DK146911B - PROCEDURE FOR SUPPLYING A SHIP AND FENDER TO EXERCISE THE PROCEDURE - Google Patents
PROCEDURE FOR SUPPLYING A SHIP AND FENDER TO EXERCISE THE PROCEDURE Download PDFInfo
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- DK146911B DK146911B DK580375AA DK580375A DK146911B DK 146911 B DK146911 B DK 146911B DK 580375A A DK580375A A DK 580375AA DK 580375 A DK580375 A DK 580375A DK 146911 B DK146911 B DK 146911B
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02B—HYDRAULIC ENGINEERING
- E02B3/00—Engineering works in connection with control or use of streams, rivers, coasts, or other marine sites; Sealings or joints for engineering works in general
- E02B3/20—Equipment for shipping on coasts, in harbours or on other fixed marine structures, e.g. bollards
- E02B3/26—Fenders
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A30/00—Adapting or protecting infrastructure or their operation
- Y02A30/30—Adapting or protecting infrastructure or their operation in transportation, e.g. on roads, waterways or railways
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- Fluid-Damping Devices (AREA)
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- Body Structure For Vehicles (AREA)
- Automatic Cycles, And Cycles In General (AREA)
Description
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Den foreliggende opfindelse angår et fremgangsmåde til fortøjning af et skib langs en kaj eller lignende anlæg ved, at skibet trækkes ved hjælp af fortøjningsspil med fortøjningstrosser mod kajen via fendere under afdæmpning af forholdsvis store trykkræfter fra skibet, idet det aflastede tryk aflastes mod en trykaflastningskilde .The present invention relates to a method of mooring a ship along a quay or similar facility by drawing the ship by mooring games with mooring trusses to the quay via fenders, attenuating relatively large compressive forces from the ship, relieving the relieved pressure against a pressure relief source.
Ved bygning af stadigt større skibe var det påkrævet at rette større opmærksomhed mod fortøjningerne. Skibene og tildels også kajerne blev efterhånden udstyret med såkaldte automatiske spil, som har den egenskab, at de holder den tilhørende trosse på en bestemt spænding eller inden for et bestemt spændingsniveau.In building ever larger ships, it was necessary to pay greater attention to the moorings. The ships, and sometimes also the quays, were eventually equipped with so-called automatic games, which have the property of holding the associated bracket at a certain voltage or within a certain voltage level.
Hvis spændingen i trossen falder, trækker spillet trossen ind for at genoprette den bestemte spænding eller det bestemte spændingsniveau. Hvis spændingen i trossen stiger, stikker spillet derimod trossen ud, indtil der er genoprettet den bestemte spænding eller det bestemte spændingsniveau. Fælles for spil med automatisk styring er, at spillene under manuel styring gerne har en tilfredsstillende trækhastighed på fx 30 m/minut med fuld belastning og op til 100 m/minut ved ubelastet trosse, men ved automatisk styring er deres trækhastighed på blot 3-4 m/minut.If the voltage in the box drops, the game pulls the box in to restore the particular voltage or voltage level. On the other hand, if the voltage in the box rises, the game will stick out until the particular voltage or voltage level is restored. Common to games with automatic steering is that the games under manual control tend to have a satisfactory pulling speed of, for example, 30 m / minute at full load and up to 100 m / minute with unloaded throttle, but with automatic steering their pulling speed is only 3-4 m / min.
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Hidtil har spilkonstruktørerne lagt hovedvægten på problemer i forbindelse med forhaling af skibe til kaj og på problemer i forbindelse med lastning og losning samt tidevandsændringer. Der synes imidlertid ikke at være taget hensyn til fx den uro., som opstår i havet, henholdsvis i trange farvande, når andre skibe passerer, hvor skibets niveau skifter i langt hurtigere tempo end ved de ovennævnte niveauændringer. I sådanne tilfælde kan der pludselig opstå store bevægelseskræfter i skibet, således at dette sættes i ugunstig bevægelse og udøver ugunstige slæk i eller ugunstige kraftpåvirkninger på trosserne.So far, the game designers have focused on problems related to the delay of ships to berth and on problems related to loading and unloading and tidal changes. However, it does not seem to take into account, for example, the unrest that occurs in the sea or in narrow waters when other ships pass, where the level of the ship changes at a much faster pace than at the above level changes. In such cases, large movement forces can suddenly arise in the ship, causing it to move adversely and exert adverse slack or adverse force effects on the thrusters.
Efterhånden blev det nødvendigt at gå over fra de mere eller mindre "døde" fendere til fendere med væsentlig støddæmpende effekt, fx i form af svære pølser eller balloner af gummi eller kombinerede gummi- og stålkonstruktioner, fx fendere med bladfjedre svarende til bilfjedere eller med to eller flere elastiske gummielementer. Et stort problem med sådanne elastiske fendere, som nødvendigvis måtte være i besiddelse af en betydelig elasticitet for at kunne afdæmpe de store stødkræfter fra skibet, er, at modkraften (rekylen) udøver en modsvarende kraft mod skibet, så snart sådanne kræfter fremkommer, fx straks efter at der opstår slæk i trosserne efter en forudgående strækbelastning i trosserne. De kræfter, som er oplagret i sådanne elastiske fendere,kommer således i tilslutning til de ugunstige bevægelser, som skibet pludseligt kan underkastes, fx ved uro i havet, når et andet skib passerer. De optrædende uheld ved fortøjningsoperationer har man bl.a. tilskrevet fortøjningsspillenes mangelfulde hurtighed til omstilling på pludseligt ændrede strækforhold. Der har således opstået en række farlige situationer, særlig i lastehavne, yed at skibe har sprængt fortøjningerne, folk er blevet dræbt, laste-(losse)-udstyr er blevet ødelagt, og der er opstået lækager med deraf følgende miljøskader. Den øjeblikkelige reaktion var, at det blev forbudt at bruge automatisk styring af spillene i den ene havn efter den anden, idet man håbede og troede, at det var i selve spilautomatikken årsagen til uheldene lå.Gradually, it became necessary to move from the more or less "dead" fenders to fenders with significant shock absorbing effect, for example in the form of heavy sausages or balloons of rubber or combined rubber and steel structures, eg fenders with leaf springs similar to car springs or with two or more elastic rubber elements. A major problem with such elastic fenders, which must necessarily have considerable elasticity in order to dampen the large impact forces from the ship, is that the counter force (recoil) exerts a corresponding force against the ship as soon as such forces emerge, e.g. after slacking occurs in the panties following a prior tensile load in the panties. Thus, the forces stored in such resilient fenders come in connection with the adverse movements which the ship can suddenly undergo, for example in the event of a sea-going turmoil when another ship passes. The occurrence of mishaps in mooring operations has been attributed to the mooring speed of the mooring game for switching on abruptly changed stretching conditions. Thus, a number of dangerous situations have arisen, especially in cargo ports, which have caused ships to blow up the moorings, people have been killed, cargo (unloading) equipment has been destroyed, and leaks have resulted in environmental damage. The immediate reaction was that it was forbidden to use the automatic control of the games in one port after another, hoping and believing that it was in the gaming machine itself the cause of the accidents lay.
