DK143325B - REMOVABLE COVER FOR CLOSING AN OPENING IN SHIP DECK, NIKELY A TANK OPENING - Google Patents

Description

fw) (19) DENMARK \ £ a /

| J | oz) PRESENTATION WRITING (ΐυ 1 1 + 3325 B

DIRECTORATE OF THE PATENT AND TRADEMARKET SYSTEM

(21) Application No. 5538/65 (51) Int.Cl.3 B 63 g 19/24 (22) Filing date 26 Nov. 1965 (24) Race day Nov 26 1965 (41) Aim. available 1. Christmas. 1968 (44) Presented 10 Aug. 1981 (86) International Application No. - (86) International Filing Day - (85) Continuation Day - (62) Master Application No. -

(30) Priority 17 Jun. 1965, 288862, US

(71) Applicant MARINE MOISTURE CONTROL COMPANY INC., Inwood 96, US.

(72) Inventor William Howard Gravert, US.

(74) Clerk of the Office of Industrial Excellence v. Svend Schønning.

(54) Removable cover for closing an opening in a ship's deck, name = equal to a tank opening.

The present invention relates to a removable cover for closing an opening in a ship's deck, in particular a tank opening, which cover is provided with a continuous gasket on the underside for sealing against the ship's deck and has releasable retaining means in the form of bolts passed through the cover in relation to the bolt shaft. adjustable, removable bars for clamping the cover at an OQ wedge effect.

O Ships for transporting oil or other liquid cargo usually have a number of large tanks, e.g. 10 m long, 10 m wide and 20 m

Ό deep, below the tire, the tire itself being the lid of each tank. IN

f. in the middle of each tank lid section is arranged a large of covered opening which forms the main access to the tank and is sufficiently large for it to be passed by a person who wants access to the interior of the tank, e.g. for the purpose of repairs or maintenance. In addition to this opening, there are usually in the deck around the main opening several smaller openings, usually 30-35 cm in diameter, through which buckets and tools can be lowered as needed, and also used for venting any explosive gases from the interior prior to a purification of the tank, replacing such gases with inert carbon dioxide from the ship's chimney. The covers used for closing the smaller openings are generally known by the name Butterworth covers and have so far been designed as a packaged metal cover attached to the tire with about a dozen bolts projecting from the tire and passing through holes near the edge of the tire and by means of which the tire can be screwed down against the tire by a similar number of nuts. Attaching and removing these covers is therefore a trivial and slow task. In addition, the screw-fastened bolts attached to the tire will eventually rust due to the effect of the salt water and must therefore be replaced, which is also a trivial welding operation that can only be performed when the tank is gas-free, whereby it takes a full day to remove the gases. from a tank.

British Patent Specification No. 18805/03 discloses a closure means intended for a cabinet in which the position of a bolt on a handle spindle can be adjusted to fit the thickness of the cabinet door, the spindle being provided with an external thread and the bolt having a hole, so it can be placed on the spindle and clamped between a plate affixed to the door and a washer using a nut. However, such a design is not sufficiently robust to be capable of being used for a cover to close an opening on a ship's deck, nor is there any reliable assurance of the lockability of the bar relative to the spindle, and thus the handle. Thus, the position of the bolt relative to the cabinet door is limited by a cut in the plate attached to the door, but the position of the bolt relative to the spindle is not sufficiently secured if, for example, rotates the handle beyond the said restriction for the movement of the bolt.

U.S. Pat. No. 822,562 discloses a fastening form for circular manhole covers with four latches located on the underside of the cover, which by means of inclined slots in a pivotable central bolt rotatable disc can simultaneously be length-shifted to abut the edge of the manhole , which is designed as a cone surface so that a certain wedge effect can be obtained. The construction is inconvenient, already because the joint and simultaneous operation of all the bars require perfect functioning of the moving parts, and with the bending effect of the bars subjected to the tension, perfect function will quickly become an illusion. leafy, the bars are very prone to overload when the cover is removed. Finally, there is no securing of the locking, since the wedge effect cannot appear self-locking in the embodiment shown.

The object of the invention is to provide an improved cover of the specified type which, like the prior art of the US patent, has the locking means placed on the cover itself, but with individual operation and designed to be self-locking in the locking position and adjustable for various purposes. thicknesses of cover plates in a more robust manner than the axial adjustment of the bolt on a spindle as described in British Patent Specification No. 18,805 / 03.

