shown in fig. 5, a rubber fender 13 is provided at the extreme tip of the stern, and the head end of the rubber fender 13 is transited by a wedge node 14. In order to enable the ship to sail forwards in a straight line along the quay wall basically in the channel, the line form from the part below the tail main deck to the part above the waterline is still basically full width, the full width is shown by a full width flat sideline 12, meanwhile, a clamping-prevention steel fender device 15 is arranged below the main deck and above the waterline, a vertical rubber fender arrangement 11 is arranged at the bottom of the tail part of the ship and is divided into a front section and a rear section, wherein a transition node 16 of the clamping-prevention steel fender device 15 is adopted at the part below the front-section main deck.

As shown in FIG. 7, the longitudinal horizontal cross-section of the transition node 16 is a wedge-type transition, as shown in cross-section A-A; the vertical bottom of the device is in wedge transition, as shown in the section B-B.

Preferably, the rubber fender device 13 and the steel fender device 15 protrude from the outer surface of the hull by 150 mm.

As shown in fig. 8, the steel fender device has a D-shaped cross section;

as shown in fig. 9, in order to prevent the locking, the stress transition is smooth, and the cross section of the steel fender device can be wedge-shaped;

as shown in fig. 10, the movable lightweight fender 17 is arranged all over the ship.

The present invention has been described in detail with reference to the specific embodiments, but the present invention is only by way of example and is not limited to the specific embodiments described above. Any equivalent modifications and substitutions to those skilled in the art are intended to be within the scope of the present invention. Accordingly, variations and modifications in equivalents may be made without departing from the spirit and scope of the invention, which is intended to be covered by the following claims.

Claims

1. The fender device is characterized by comprising a rubber fender device (13), a steel fender device (15) and a light fender device (17), wherein the rubber fender devices (13) are arranged at the head end and the tail end of a ship body, the upper end and the lower end of the head end and the tail end of the ship body are respectively provided with the rubber fender device (13), transition nodes (16) of the steel fender device (15) for preventing blocking are arranged below main decks on two sides of the ship body and above a waterline, the steel fender device (15) is arranged below the main decks on the two sides of the ship body, and the light fender device (17) which can move is arranged outside the whole ship body.

2. A fender assembly for a ro-ro ship suitable for a ship lift according to claim 1, wherein said rubber fender assembly (13) is provided at 8 positions of the top and bottom of the ship's head and tail at the extreme position of the ship's profile, the rubber fender assembly (13) at the forefront end of the ship's head is provided with a T-like combined rubber fender arrangement (10), and the rubber fender assembly (13) at the topmost transverse full width position of the ship's tail is provided with a vertical rubber fender arrangement (11).

3. A fender assembly for a ro-ro vessel adapted for use with a ship lift according to claim 1, characterised in that said rubber fender assembly (13) is adapted to transition at the bow with a wedge type node (14).

4. A fender assembly for a ro-ro vessel adapted for use with a ship lift according to claim 2 wherein said vertical rubber fender arrangement (11) is divided into front and rear vertical rubber fender arrangements.

5. A fender assembly for a ro-ro vessel adapted for use with a ship lift according to claim 1 wherein the transition joint (16) of said steel fender assembly (15) is wedge-type in longitudinal horizontal cross-section and wedge-type at its vertical base.

6. The fender assembly of a ro-ro vessel adapted for a ship lift according to claim 1, wherein the steel fender assembly (15) is adapted to transition at its bow in the direction of a bow flat line and at its bow in a wedge-shaped node (14).

7. The fender assembly of a ro-ro vessel adapted for a ship lift according to claim 1, wherein said steel fender assembly (15) protrudes from the outer surface of the hull by 100mm to 200 mm.

8. The fender assembly of a ro-ro vessel adapted for a ship lift according to claim 1, wherein said rubber fender assembly (13) protrudes from the outer surface of the hull by 100mm to 200 mm.

9. A fender assembly for a ro-ro vessel adapted for use with a ship lift according to claim 1 wherein said steel fender assembly (15) is D-shaped in cross-section.