Ved fortøjning af skibe, særlig skibe af størrelsen 200-300.000 d.w.t. og større, er det af stor betydning, at man kan holde skibet mest muligt i ro eller under en så nøjagtigt som muligt kontrolleret bevægelse, idet der da i det væsentlige blot er tale om såkaldte 3 146911 holdekræfter for at fastholde skibet med en vis trykkraft via fendere mod kajen. Såsnart de store masser i skibet får anledning til at sætte sig i bevægelse, er det vanskeligt at bringe skibet tilbage i ro i ønsket position. Det er forøvrigt afgørende i forbindelse med lastning og losning af olietankere, at skibet holdes mest muligt i ro af hensyn til olieledningerne i land, idet der sædvanligvis ikke tillades nogen særlig bevægelse af skibet i horisontalplanet, uden at der kan opstå fare for brud på laste- eller losseudstyret.When mooring ships, especially ships of the size of 200-300,000 d.w.t. and greater, it is of the utmost importance that one can keep the ship as calm as possible or under as precisely as possible controlled movement, since it is essentially simply so-called holding forces to maintain the ship with some compressive force. via fenders to the quay. As soon as the large masses of the ship are allowed to move, it is difficult to bring the ship back to its desired position. Furthermore, it is essential in the case of loading and unloading of oil tankers that the ship is kept as quiet as possible for the sake of the oil pipelines ashore, as no special movement of the ship in the horizontal plane is usually allowed without risk of cargo breaking. - or unloading equipment.
Sålænge der blev benyttet automatik ved fortøjningstrosserne, var fortøjningerne "aktive", dvs. de holdt altid skibet presset via fenderne mod kajen med et vist tryk. Dette tryk kunne bl.a. udnyttes til at skabe en ønsket stor friktion både i længden og i højden mellem skib og kaj for derved at holde skibet under bedst mulig kontrol. Skibets tryk mod fenderne svarede til summen af trækket i hver trosse minus tab på grund af ugunstige vinkler for de enkelte trosser og friktion mellem trosser og føringer. Ved at brugen af automatikken blev forbudt, blev det ikke længere muligt at fordele belastningen jævnt på fortøjningsspillene, og trosserne blev strammet og slækket efter behov·; og den mest stramme trosse optog den største del af belastningen og blev særligt udsat for brud. Der sker fortsat fortøjningsbrud, også efter at brugen af automatisk styring af spillene blev forbudt, noget som i mange tilfælde vel kan tilskrives den ujævne fordeling af trækket på fortøjningerne. Et af resultaterne af dette er, at man har måttet gå til strengere restriktioner med hensyn til losning og lastning ved stærk vind og/eller ved stærk strøm. Mens man tidligere ved en norsk raffinaderihavn tillod losning i vind indtil 42 knop tværskibs fra kaj, er det nu kun lovligt at losse ved vindstyrke indtil 20 knop tværskibs fra kaj. Dette indebærer, at den tilladte belastning i tons er reduceret til næsten en fjerdedel.As long as the mooring trusses were used automatically, the moorings were "active", ie. they always kept the ship pressed via the fenders to the quay with some pressure. This pressure could include is used to create a desired large friction both in length and in height between ship and berth, thereby keeping the ship under the best possible control. The pressure of the ship against the fenders corresponded to the sum of the drag of each of the trusses minus losses due to unfavorable angles of the individual trusses and friction between the trusses and guides. By banning the use of the automatic, it became no longer possible to distribute the load evenly on the mooring games, and the panties were tightened and relaxed as needed ·; and the most tight bunch took up most of the load and were particularly prone to breakage. Mooring breaks continue, even after the use of automatic control of the games was banned, which in many cases may well be attributed to the uneven distribution of the drag on the moorings. One of the results of this is that stricter restrictions have been imposed on unloading and loading in strong winds and / or high currents. Whereas previously at a Norwegian refinery port, unloading was allowed in winds up to 42 knots transverse from quay, it is now only legal to unload at wind strength up to 20 knots transverse from quay. This means that the permitted load in tonnes has been reduced to almost a quarter.
Med den foreliggende opfindelse tages der sigte på at angribe problemet fra en ny synsvinkel, idet det er fundet, at væsentlige forhold ved fortøjningen hidtil har været upåagtet, og at visse af de uforklarlige uheld, som er opstået ved fortøjning af specielt store skibe, måske kan forklares netop ud fra den nye synsvinkel.The present invention aims to tackle the problem from a new point of view, having found that significant conditions of the mooring have so far been unobserved and that some of the unexplained mishaps that have occurred from the mooring of particularly large ships, perhaps can be explained precisely from the new point of view.
