DE2461687C3 - fender - Google Patents

Description

appropriately adapted.

If the training is appropriate, the

The invention relates to a fender with a joint spacing of the one outer bumper strip from the baffle and integrally formed on its side edges 0.7 to 0.9 times the spacing of the th support legs, the other outer bumper strip at a small angle 5a diverge from the support plane and extend up to the vertical support plane 0.5 to OJ times the distance of the middle bumper bar, in which two lateral mounting flanges from the support plane. E ₃ has been shown that they are arranged. Compliance with this condition for a fender with _ Such a fender is already known (French particularly good shock absorption properties leads. Patent 2 \ 7i Sö3). It will mix Kinc der Bcfe-i- 55 Z ^ eckiriäSigcrwcisc amount the pulp of the suction flanges, for example on a quay wall, 0.4 to 0.8 times the distance of the middle and is used to accommodate and dampen the Bumper strip from the support level, while the thickness of the shock emanating from an adjacent ship, the bumper strips are 0.1 to 0.4 times the distance between the center bumper strip and the support level around the ship in question from damage. In this case, the fender formed from a flat bumper bar 60 with the abutment legs close to the support level and two support legs with fastening flanges at least as thick as the fender formed of the support level has an elasticity that is matched to a more distant bumper bar, and the thicknesses of the specific range of shock loads are matched Support leg that is 0.1 to 0.4 times the distance that is a certain ship size range between the central bumper bar and the support plane, speaks. The fender is too little for smaller ships, although the inner support bars! are equally thick and elastic, while for larger ships it is too easy to deform the shorter support legs at least as thickly as the one. Such ships are therefore due to the longer support legs. Even these measures fender is not protected in the desired way !. lead to a stable training of the fender and

ensure an appropriate gradation of its elasticity.

An embodiment of the invention is shown in the drawing and explained below. It indicates

Fig. 1 is a perspective view of an embodiment of the fender according to the invention

Fig. 2 is a diagram of a relationship "" * between Suspension and reaction force when consuming energy durcl. a fender according to the invention.

The fender according to the invention has a trapezoidal cross-sectional shape, which is widely used in conventional fenders, and is made of a single elastomer material, e.g. B. natural or synthetic rubber produced. The fender has a ;, to a facing first sto ⁱ vessel side wall '-> jf "eiimenden part in the form of a protective strip 1 UNJ a P, r with this integral support's'' 2 and 3 (Fig. I) These support legs 2. and 3 "" ^ protrude from the shock-absorbing part, that is to say, starting from the bottom strip 1 and diverging at a small angle in the direction of a quay wall, and form an inverted U with the shock-absorbing part in a cross-sectional view.

The ends of the support legs 2 and 3 rest against the quay wall and, as can be seen in FIG. 1, rough edges at these ends to prevent slipping on the surface of the quay wall If necessary, these ends can be received in grooves formed in the quay wall.

To the support leg 2 close to a second shock-absorbing part in the form of a Bumper strip 4 and a second support leg 5 formed in one piece with it. The support leg 2 forms with the bumper strip 4 and the support leg 5 in cross-sectional view an inclined, inverted one

^te ', " . ,,,,,. ", _R ■

At the support leg 3 close on one

opposite the second bumper strip 4 lower lying Level to the outside a third shock-absorbing part in Pormeiner bumper strip 6 and one with this one piece trained third support leg 7 on. The support leg 3 forms with the bumper 6 and the support leg 7 is a cross-sectional view of an inclined, inverted U.

The support legs 5 and 7 extend, diverging at a small angle from each other, in the direction of the quay wall and have at their respective end, in the same plane as the ends of the support legs 2 and 3, a mounting flange 8 and 9 ZUf ₁ I attaching the Fenders on the quay wall.

In order to ensure this fastening, reinforcement plates 10 are included in the opening diagrams S and 9 embedded, as is common with trapezoidal fenders. In addition, the mounting flanges are in the outer surfaces 8 and 9 formed receptacles 11 for washers at corresponding points.

The invention is explained in more detail with reference to the following example.

The fender according to the invention is on the mounting flanges 8 and 9 with (not shown) Verankerungsschraubeh attached to the quay wall.

When mooring and mooring a small boat to the quay wall, the side wall of the boat comes first with the first shock-absorbing part (bumper 1) in contact, with one corresponding to the small buot. The corresponding reaction forces are called elastic deformation d.-r first support legs 2 and 3 is caused. Dijs leads through the gradual increase of the reaction force to a hefned

^a .? ^m * ^b " ^hn ] \ ^l " ^Jcr ' ⁿ . ^hg - ~ ^d . ^ar f ^posed . ^{n KurW} 'The same is true, m putting on and mooring one

medium-sized shields on the quay wall. The / wetc shock absorbing part (bumper bar 4) serves to hold the moment corresponding to the mean size of the ship through the elastic deformation of the first shock bar 1 and generates an appropriately powerful reaction force. This leads to a satisfactory increase in energy as a function of the berthing impact of the ship in accordance with a section b of the curve shown in FIG.

When a large ship is moored and moored on the quay wall, deformation of the first and second bumper strips i and 4 finally results in the third bumper strip 6 on the ship's side wall / ur system. This leads to a satisfactory energy consumption when the ship berths when the reaction force is high, according to a section c of the curve shown in FIG. 2.