This is achieved according to the invention in that each of the ridges is designed as a cam disc mounted on a reduced diameter section, which is clamped by means of intermediate discs which are optionally positionable above or below the cam disk, the cam disk being protected against rotatability. relationship to the bolt by means of a set screw which engages an axial groove in the bolt shaft.

A robust and reliable cover is provided, which is obtained by clamping the ridges on circular shaft sections, providing a great displacement and thus adjustability by using an axial groove in the shaft in which a set screw engages. The circular shape is simple to manufacture with such tight tolerances that large eccentric forces can be transmitted without the cam being tilted on its shaft. The clamping of the cam is unchanged regardless of the setting due to the optional placement of the spacers.

In order to elucidate the subject of the invention, a preferred embodiment will be described below with reference to the drawing, in which: FIG. 1 is a top view of a cover according to the invention attached to a tire; FIG. 2 is a sectional view taken on line 2-2 of FIG. 1, FIG. 3 is a detail view of a cam lock and a portion of the cover associated with the arrow A in FIG. 2, and FIG. 4 is a detail view of a cam lock showing the manner in which it is adjusted to a larger plate thickness.

As shown in FIG. 1, the deck of the ship 2 also serves as a lid over the storage tank. The tire has a number of openings to be closed with the covers of the invention, but only one of these openings 3 is shown. The cover 4 overlies and seals the aperture 3 and it is for sight with an appropriate number, e.g. three, regularly rotatable cam locks, the position of which can be controlled by protruding control means 6, one of which has one for each cam lock. These control means are preferably equipped with pointers 7 which cooperate with appropriate indications on the tire to indicate whether the cam lock is in the open or closed position.

As best seen in FIG. 2, the underside of the cover 4 is provided with a suitably formed groove 10 near the edge, which receives a large, cross-sectional O-shaped ring 10a which serves as a seal and produces a tight seal between the cover and the cover when the cover is screwed in.

The control means 6 are provided with an opening 8 through which a metal rod can be inserted so that sufficient force can be exerted to produce a tight locking by means of the cam lock when this is necessary. The control member 6 is attached to a shaft 9 which is rotatable in a circular cylindrical aperture drilled through the cover 4. In grooves in the shaft are located in cross-section O-shaped rings 15 which serve to provide a tight closure between the shaft and the cover. 4 to prevent any possibility of leakage from the interior of the tank between the shaft 9 and the associated opening. In addition, or alternatively, as shown in FIG. 4, under a chest 5a on the shaft, a gasket 5 is placed which will be compressed by the clamping portion of the cam lock to thereby provide a very tight closure. The shaft 9 has a somewhat reduced diameter extension 12 to which is secured a locking cam 13, e.g. by means of a set screw 14 which cooperates with an axial groove 16 in the extension 12. Two washers or circular shims 17 and 18 are also mounted on the extension 12, and the whole is held together in any suitable manner, e.g. by means of a nut 19 screwed on a screw-cut end of the extension 12 and secured against rotation, e.g. using a split 22.

143325 5

The spacer discs 17 and 18 may be of the same thickness, but are preferably of different thickness as this provides greater adaptability. If the cover plate 2 has a greater thickness than shown in FIG. 2, the spacer plate 17 can be moved from the one shown in FIG. 2 to the one shown in FIG. 4, thereby increasing the span of the cam lock. If an even larger span is desired, the thicker spacer 18 can be used instead, and finally the maximum span can be obtained by placing both spacer discs between the locking cam and the cover. Thus, the lock washers allow for a much greater variation in the thickness of the tire plates than the slope of the cam itself. In conventional shipyard practice, the sheets used for ship decks have a thickness of 19-38 cm, and this can easily be taken into account when using two intermediate sheets as shown.

In FIG. 4, the locking cam is shown in locking position, which is indicated by the pointer 7 on the control means pointing radially outwards. If the control means is rotated 180 ° from the one shown in FIG. 4, it will be noted that the side 13a of the cam is facing the edge of the tire, thereby providing ample space for the male cover to be removed from the opening.

If the cam lock is observed at an angle of 90 ° to that of FIG.

4, it will be seen that as shown in FIG. 3 inclines somewhat with respect to the cover 4. This ensures a large abutment surface between the cam washer and the underside of the cover plate 2. This is achieved by imparting the shaft 9 to the cover at the same angle as the cam's inclined plate so that the upper side of the locking cam at the contact point with the tire is substantially parallel to its underside. In this way, a maximum abutment surface is obtained, which is advantageous, thereby enabling the use of only three cam locking means to provide a sufficient sealing force, which previously required a dozen or more nuts and bolts.