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Med den foreliggende opfindelse tages der sigte på at kunne foretage afdæmpning af skibets bevægelser på særlig kontrolleret måde med forholdsvis store kraftoverføringer til fenderne, uden derved at fremkalde fare for brud i fortøjningerne, idet man tager sigte på at overvåge belastningstrykket mellem skib og fender og at regulere trækket i trossen i afhængighed af trykket mellem skib og fender.The present invention is intended to be able to dampen the movements of the ship in a particularly controlled manner with relatively large transmissions of power to the fenders, without thereby causing danger of breakage in the moorings, with the aim of monitoring the load pressure between the ship and the fender and regulate the pull in the trowel depending on the pressure between the ship and the fender.
Fremgangsmåden ifølge opfindelsen er ejendommelig ved, at der søges opretholdt et konstant anlægstryk fra skibet mod fenderen, idet optrædende tryk, som er større end nævnte konstante anlægstryk, søges aflastet rekylfrit mod trykaflastningskilden, og ved at der ved hjælp af en trykmåler anvises dels den trykkraft, som til enhver tid udøves mod fenderen for derved at kunne fastlægge forskellen mellem den kraft, som udøves fra skibet på fortøjningstrosserne, og som kan anvises på i og for sig kendt måde, og dels den kraft, som udøves fra skibet mod fenderen.The method according to the invention is characterized in that a constant pressure of the vessel is sought to be maintained from the vessel towards the fender, whereby pressure which is greater than said constant pressure of pressure is sought to relieve recoil-free against the pressure relief source and by the use of a pressure gauge and partly the pressure force is determined. , which is exerted at all times on the fender so as to be able to determine the difference between the force exerted by the ship on the mooring trusses, which may be assigned in a manner known per se, and partly the force exerted by the ship towards the fender.
Ved ifølge opfindelsen at foretage dæmpning af skibets bevægelse i forbindelse med aflastning af trykket til en trykaflastningskilde kan man foretage en effektiv afdæmpning og effektivt modvirke de uheldige følger af reaktionskraften, som ellers måtte lagres i fendere med speciel dæmpningseffekt. Ved i samme forbindelse at benytte trykmålere til måling af den trykkraft, som udøves fra skibet mod fenderen, har man mulighed for at afpasse anlægstrykket mellem skib og fender på regulerbar måde til det optimalt ønskede, først og fremmest med tanke på at skaffe optimale friktionsforhold mellem skib og fender og desuden for at skaffe en generel kontrol af fortøjningerne med tanke på vind- og strømforhold osv.In accordance with the invention, attenuation of the ship's motion in connection with relieving the pressure to a pressure relief source allows effective damping and counteracting the adverse effects of the reaction force which otherwise had to be stored in fenders with special damping effect. By using pressure gauges in the same connection to measure the compressive force exerted by the ship against the fender, it is possible to adjust the abutment pressure between the ship and the fender in an adjustable way to the optimum desired, first and foremost in order to obtain optimal friction ratios between ship and fender and in addition to provide a general control of the moorings for wind and current conditions, etc.
Det er af væsentlig betydning under laste- og losseoperatio-ner at kunne udnytte muligheden for hurtigt og effektivt at hindre, at der opstår skade på laste- og losseudstyret, hvis skibet skulle sætte sig i bevægelse på utilsigtet og ukontrolleret måde til trods for foranstaltningerne ifølge opfindelsen. Det foretrækkes i denne forbindelse, at trykanvisningen i trykmåleren anvendes til at fremkalde stop i laste- eller losseoperationerne og/eller til at fremkalde automatisk fra- og/eller tilkobling af laste- eller losseudstyr.It is essential during loading and unloading operations to be able to exploit the opportunity to quickly and efficiently prevent damage to the loading and unloading equipment if the ship were to move in an unintended and uncontrolled manner despite the measures provided for invention. In this connection, it is preferred that the pressure indicator in the pressure gauge be used to induce stops in the loading or unloading operations and / or to induce automatic disconnection and / or switching on of loading or unloading equipment.
Det foretrækkes, at trykanvisningen i trykmåleren sker i forbindelse med anvisningen af den trækkraft, som udøves i fortøjningstrosserne. Herved har man mulighed for at opnå en helheds- 5 146911 vurdering af trækforholdene i forbindelse med fortøjningen (trosserne) og trykforholdene i forbindelse med fenderne, således at man hurtigt og effektivt kan træffe fornødne foranstaltninger til at hindre skade på skib, mandskab, laste- og losseudstyr, fortøjningerne m.m.It is preferred that the pressure indication in the pressure gauge be made in connection with the indication of the traction force exerted in the mooring trusses. This gives the possibility of obtaining an overall assessment of the drag conditions in connection with the mooring (the trusses) and the pressure conditions in connection with the fenders, so that the necessary measures can be taken quickly and efficiently to prevent damage to the ship, manpower, cargo. and unloading equipment, moorings etc.
Opfindelsen angår endvidere en fender til udøvelse af fremgangsmåden, og som er indrettet til at foretage afdæmpning af forholdsvis store trykkræfter fra skibet mod kajen via fenderen, idet andele af trykket aflastes via fenderen til en trykaflastningskilde. Fenderen ifølge opfindelsen er ejendommelig ved, at et trykoptagende organ er forblindet med trykaflastningskilden via en tilhørende tilbageslagsventil, som hindrer tilbageføring af det aflastede tryk til fenderens trykoptagende organ ved aftagende tryk mod fenderen samtidigt med, at tilbageslagsventilen sikrer et konstant tryk i det trykoptagende organ, og ved at det trykoptagende organ er forbundet med en trykmåler til anvisning af den trykkraft, som til enhver tid udøves fra skibet mod fenderen.The invention further relates to a fender for carrying out the method, which is adapted to dampen relatively large compressive forces from the ship to the quay via the fender, with portions of the pressure being relieved via the fender to a pressure relief source. The fender according to the invention is characterized in that a pressure-absorbing means is blinded to the pressure relief source via an associated check valve which prevents the return of the released pressure to the pressure-collecting means of the fender at decreasing pressure against the fender, while the check valve ensures a constant pressure in the pressure-collecting means. and in that the pressure receiving means is connected to a pressure gauge to indicate the compressive force exerted at all times by the ship towards the fender.