The energy consumption according to the curve in FIG. 2 can thus with the fender according to the invention depending on the size of the berthing ship achieve with reaction force adapted to the size of the ship.

Usual dimensions for the fender according to the invention are given below:

_{mm mm}

_{Height from the quay wall bls
2um ers (en bump-} absorbing
y _e jj ^ 250 500

Height from the quay wall to
_{mm 2% citen shock absorption} n-

_{Height from} ^ quay wall to
_{for the third sloßau} f _take nden
y _e jj ^ ^ q ^ oo

In general, these heights H ₁ , H ₂ and H ₃ should preferably have the following relationships with one another:

H « = U, / H ₁ to U, 9 H ₁ ," 3 - ^ i- ¹ H ₁ DIS U, / Ii ₁ .

The widths W ₁ , W _t and W _{2 of} the bumper strips 1, 4 and 6 are preferably selected in the range between 0.4 H _{1 and} 0.8 H ₁ .

The thicknesses T ₁ , T ₂ and T _{3 of} the bumper strips 1, 4 and 6 are preferably selected in the range between 0.1 H ₁ and 0.4 H ₁ and have the relationship T ₁ g T ₂ g T ₃ with one another.

In addition, south the thicknesses t _u I ₂ , I ₃ and / _{4 of} the sleeve legs 2, 3, 5 and 7 are preferably selected in the range between 0.1 H ₁ and 0.4 H ₁ and have the relationship I ₁ - I _{2 with one another} g / ₃ g I ₄ .

Even when creating different types of ship

of the quay wall, the fenders come into effect according to the invention, depending on the length of the ship in cooperation with one another, depending on the size of the ship, an effective energy consumption.

1 sheet of drawings

Claims (3)

It is already known that a fender has the same Patent claims named type on the side facing the support plane the bumper strip to provide a profile projection that . 1. Fender with a bumper strip and one piece on shorter than the two Slütz legs and only after their side edges are molded support legs, S a corresponding deflection of the shock bars in which diverge at a small angle and towards the support plane on this to carry itself up to extend vertical support plane, comes (French Patent Schnlt l \ l \ _mi). Since the two lateral fastening flanges are arranged, the fender has a graduated Llastizimisnet, characterized, effect such that the deformation of the F-ender up to the two support legs (2, 3) on their i ° to the contact of the professional projection for steaming the outer sides is suitable to different degrees against impacts when mooring smaller ships, the bumper strip in the direction of the support plane while the deformation of the fender after the offset is an outer bumper strip (4, 6) a support of the profile projection in the support plane is formed in pieces 15, which are able to merge into outer support legs (5, 7) on their outer sides, suitable for the absorption of bumps from larger ships. It is true that this known fender that the two-stage damping characteristics diverge from one another at a small angle already leads to a yaw and is provided with the fastening flanges (9, 8) to better adapt the fender to differences. borrowed ship sizes, but this solution also satisfies 2. Fender according to claim 1, thereby not yet fully identified. draws that the distance (H. ₂ ) of the one outer 20 The invention is accordingly based on the task of the bumper strip (4) from the support level 0.7 to create a fender that is twice as large as 0.9 times and the Distance (H ₃ ) of the other outer terien area of different ship sizes on-bumper bar (6) from the support level that fits 0.5 to and thereby to achieve a mean joint that is less than 0.7 times the distance (H ₁ ) - the strip (1) from the support level is matched to the different strength impacts. 25 damping characteristics with an additional EIa- 3. Fender according to claim 1 or 2, characterized by a gradation of sticity. characterized in that the widths (W ₁ , W ₀ , W ₃ ) of the This object is achieved according to the invention by Bumper strips (1, 4, 6) the 0.4 to 0.8 times that solves that on the two support legs on their outer Distance (H ₁ ) of the middle bumper strip (1) from the side to a different extent compared to the stole Support plane amount that the thicknesses (T ₁ , T ₂ , T ₃ ) Z ° ledge offset in the direction of the support plane the bumper bar is 0.1 to 0.4 times the distance, an outer bumper bar is integrally formed, which is on (H ₁ ) the middle one. Bumper strip from the support level their outer side edges in outer support legs which are closer to the support plane, which go over at a small angle to one another the bumper strips (6 or 4) at least as thick as they diverge and connect with the fastening flanges the bumper strips 35 remote from the support plane can be seen. (4 or 1), and that the thicknesses (I ₁ , I ₂ , I ₃ , I ₄ ) This training with three in different planes the support legs (2, 3, 5, 7) 0.1 to 0.4 times arranged bumper strips, which are between a total of four of the distance (H ₁ ) of the middle bumper from the support legs are arranged, leads to easier Support level, with the inner support and wear-resistant training to three areas with legs (2, 3) are of the same thickness and the shorter 40 different attenuation £ cha ^; acteristics, of which Support legs (7 or 5) at least as thick as each one of the smaller, medium-sized or larger ones longer support legs (5 or 2 and 3). Ships designed to absorb the shock load in question has suitable elasticity. The fender according to the invention therefore has a greater use 4S range and is in the different ski sizes