Det er gjort muligt, først og fremmest ved at benytte støddæmpende fendere, som har ingen eller kun minimal reaktionskraft, at opnå en bedre kontrolleret fortøjningstilstand, således at man kan modvirke de ellers uheldige følger af den energi, som måtte være lagret i en sammentrykket fender.Fandeme kan tænkes udført i flere forskellige udførelser, men der tænkes især på fendere, som er baseret på et trykmedium som dæmpningsmedium. Det er muligt at afpasse trykmediets strømning fra fenderen, således at man får en gradvis eller forsinket strømning af trykmediet mod en trykaflastningskilde med deraf følgende dæmpningseffekt af det tryk, som udøves mod fenderen, og samtidig aflastning af trykket, som overføres til fenderen. Herved kan man afpasse trykket i fenderen alt efter forholdene og afpasse trækket-i trosserne efter behov for at skaffe et ønsket anlægstryk mellem skib og fender. Det ønskede anlægstryk kan man fastsætte ved at benytte en trykmåler i forbindelse med fenderen og foretage afpasning af trækket i fortøjningerne i overensstemmelse hermed. Aflæsningsinstrumenterne kan forefindes ombord eller i land og fortrinsvis i forbindelse med manøvreringspladsen for manøvrering af fortøjningsspillene. EventueltIt is made possible, first and foremost, by using shock absorbing fenders which have no or only minimal reaction force, to achieve a better controlled mooring state, so as to counteract the otherwise unfortunate consequences of the energy stored in a compressed fender The fenders may conceivably be made in several different designs, but especially fenders which are based on a pressure medium such as damping medium. It is possible to adjust the flow of the pressure medium from the fender so as to obtain a gradual or delayed flow of the pressure medium against a pressure relief source with consequent damping effect of the pressure exerted on the fender and at the same time relief of the pressure transmitted to the fender. Hereby one can adjust the pressure in the fender according to conditions and adjust the pull-in of the trusses as needed to obtain a desired system pressure between the ship and the fender. The desired system pressure can be determined by using a pressure gauge in connection with the fender and adjusting the draft of the moorings accordingly. The reading instruments may be provided on board or ashore and preferably in connection with the maneuvering site for maneuvering the mooring games. Optionally
En udførelsesform, hvor fenderens trykoptagende organ omfatter en gruppe hydrauliske cylindre, er ejendommelig ved, at de hydrauliske cylindre i udgangsstillingen forløber mere eller 6 14691 1 mindre tværskibs eller skråt i tværskibsretningen, og ved at det trykoptagende organs hydrauliske cylindre indgår i en eller flere hydrauliske kredse, som (hver for sig) er udstyret med en ventil til at regulere det hydrauliske tryk i det trykoptagende organs trykkammer og en direkte strømningsforbindelse fra det trykoptagende organs trykkammer til trykmåleren.An embodiment in which the pressure pickup member of the fender comprises a group of hydraulic cylinders is characterized in that the hydraulic cylinders in the starting position extend more or less transversely or obliquely in the transverse direction, and in that the hydraulic cylinders of the pressure receiving member are included in one or more hydraulic cylinders. circuits which (each) are equipped with a valve for regulating the hydraulic pressure in the pressure chamber of the pressure chamber and a direct flow connection from the pressure chamber of the pressure chamber to the pressure gauge.
Ved at benytte en sådan gruppe af cylindre, som arbejder sammen med hinanden for at afdæmpe forskydningskraften imellem skibet og fenderen, kan man, ved at lade cylindernes akseretning forløbe i forskellige retninger i forhold til hinanden, for det første foretage afdæmpningen i forskellige afdæmpningsretninger, og for det andet kan man afføle, igennem tilhørende trykmåler, retningen for og størrelsen af tryk, som måtte opstå i retninger, der afviger fra tværskibsretningen. Herved har man mulighed for, i tillæg til at foretage kontrolleret afdæmpning af optrædende trykkræfter, også mulighed for at kunne anvise skibets bevægelsesmønster eller skibets tendens til bevægelse i forhold til fenderen på en en enkel og effektiv måde.By using such a group of cylinders which cooperate with each other to dampen the shear force between the ship and the fender, one can, by letting the axis of the axes run in different directions relative to each other, firstly the damping in different damping directions, and secondly, one can sense, through associated pressure gauge, the direction and magnitude of pressure that may arise in directions that deviate from the transverse direction. In this way, in addition to conducting controlled damping of occurring compressive forces, it is also possible to indicate the ship's movement pattern or the ship's tendency to move relative to the fender in a simple and effective way.
En foretrukket udførelsesform er ejendommelig ved, at gruppen af hydrauliske cylindre omfatter en hovedcylinder, hvis cylinderakse forløber i det væsentlige tværskibs på kajen, samt en tilhørende gruppe af hjælpecylindre, hvis cylinderakser konvergerer mod hverandre og mod cylinderen.A preferred embodiment is characterized in that the group of hydraulic cylinders comprises a main cylinder whose cylinder axis extends substantially transverse to the quay, and a corresponding group of auxiliary cylinders whose cylinder axes converge towards each other and against the cylinder.
Ved at lade den ene trykcylinder, som forløber i tværskibsretningen, belastningsmæssigt udgøre gruppens hovedcylinder, kan man effektivt foretage afdæmpning af forskydningskraften imellem skib og fender, hovedsageligt med den ene cylinder. De øvrige cylindre kan tjene som hjælpecylindre, der kan have som hovedformål at anvise, ved hjælp af tilhørende trykmålere, forskydningskræfter, der afviger fra tværskibsretningen. Ved at lade hovedcylinderen rage endevis udad med sideværts styring af hjælpecylindrene i hver sin sideretning kan man opnå et særligt følsomt system til afføling af optrædende forskydningskræfter, der afviger fra tværskibsretningen, dvs. kræfter, som træder i skibets længderetning eller i skibets højderetning.By loading one of the pressure cylinders extending in the transverse direction as the main cylinder of the group, the damping force between the ship and the fender can be effectively damped, mainly with the one cylinder. The other cylinders may serve as auxiliary cylinders which may have as their main purpose to provide, by means of associated pressure gauges, shear forces which deviate from the transverse direction. By allowing the main cylinder to project outwardly laterally with lateral control of the auxiliary cylinders in each side direction, a particularly sensitive system can be obtained for sensing occurring shear forces which deviate from the transverse direction, ie. forces that go in the longitudinal direction of the ship or in the height of the ship.
En alternativ udførelses form er ejendommelig ved, at gruppen af hydrauliske cylindre omfatter en gruppe af hovedcylindre med cylinderakseme konvergerende mod hverandre.An alternative embodiment is characterized in that the group of hydraulic cylinders comprises a group of main cylinders with the cylinder axes converging towards each other.
Ved at benytte en gruppe af hovedcylindre med cylinderaksen 146911 7 konvergerende mod hverandre har man mulighed for at opnå en mindre følsom, men mere robust udførelse, hvor man alligevel har mulighed for at anvise forskydningskræfter, der afviger fra tværskibsretningen.By using a group of main cylinders with the cylinder axis 146911 7 converging towards each other, it is possible to achieve a less sensitive but more robust design, whereby it is still possible to assign shear forces that deviate from the transverse direction.
En konstruktionsmæssigt særlig fordelagtig udførelsesform er ejendommelig ved, at hovedcylinderen eller hovedcylindrene er forbundet med et fenderrygstykke og et fenderfrontstykke centralt i fenderen ved hjælp af kugleledsforbindelser, og ved at centreringsorganer eller hjælpecylindrene er forbundet med en husdel i fender-rygstykket og en husdel i fenderfrontstykket excentrisk i fenderen ved hjælp af kugleled eller tilsvarende forbindelser.A particularly advantageous embodiment is characterized in that the main cylinder or main cylinders are connected to a fender back piece and a fender front piece centrally in the fender by means of ball joints, and that the centering means or auxiliary cylinders are connected to a housing part in the fender back part and a housing part in the fender using ball joints or similar connections.
Yderligere træk ved opfindelsen vil fremgå af den efterfølgende beskrivelse med henvisninger til tegningen, hvor fig. 1 viser en fender ifølge opfindelsen set delvis forfra og delvis i snit, fig. 2 samme set fra siden, og fig, 3 samme i tværsnit.Further features of the invention will become apparent from the following description with reference to the drawings, in which: FIG. 1 shows a fender according to the invention partly in front and partly in section; FIG. Figure 2 is the same side view, and Figure 3 is the same in cross section.
På tegningen er der med punkterede linier vist et udsnit af en kaj 10 eller lignende støtteanlæg for et skib. En fender 11 er fastgjort ved toppen af kajen 10 for at dæmpe stødkræfter fra skibet (ikke vist). Et fenderrygstykke 12 er fastgjort ved hjælp af ikke nærmere viste forankringsorganer til toppen og siden af kajen. Fra rygstykket 12 rager en husdel 13 med kasseformet omkreds· horisontalt udad. Husdelen er indvendigt afstivet med trekantede plader 14 til dannelse af en stiv støttedel 13, 14. Et vertikalt frontstykke 15 med omtrent samme omkredsform som støttedelen 13, 14 er centralt i støttedelen forbundet med rygstykket 12 ved hjælp af en hydraulisk hovedtrykcy-linder 16 og er ved omkredsen af støttedelen 13, 14 forbundet med husdelen 13 ved hjælp af en række hydrauliske hjælpetrykcylindere 17, 18, 19, 20, 21. Hovedcylinderen 16 er forbundet med rygstykket og frontstykket ved hjælp af kugleledforbindelser 22, 23, henholdsvis ved cylinderens ene ende og ved den modsatte ende af dens stempelstang. Hjælpecylinderne 17-21 er vist ledforbundet med fæsteører 24 på henholdsvis husdelens 13 yderste kantparti ved cylinderens ene ende og med fæsteører 25 på et indadvendende husdel 26 fæstet på frontstykkets inderside. Husdelen 26 er indvendigt og udvendigt udstyret med trekantede plader 27 til afstivning af husdelen 26 over for frontstykket 15. Eventuelt kan der benyttes kugleledforbindelser også for hjælpecylinderne 17-21.The dotted lines show a section of a quay 10 or similar support system for a ship. A fender 11 is attached to the top of the dock 10 to dampen impact from the ship (not shown). A fender back piece 12 is secured by means of not shown anchorages to the top and side of the quay. From the back piece 12, a housing part 13 with a box-shaped circumference protrudes horizontally outwards. The housing member is internally stiffened with triangular plates 14 to form a rigid support member 13, 14. A vertical front piece 15 having approximately the same circumferential shape as the support member 13, 14 is centrally connected to the back member 12 by means of a hydraulic head pressure cylinder 16 and is at the circumference of the support member 13, 14 connected to the housing member 13 by a series of hydraulic auxiliary pressure cylinders 17, 18, 19, 20, 21. The main cylinder 16 is connected to the back piece and the front piece by means of ball joints 22, 23, at one end of the cylinder and respectively. at the opposite end of its piston rod. The auxiliary cylinders 17-21 are shown articulated with fastening ears 24 on the outer edge portion of the housing part 13, respectively, at one end of the cylinder and with fastening ears 25 on an inward-facing housing part 26 fixed on the inside of the front piece. The housing part 26 is provided internally and externally with triangular plates 27 for stiffening the housing part 26 against the front piece 15. Optional ball joints can also be used for the auxiliary cylinders 17-21.
Hovedcylinderen 16 er ved hjælp af en ledning 28 og en fjederbelastet envejsventil 29 forbundet med en trykaflastningstank 30.The main cylinder 16 is connected to a pressure relief tank 30 by means of a conduit 28 and a spring-loaded one-way valve 29.
Fra ledningen 28 mellem hovedcylinderens trykkammer og ventilen 29 løber der en grenledning 31 til en fjerntliggende trykmåler 32. I det 146911 8 viste udførelseseksempel er der vist en ventil 29, som åbner ved et tryk på-fx 300 tons.From the conduit 28 between the main cylinder pressure chamber and the valve 29, a branch line 31 runs to a remote pressure gauge 32. In the embodiment shown 146911 a valve 29 is shown which opens at a pressure of, for example, 300 tons.
De to horisontalt løbende hjælpecylindere 17, 19 er via en ledning 33 forbundet med en tryktank 34. Fra ledningen 33 løber en grenledning 35 til en fjerntliggende trykmåler 36. Tilsvarende er en nedre hjælpecylinder 18 og to øvre hjælpecylindere 20, 21 ved hjælp af en ledning 37 forbundet med en tryktank 38, mens der løber en grenledning 39 fra ledningen 37 til en fjerntliggende trykmåler 40.The two horizontally running auxiliary cylinders 17, 19 are connected via a conduit 33 to a pressure tank 34. From the conduit 33, a branch conduit 35 runs to a remote pressure gauge 36. Similarly, a lower auxiliary cylinder 18 and two upper auxiliary cylinders 20, 21 are provided by means of a conduit. 37 connected to a pressure tank 38, while a branch line 39 runs from the line 37 to a remote pressure gauge 40.
. I fig. 2 (og med punkterede linier i fig. 3) er fenderen vist i upåvirket, udskudt tilstand. Såsnart et skib danner anlæg mod frontstykket 15, bygges et tryk op på fx 300 tons (styret af ventilen 29) i hovedcylinderen 16, og man opnår en afdæmpning af skibets stødkraft ved, at hovedcylinderens stempel presses indad mod cylinderens bund, idet trykmediet undviger via ventilen 29 til trykaflastningstanken 30. I første del af fenderens sammentrykningsfase, dvs. fra den med punkterede til den med fuldt optrukne linier viste stilling i fig.. In FIG. 2 (and with dashed lines in Fig. 3), the fender is shown in unaffected, deferred condition. As soon as a ship forms abutment against the front piece 15, a pressure of, for example, 300 tonnes (controlled by the valve 29) is built into the main cylinder 16, and a dampening of the impact force of the ship is achieved by pressing the piston of the main cylinder inwards towards the bottom of the cylinder, avoiding the pressure medium. the valve 29 for the pressure relief tank 30. In the first part of the compression phase of the fender, i. from the dotted to the fully drawn position shown in FIG.
3, foretages der samtidig en sammentrykning af hovedcylinderen og hjælpecylinderne, idet hjælpecylinderne svinges fra en skråtløbende stilling til en stilling parallel med frontstykket. I det viste eksempel løber trykmediet under sammenpresning af hjælpecylinderen fra hjælpecylindeme direkte ind på en tryktank, dvs. en tryktank 34 for de to horisontaltløbende hjælpecylindere 17, 19, henholdsvis en tryktank 38 for de tre tværløbende hjælpecylindere 18, 20, 21. I den - nævnte første sammentrykningsfase kan man ved hjælp af hjælpecylinderne opnå en kombineret trykdæmpningseffekt og centreringseffekt. Dvs. hjælpecylinderne kan samvirke med hovedcylinderen, når det gælder trykdæmpningseffekten, og samtidig kan de sikre en effektiv centrering af hovedcylinderen vinkelret mod skibssiden. Selv efter at den første sammentrykningsfase er overskredet, beholder hjælpecylinderne fremdeles sin centreringseffekt, mod frontpladen 15, men får nu modsat virkning, idet de får en kraftkomponent, som virker modsat hovedcylinderen. Ved hjælp af en kontraventil 41 i grenledningen 33 (37) og en parallelkoblet overtryksventil 42 kan man imidlertid få modsat effekt af hjælpecylinderne, således at disse også udøver en støddæmpningseffekt i fenderens sidste sammentrykningsfase. I fenderens maksimalt indskudte stilling danner frontstykket støtteanlæg direkte mod husdelen 13. Såsnart stødkraften fra skibets bevægelse mod kajen ophører, udøves der et statisk tryk i fenderen svarende til det tryk, som udøves fra skibet mod fenderen via fortøjningsspillene. Dette statiske tryk vil i alle tilfælde ligge under åbningstrykket for ventilen 29, som styrer hovedcylinderen, og hovedcylinderen vil derved holdes sikkert på plads i uvirksom tilstand i fuldt indskudt 9 146911 stilling. Der undgås ifølge opfindelsen enhver rekyleffekt fra fenderen. Den relative bevægelse, som måtte opstå mellem skib og kaj i vertikal eller langsskibsretning, dvs. ved tidevandsforskydninger eller niveauvariationer, som skyldes lastning eller losning, henholdsvis ved forskydning i længderetningen af skibet som følge af strømningsforhold eller lignende, kan man registrere ved hjælp af trykmålerne. Når det gælder vertikalforskydning, kan man reducere friktionen mellem skib og fender ved at reducere anlægstrykket, mens man, når det gælder langskibsbevægelser, kan øge friktionen mellem skib og fender ved at øge trykket mellem skib og fender. Denne regulering kan foretages ved samtidig at overvåge trækket i fortøjningstrosserne.3, at the same time a compression of the main cylinder and the auxiliary cylinders is made, the auxiliary cylinders being pivoted from an inclined position to a position parallel to the front piece. In the example shown, the pressure medium during compression of the auxiliary cylinder runs from the auxiliary cylinders directly into a pressure tank, ie. a pressure tank 34 for the two horizontally running auxiliary cylinders 17, 19, and a pressure tank 38 for the three transverse auxiliary cylinders 18, 20, 21. In the first mentioned compression phase, the combined auxiliary cylinders can achieve a combined pressure damping effect and centering effect. Ie the auxiliary cylinders can cooperate with the master cylinder in terms of the damping effect, and at the same time they can ensure an efficient centering of the master cylinder perpendicular to the ship's side. Even after the first compression phase is exceeded, the auxiliary cylinders still retain their centering effect, against the faceplate 15, but now have the opposite effect, having a force component acting opposite to the main cylinder. However, by means of a non-return valve 41 in the branch line 33 (37) and a parallel-coupled pressure valve 42, the auxiliary cylinders can be counteracted, so that they also exert a shock damping effect in the last compression phase of the fender. In the maximum inserted position of the fender, the front piece forms a support system directly against the housing part 13. As soon as the impact of the ship's movement towards the quay ceases, a static pressure is exerted in the fender corresponding to the pressure exerted by the ship towards the fender via the moorings. This static pressure will in any case be below the opening pressure of the valve 29 which controls the main cylinder and thereby the main cylinder will be securely held in place in idle state in the fully inserted position. According to the invention, any recoil effect from the fender is avoided. The relative movement that may occur between ship and berth in the vertical or longitudinal direction, ie. by tidal displacements or level variations due to loading or unloading, or by longitudinal displacement of the ship due to flow conditions or the like, can be recorded by the pressure gauges. In the case of vertical displacement, the friction between ship and fender can be reduced by reducing system pressure, while in the case of long ship movements, friction between ship and fender can be increased by increasing the pressure between ship and fender. This adjustment can be made by simultaneously monitoring the pull of the mooring trusses.
Når forskydningskræfterne i skibet, regnet i langskibsretningen eller i vertikalretningen, overstiger friktionskræfterne, som opstår ved bevægelse af skibet, er det muligt at opnå en kontrolleret bevægelse af skibet. Herunder kan man kontrollere forskydningskræfterne fra skibet ved hjælp af manometeret 32, mens de kræfter, som forårsager bevægelse af skibet i langskibsretningen eller vertikalt, kan kontrolleres af de respektive manometere 40 og 36. Følgelig vil det være muligt at aflæse den aktuelle friktion mellem skib og fender i hvert tilfælde, og det vil være muligt at afpasse .trækket i fortøjningsspillenes trosser i overensstemmelse med de aflastede trykforhold.When the shear forces in the ship, calculated in the longitudinal direction or in the vertical direction, exceed the frictional forces that occur during movement of the ship, it is possible to achieve a controlled movement of the ship. Below, the shear forces from the ship can be controlled by the manometer 32, while the forces which cause the ship to move in the longitudinal direction or vertically can be controlled by the respective manometers 40 and 36. Accordingly, it is possible to read the actual friction between the ship and the ship. fender in each case, and it will be possible to adjust the pull of the moorings of the moorings in accordance with the relieved pressure conditions.
I stedet for at benytte et fælles manometer for to eller tre samvirkende hjælpecylindere kan man fx benytte et manometer for hver hjælpecylinder, således at man kan skaffe sig en kontinuerlig kontrol af trykforholdene i hver trykcylinder og derved også kan fastslå friktionens retning, henholdsvis vertikalt og i langskibsretningen.For example, instead of using a common pressure gauge for two or three co-operating auxiliary cylinders, one can use a pressure gauge for each auxiliary cylinder, so that a continuous control of the pressure conditions in each pressure cylinder can be obtained, thereby also determining the direction of friction, respectively vertically and in longship direction.
I stedet for en hovedcylinder og en række hjælpecylindre kan der også benyttes fx tre eller flere hovedcylindre, som konvergerer udad mod hvert sit fastgørelsespunkt på et fælles fenderfrontstykke. Sådanne hovedcylindere kan gøre hjælpecylinderne overflødige, idet hovedcylinderne kan centrere hinanden,samtidig med at de afdæmper stødet fra skibet. I stedet for automatiske ventiler kan man eventuelt benytte styrede eller fjernstyrede reguleringsventiler. Det er også muligt at benytte mængdereguleringsventiler og/eller trykreguleringsventiler eller andre passende ventiler til at sikre ønskede trykforhold i de forskellige cylindere efter behov.Instead of a master cylinder and a series of auxiliary cylinders, for example, three or more master cylinders which converge outward toward each of their attachment points on a common fender front piece may also be used. Such master cylinders may render the auxiliary cylinders superfluous, the master cylinders being able to center one another while attenuating the impact of the ship. Instead of automatic valves, controlled or remote controlled valves may be used. It is also possible to use volume control valves and / or pressure control valves or other suitable valves to ensure desired pressure conditions in the various cylinders as needed.
Efter at skibet har forladt kajen, kan fenderen på ny tilbagestilles til brugsstilling ved hjælp af specielle reguleringsventiler i forbindelse med tilhørende trykkilder, såsom pumpe eller tryktank.After the ship has left the quay, the fender can be reset to its operating position by means of special control valves in conjunction with associated pressure sources, such as pump or pressure tank.
Claims (4)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NO752145A NO142486C (en) | 1975-06-17 | 1975-06-17 | FENDER SYSTEM. |
| NO752145 | 1975-06-17 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| DK580375A DK580375A (en) | 1976-12-18 |
| DK146911B true DK146911B (en) | 1984-02-06 |
| DK146911C DK146911C (en) | 1984-07-16 |
Family
ID=19882331
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK580375A DK146911C (en) | 1975-06-17 | 1975-12-19 | PROCEDURE FOR SUPPLYING A SHIP AND FENDER TO EXERCISE THE PROCEDURE |
Country Status (13)
| Country | Link |
|---|---|
| JP (1) | JPS5920803B2 (en) |
| AU (1) | AU497615B2 (en) |
| BR (1) | BR7508426A (en) |
| CA (1) | CA1029971A (en) |
| DE (1) | DE2557964C2 (en) |
| DK (1) | DK146911C (en) |
| ES (2) | ES443858A1 (en) |
| FI (1) | FI753569A (en) |
| FR (1) | FR2314861A1 (en) |
| IT (1) | IT1052848B (en) |
| NL (1) | NL180241C (en) |
| NO (1) | NO142486C (en) |
| SE (1) | SE421078B (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5487915A (en) * | 1977-12-26 | 1979-07-12 | Bridgestone Corp | Water surface floating material arrestor |
| JPS5496816A (en) * | 1978-01-14 | 1979-07-31 | Bridgestone Corp | Device for constraining tank floating on water |
| FR2548260B1 (en) * | 1983-06-28 | 1986-11-28 | Elf Aquitaine | PROTECTION SHIELD FOR WELLHEAD AND FUNCTIONAL MODULES OF AN UNDERWATER STATION |
| GB2165334B (en) * | 1984-10-08 | 1988-10-12 | Giken Kogyo Kk | Impact energy absorbing device for waterway walls |
| AU2001236247B2 (en) | 2000-02-26 | 2005-04-07 | Cavotec Moormaster Limited | Seal for a suction cup and method for accommodating large movements in a mooring system |
| ATE329822T1 (en) | 2000-02-26 | 2006-07-15 | Mooring Systems Ltd | SEALING LIP FOR SUCTION CUP AND METHOD FOR ACCOMMODATION OF LARGER MOVEMENTS IN A HOLDING DEVICE |
| ATE538024T1 (en) | 2001-04-17 | 2012-01-15 | Cavotec Msl Holdings Ltd | MOORING ROBOT |
| NZ520450A (en) | 2002-07-30 | 2004-12-24 | Mooring Systems Ltd | Method of controlling a mooring system |
| US8408153B2 (en) | 2007-09-26 | 2013-04-02 | Cavotec Moormaster Limited | Automated mooring method and mooring system |
| EP3715239A1 (en) | 2019-03-25 | 2020-09-30 | Offshore Windservice A/S | Vessel with tiltable bow fender |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE594351C (en) * | 1932-02-15 | 1934-03-15 | Simec Ste Ind De Materiel D En | Shock absorbing device for hydraulic structures or ships |
| GB741901A (en) * | 1953-08-05 | 1955-12-14 | Neyrpic Ets | Improvements in or relating to shock absorbers |
| GB758566A (en) * | 1954-05-07 | 1956-10-03 | British Tanker Company Ltd | Improvements relating to fenders for jetties and the like |
| US3008158A (en) * | 1954-08-25 | 1961-11-14 | Dorothy B Stinson | Universal mooring and ramp |
| GB1372058A (en) * | 1971-01-19 | 1974-10-30 | Firestone Burleigh Marine Pneu | Marine fender |
| FR2123677A5 (en) * | 1971-01-27 | 1972-09-15 | Bertin & Cie | |
| GB1422946A (en) * | 1972-04-28 | 1976-01-28 | Secretary Trade Ind Brit | Monitoring system for a moored floating vessel |
-
1975
- 1975-06-17 NO NO752145A patent/NO142486C/en unknown
- 1975-12-11 AU AU87444/75A patent/AU497615B2/en not_active Expired
- 1975-12-16 IT IT52720/75A patent/IT1052848B/en active
- 1975-12-17 SE SE7514262A patent/SE421078B/en not_active IP Right Cessation
- 1975-12-17 FI FI753569A patent/FI753569A/fi not_active Application Discontinuation
- 1975-12-18 BR BR8426/75A patent/BR7508426A/en unknown
- 1975-12-19 DK DK580375A patent/DK146911C/en not_active IP Right Cessation
- 1975-12-22 DE DE2557964A patent/DE2557964C2/en not_active Expired
- 1975-12-23 CA CA242,434A patent/CA1029971A/en not_active Expired
- 1975-12-24 NL NLAANVRAGE7515089,A patent/NL180241C/en not_active IP Right Cessation
- 1975-12-24 ES ES443858A patent/ES443858A1/en not_active Expired
- 1975-12-24 JP JP50154667A patent/JPS5920803B2/en not_active Expired
- 1975-12-29 FR FR7539927A patent/FR2314861A1/en active Granted
-
1977
- 1977-04-14 ES ES457812A patent/ES457812A1/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| FI753569A (en) | 1976-12-18 |
| JPS5920803B2 (en) | 1984-05-15 |
| DE2557964C2 (en) | 1985-01-24 |
| BR7508426A (en) | 1977-01-25 |
| FR2314861B1 (en) | 1980-09-12 |
| NO752145L (en) | 1976-12-20 |
| DE2557964A1 (en) | 1976-12-30 |
| DK580375A (en) | 1976-12-18 |
| DK146911C (en) | 1984-07-16 |
| CA1029971A (en) | 1978-04-25 |
| NL180241C (en) | 1987-01-16 |
| FR2314861A1 (en) | 1977-01-14 |
| AU8744475A (en) | 1977-06-16 |
| ES457812A1 (en) | 1978-03-01 |
| SE7514262L (en) | 1976-12-18 |
| ES443858A1 (en) | 1977-08-01 |
| JPS51151987A (en) | 1976-12-27 |
| AU497615B2 (en) | 1978-12-21 |
| NO142486B (en) | 1980-05-19 |
| SE421078B (en) | 1981-11-23 |
| NL7515089A (en) | 1976-12-21 |
| IT1052848B (en) | 1981-07-20 |
| NL180241B (en) | 1986-08-18 |
| NO142486C (en) | 1980-08-27 |
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| PBP | Patent lapsed |